SALIENT FEATURES

SALIENT FEATURES OF SURAT METRO RAIL NETWORK (Phase-I)

1.0 ROUTE LENGTH

Underground Elevated/At
S.No. Corridors Total (kms)
(kms) Grade (kms)
Sarthana-Dream 6.47 kms 15.14 kms 21.61 kms
01
City
02 Bhesan-Saroli - 18.74 kms 18.74 kms

Total 6.47 kms 33.88 kms 40.35 kms

2.0 NUMBER OF STATIONS

S.No. Corridors Underground Elevated Total

01 Sarthana-Dream City 6 14 20

02 Bhesan-Saroli - 18 18

Total 06 nos 32 nos 38 nos

3.0 TRACK GAUGE

Standard Gauge (SG): 1435 mm for both the corridors i.e.

(i) Sarthana –Dream City &
(ii) Bhesan – Saroli

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/4
 SALIENT FEATURES

4.0 TRAFFIC FORECAST

(i) Full Day Ridership Summary

2021 - 2026 - 2026 - 2036 - 2036 - 2046 - 2046 -

Corridor Direction Without Without With Without With Without With
TOD TOD TOD TOD TOD TOD TOD
Sarthana-
Corridor 1 82360 166550 208080 261070 369240 324500 453670
Dream City
Corridor
1R Sarthana- 83030 167960 205020 263410 355480 344110 464650
Dream City
Corridor 2 Bheshan-
68610 102250 127150 221060 328380 272440 426310
Saroli
Bheshan-
Corridor
saroli 65650 97130 123420 228770 342060 282040 441800
2R

Total Ridership 299650 533890 663670 974310 1395160 1223090 1786430

(ii) Maximum Passengers: Peak Hour Peak Direction Traffic (PHPDT)

2021_ 2026_Wit 2036_Wit

2026_Wi 2036_Wi
With h h 2046_ 2046_With
th TOD th TOD
Corridor out TOD out TOD out TOD Without TOD TOD
(Peak (Peak
(Peak (Peak (Peak (Peak Hour) (Peak Hour)
Hour) Hour)
Hour) Hour) Hour)
Corridor 1b:
Sarthana -
6,549 13,340 16,099 20,856 28,144 24,247 32,065
Dream City
Corridor 1bR:
Sarthana-
6,992 13,536 16,424 20,677 25,872 26,587 33,543
Dream City
Corridor 2d:
Bheshan-Saroli 3,918 5,698 7,466 12,573 19,944 15,448 25,849
Corridor 2dR:
Bheshan-Saroli 3,693 5,236 6,951 12,098 19,902 15,175 25,165

5.0 SYSTEM DESIGN

(a) Station Dwell Time 30 seconds

(b) Train Composition 3 cars
(c) Average Speed 33 Kmph
(d) Speed
(i) Max Design Speed 90 kmph
(ii) Max Operating Speed 80 kmph

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/4
 SALIENT FEATURES

6.0 TRACTION POWER SUPPLY

a) Voltage : 750 V DC
b) Current Collection : Third Rail Current Collection System
c) Power Supply source : i) Corridor-I (Sarthana to Dream City)
- Grid Sub Stations of M/s. GETCO
ii) Corridor-II (Bhesan to Saroli)
-Grid Sub Station of M/s. Torrent Power
d) SCADA system : Provided

7.0 ROLLING STOCK

a) Coach Dimensions
(i) Height : 3.9m
(ii) Width : 2.9m
(iii) Coach Body : Stainless Steel/Aluminium

b) Axle load : 16 t
(@ 8 persons per sqm
of Standee area)

c) Seating arrangements : Longitudinal

d) Train Composition : DMC+TC+DMC

(for 3 car train)

e) Coach Carrying Capacity

(i) DMC : 247 (Seating-43, Standing-204)
(ii) TC : 270 (Seating -50, Standing - 220)

f) Train Carrying Capacity : 764 passengers (Seating- 136,

(3 car train) Standing-628)

g) Control System : Train Based Monitor & control system

(TCMS/TIMS)

8.0 MAINTENANCE FACILITIES

Maintenance Depots (02 Nos.) : (i) Dream City

(ii) Bhesan

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/4
 SALIENT FEATURES

9.0 SIGNALLING, TELECOMMUNICATION & TRAIN CONTROL

a) Type of Signalling : Continuous Automatic train control with cab

signaling and ATO
b) Telecommunication : Integrated System with Fibre Optic cable,
SCADA, Train Radio, PA system etc.

10.0 FARE COLLECTION : Automatic Fare Collection System with

Combination of Contactless Smart Card for
multiple journey and computerized
Contactless Smart Token for single Journey.

11.0 CONSTRUCTION : Elevated Viaduct carried over pre-stressed

METHODOLOGY concrete box shaped
girder/U-Girder/Double U-Girder/I-girder
with pile/open foundation and
underground construction using TBM
or Cut & cover or NATM techniques.

12.0 TOTAL ESTIMATED COST : Rs 9,338 crores without taxes and duties.
(Dec ‘2018 prices) Taxes and duties are estimated to be
Rs. 1322.78 crores.
Total Cost: Rs 10,660.78 crores
=Rs 10661 Crores

13.0 TOTAL ESTIMATED : Rs.12,020 Crores (i/c cost

COMPLETION COST of land, PPP component, IDC for loan and all
taxes and duties).

14.0 FINANCIAL INDICES

(a) ECONOMIC INTERNAL : 17.20%

RATE OF RETURN (EIRR)

(b) FINANCIAL INTERNAL : i) 6.90% (with all Taxes & Duties) without
RATE OF RETURN (FIRR) additional PD, TOD & VCF income.

ii) 7.38% (with all taxes &

duties) with additional PD,TOD &VCF
income

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/4
 Executive Summary

EXECUTIVE SUMMARY

0.1 BACKGROUND

0.1.1 Surat city, located on the western part of India in the State of Gujarat is also
known as a ”Economic power house” of Gujarat. The city is located 284 Kms
south of Gandhi Nagar, 265Kms of Ahmedabad and 289 Kms north of Mumbai.
The economy of the entire city is based mainly on two industries, the textile
industries of man made fibers/fabrics and the diamond cutting and polishing
industry. Surat is one of the most dynamic cities of India having faster growth
rate due to immigration from various parts of Gujarat and other States of India
too. National Highway-8 (NH-8) passes within 16 Kms. of municipal boundaries
of Surat and is located midway on the Ahmedabad-Mumbai route.

0.1.2Surat is one of the oldest inhabited cities in the world and densely populated with
an average 13680 persons/sq.km accommodating about 44.67 Lakhs people as
per census 2011. Average decadal growth of population of Surat since 2001 to
2011 was about 55.29%. The census of India 2011 has revealed that one out of
seven zones of Surat i.e. central zone has registered even negative growth.
Surat city is spread over an area of 326.515 sq. kms. The Surat city is located at
21.18°N72.83°Ewith 21.195 Latitude and 72.8194 Longitude Surat’s high
population growth rate, coupled with high economic growth rate has resulted in
an ever increasing demand for transport creating excessive pressure on the
existent transport system. With high growth in transport demand over the years,
congestion on roads has been increasing due to phenomenal rise in private
transport. Absence of an efficient full-fledged public transport system coupled
with rapid growth in the use of personalized vehicles has led to high consumption
of fossil fuel and increase in environmental pollution. Surat has also been
selected as one of the hundred Indian cities to be developed as a “Smart City”.
The existing network of public transport systems including dedicated BRTS
needs to be strengthened further in order to cope-up with rising demand of
transport system.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/81
 Executive Summary

The inter-city traffic volumes in Surat necessitated a full-fledged integrated multi

model mass rapid passenger system. In view of this, Government of Gujarat
(GoG) vide their letter No. MEGA/MD/DMRC/IC dated 27.01.2016 requested
Delhi Metro Rail Corporation (DMRC) to prepare a Detailed Project Report (DPR)
for Metro Rail Project in Surat City.

The DPR for Surat Metro rail project had already been prepared and submitted to
SMC and MEGA vide DMRC’s letter no DMRC/GM/CS/04/Surat-DPR/2016/1150
dated 24th July’2017. Subsequently, in August’ 2017 Ministry of Housing and
Urban Affairs announced a new metro policy-2017 and returned the said
proposal for incorporation of new provisions. The Commissioner, Surat Municipal
Corporation(SMC) vide his e-mail dated 16th September’2017 requested DMRC
to review and revise the detailed project report(DPR) in view of new metro rail
policy. Thus the said DPR for Surat Metro Rail project has been revised
incorporating new provisions such as comprehensive mobility plan(CMP),
alternative analysis, last mile connectivity, transit oriented development(TOD),
value capture finance(VCF), property development(PD), public private
partnership(PPP), unified metropolitan transport authority(UTMA), options for
central assistance etc.

The DPR has been updated upto December 2018 level.

0.1.3 The following two Metro Corridors have been identified for their inclusion in Surat
Metro Rail Network (Phase-I).

Table 0.1: Surat Metro Corridors

Elevated/At
S.No. Corridor Underground Total (Km)
Grade (Kms)
Phase-1
 Corridor-1
01 Sarthana to 6.47 Kms 15.14 Kms 21.61 Kms
Dream City

 Corridor-2
Bhesan to
02 -- 18.74 Kms 18.74 Kms
Saroli

Total 6.47 Kms 33.88 Kms 40.35 ms

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/81
 Executive Summary

0.1.4 Project Area

0.1.4.1The Detailed Project Report (DPR) is prepared for the proposed 02 (two)
Corridors extending in North, South, East, West and Central parts of Surat City,
as such most parts of Surat are covered with these proposed corridors. The
project comprises various important and prominent areas along the proposed
corridors under Surat Metro Rail Network (Phase-I) as per the details given
hereunder:-

0.1.4.2The colonies and important/prominent areas covered along the two metro
corridors are

i) Sarthana – Dream City

This corridor provides metro connectivity to Gadhpur Township, Sarthana Nature

Park, Nana Varachhe village, Kalakunj Junction, Kapodra and Puna village,
Labheshwar Chowk area, Big Diamond Market (Mini Bazar) of Surat, Retail Sari
Market, Surat Railway Station, Muskati Hospital, Bhagal junction, Gandhi Bagh,
Chowk Bazar, Majura Gate, Roopali Canal, Altha Treatment, Althan Gram, VIP
road Women IIT, Bhimrad, Convention City and Dream City.

ii) Bhesan - Saroli

Prominent areas like Bhesan Treatment Plant, International Cricket Stadium,

SMC Botanical Garden, Palanpur, LP Savani School, Performing Art Centre,
TGB Circle, Aquarium, Badri Narayan Temple, Star Bazar, Tapi River, Athawa
Chopati, Majura Gate, UdhanaDarwaja, Kamala Darwaja, Anjana Junction,
Parvat Pataya, Magub Village, Bharat Cancer Hospital, Saroli etc. are
connected through this route.

0.2 TRANSPORTDEMAND FORECAST

Metro Policy 2017 rightly proposes that the proposal for central assistance for
identified Metro Rail project should be mooted by the State Governments on two
counts- Firstly, because very nature of urban transport is such that it has intricate
connect with other issues of urban development making it logical that only those
who have overall perspective and feel of the city formulate the plan for urban
transport fro that city and secondly also because, the “Urban Development” is a
State Subject of the Constitution.

It is in this context that the DPR for Surat Metro is being submitted for central
assistance is not only being submitted through state government for various
reason but Government of Gujarat(GOG) apart from its own 50% contribution of

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/81
 Executive Summary

equity is also contributing towards the cost of the land and towards taxes and
duties. More particularly the proposal for Surat Metro takes into account the
overall urban development and urban transport plan of state government.

The policy further requires that metro rail development should follow a “systems
approach” that is comprehensive approach to planning of urban land use and
transport infrastructure.

The proposal is required to evaluate alternative modes for the most optimum
mobility plan for the city. And as such the policy puts a mandatory pre-requisite
for the city having a Comprehensive Mobility Plan (CMP) for planning metro rail
in any city.

With the above in perspective the policy allows cities with two million and plus
population tostart planning for mass transit systems including metro rail based on
CMP. In this context, it is specified that Surat is a unique case where population
has already exceeded 5 million mark and shall have approximately 07 million
population by the year 2021.

Also Surat being the “Economic Power House” of Gujarat, has substantial daily
floating population from other cities. Additionally international tourist footfall is
also at Surat.

As per requirement of the city the DPR of Surat Metro Rail Project has been
prepared by DMRC which have sufficient expertise to formulate DPR for other
cities in the country. DPR of Surat Metro has been prepared keeping in view the
growing need of the city in consultation with GoG and Central Government.

In the year 2017, a Comprehensive Mobility Plan (CMP) for Surat city
has been got completed by Surat Municipal Corporation (SMC) through
Centre of Excellence in Urban Transport (CEPT), Ahmedabad.

Gist of Comprehensive Mobility Plan (CMP) – 2017 of Surat City related to

MRTS Project as provided by Centre of Excellence in Urban Transport,(CEPT),
Ahmedabad, the agency engaged by Surat Municipal Corporation (SMC) to
update the CMP, has been included in this DPR which mainly contains the
following :-
 Demand Analysis for Alternative CMP Surat Metro Corridors
 Background
 Approach for analysis of alternative corridors
 Demand Assessment
 Corridor Characteristics
 Capacity of existing transport system

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/81
 Executive Summary

 Summary
 Observations
 Conclusions

0.2.1 The estimation of traffic demand on the proposed metro corridors under Surat
Metro Rail Project (Phase-I) has been carried out by “The Centre of Excellence in
Urban Transport, CEPT University, Ahmedabad who were entrusted this
assignment by Surat Municipal Corporation (SMC) vide their letter No.
CE.Spl.Cell/Out/339 dated 31.08.2016. The important highlights are summarized
below:

(a) The following development area is considered as the study area :

The first step of the process was to define the study area for modelling purposes.
Surat is the major urban area in the region, with strong linkages to urban centers
in and around Gujarat. The Dedicated Freight Corridor (DFC) passing through
the region along with the Delhi-Mumbai Industrial corridor (DMIC) is expected to
trigger huge investment and growth in the near future.

The Development Plan of 2035 has identified growth nodes in Olpad and Kamrej
with residential areas to be developed in these areas. The recent Development
Plan 2035 Surat Urban Development Authority has increased its area to include
all the above mentioned developments from 715 Sq. km to 1351sq.km. Hence for
this study, the Development Plan area is considered as the study area.

(i) Surat Urban Development Authority (SUDA)

SUDA was constituted in 1978. It now has a spatial extent measuring 1351
sq.km. Its jurisdiction lies both right and left banks of the Tapi river, which
includes the area of Surat Municipal Corporation (SMC), two INAs, 15 urban
areas and 182 villages.

(ii) Surat Municipal Corporation (SMC)

The area within the Surat Municipal Corporation limits consists of:

 The traditional city centre, known as the ‘Old city’ with relatively high-
density development, large concentration of commercial activities and
narrow streets.
 The southern and eastern part of the city is recognized as the industrial
zone of the city, with large and small industries and low income
residential areas.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/81
 Executive Summary

 Presence of textile market along certain areas of the Ring road.

(b) Growth Potential of Surat

The total population of the study area was 50.87 Lakh in 2011 with an annual
growth rate of 4.3 % (2001-2011). It is estimated that in year 2016 there are
59.29 people residing in the study area. The future population is considered
based on Surat Development Plan 2035. Based on growth trend estimated,
population for year 2046 is projected to be around 1.25 crore and population for
year 2026 and 2036 has been taken from the DP 2035.

0.2.2 MODEL DEVELOPMENT

A standard four stage modelling process has been followed to project travel
demand and metro ridership in future. An overview of the modelling approach is
presented below. This public transport model has been developed using EMME
4.0.8 software. For the analysis of travel pattern four trip purposes - Home
based Work, Education, Others, Non-home based, has been taken into account.

0.2.2.1 Modelling framework

A detailed four stage modelling has been carried out for the Public Transport
Operations Plan and Comprehensive Mobility Plan being prepared for Surat. The
study area defined has been taken as the modelling area and has been
subdivided into 515 internal TAZs and 6 external TAZs. A public transport model
consisting of major road network in the study area along with the existing public
transport network of City bus, BRTS was prepared and calibrated for the base
year 2016. The same model has been used for the metro demand modelling
exercise.

0.2.2.2 Model Period and Horizon Years

The base year has been taken as 2016. A 30 year forecast period has been
taken with 2021 being the start year of the project and 2046 being the horizon
year. Intermediate years for forecasts have been taken as 2026 and 2036.The
model period for assignment is one hour morning peak. Appropriate expansion
factors have been used for computing average daily ridership.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/81
 Executive Summary

0.2.2.3 Scenario Specification Framework

The following scenarios are developed for this study:

Table 0.2Scenario Development

Future scenarios Network Demand

Gradual Growth As per DP Population and

Development Existing network Employment distribution
+Proposed Metro &
Rapid Growth other PT improvement Intensification along proposed
Development metro alignments

0.2.2.4 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.

0.2.2.5 Data Collection

This study has based its information from several studies undertaken in the
recent past, in addition to some primary surveys and secondary surveys
undertaken.

0.2.3 TRAFFIC DATA

0.2.3.1 Full Day Metro Ridership

Full Day Ridership Summary for both the corridors is given in Table as
hereunder:-
Table 0.3: Full Day Ridership Summary
2021 - 2026 - 2036 - 2046 -
2026 - 2036 - 2046 -
Corridor Direction Witho Without Without Without
With TOD With TOD With TOD
ut TOD TOD TOD TOD
Corridor 1 Sarthana-Dream City 82360 166550 208080 261070 369240 324500 453670
Corridor 1R Sarthana-Dream City 83030 167960 205020 263410 355480 344110 464650
Corridor 2 Bheshan-Saroli 68610 102250 127150 221060 328380 272440 426310
Corridor 2R Bheshan-saroli 65650 97130 123420 228770 342060 282040 441800
Total Ridership 299650 533890 663670 974310 1395160 1223090 1786430

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/81
 Executive Summary

0.2.3.2 Maximum Passenger Peak Hour Per Direction (PHPDT)

0

Maximum PHPDT for both the corridors is given in Table as hereunder:-

Table:0.4 :Maximum PHPDT(2021, 2026, 2036, 2046)

2021_ 2046_Wi
2026_Wit 2036_Wit 2046_W
Witho 2026_With 2036_With thout
Sr. hout TOD h TOD ith TOD
Corridor ut TOD TOD out TOD TOD
No. (Peak (Peak (Peak
(Peak (Peak Hour) (Peak Hour) (Peak
Hour) Hour) Hour)
Hour) Hour)
Corridor 1b: Sarthana
1 6,549 13,340 16,099 20,856 28,144 24,247 32,065
-Dream City
Corridor 1bR:
2 6,992 13,536 16,424 20,677 25,872 26,587 33,543
Sarthana-Dream City
Corridor 2d:
3 3,918 5,698 7,466 12,573 19,944 15,448 25,849
Bheshan-Saroli
Corridor 2dR:
4 3,693 5,236 6,951 12,098 19,902 15,175 25,165
Bheshan-Saroli

0.3 SYSTEM SELECTION

Metro Rail Policy (2017) and the Appraisal Guidelines for Metro Rail Project
Proposals (September, 2017) issued by Government of India Ministry of Housing
and Urban Affairs (MOHUA) mandates compulsory incorporation of Alternatives
Analysis in the Detailed Project Report of Metro Rail for submitting the same to
the central government while seeking their approval.

More importantly, DPR for Surat Metro has been prepared to be in line with the
study “Comprehensive Transport Forecast Study” done by Centre of Excellence in
Urban Transport (CEPT), Ahmedabad, who were commissioned by Surat
Municipal Corporation (SMC) in the year 2016 vide their letter No.
CE.Spl.Cell/Out/339 dated 31-08-2016 for undertaking demand assessment for
alternative metro corridor proposals whose final report was submitted to State
Government in April, 2017, in terms of content was analogous to a
Comprehensive Mobility Plan for Surat City and the study had proposed corridors
for different modes of urban transport based on a comprehensive Alternative
Analysis In this connection it is worthwhile to upfront examine, as to how the
content of the study match up to the content requirement of Alternative Analysis
as mandated by the new Appraisal Framework

The following section provides a clear picture of whether CEPT University,

Ahmedabad analysis has done adequate Alternative Analysis or not before
factoring Surat Metro Rail Project in its report.

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/81
 Executive Summary

Further, the CEPT’s study report recommends the following corridors as potential
metro network:-

1) Dream City – Kamraj (28.90 kms)

2) Bhesan – Umbhel (26.30 kms)
3) Majura Gate – Karamala (15.80 kms)

Based on the demand analysis, it can be concluded that all of three corridors
may be considered for metro. However, in the 1st phase following two metro
corridors/corridor-sections are recommended:-

 Dream City – Sarthana

 Bhesan – Saroli

For Phase-II, Majura Gate - Ved can be considered. The extension to Karamala
based on road network developments and demand build can be considered after
demand assessment. Similarly, extensions from Sarthana – Kamrej/Vav and
Saroli-Umbhel can be taken up in subsequent phases.

0.3.1The following systems are mainly available for Urban Mass Transit:

i) Heavy Metro System with a capacity of 90,000 passengers per hour per direction
of traffic (PHPDT). The capital city Delhi has gone for a Heavy Metro System.

ii) Medium Capacity Metro with PHPDT of 30,000 to 45,000. Cities like Bangalore,
Chennai, Kolkata, etc. Have gone for Medium Capacity Metro.

iii) Light Metro with PHPDT of upto 30,000. Trivandrum and Kozhikode cities are
planned for Light Metro Systems.

iv) Light Rail Transit System: 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 signalling at road inter-section.

v) Monorail System

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/81
 Executive Summary

and permits light and air and is more environmental friendly. This is prevalent in
several countries for traffic densities of over 30,000 PHPDT.

vi) 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 System

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 this
technology, the attractive force is not transmitted through rail-wheel
interaction and therefore 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) Bus Rapid Transit System (BRT)

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.

(d) 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.

0.3.2 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/81
 Executive Summary

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 upon 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 upon the ROW. If ROW is 20 m or
more, elevated alignment is preferred over underground as the cost of
underground alignment is 2- 2½ times of elevated alignment.

In view of above, it is recommended to adopt a stable, tested and reliable Metro

technology i.e. Medium Capacity Metro System.

0.4 GEOMETRIC DESIGNING PARAMETERS AND ALIGNMENT DESCRIPTION

0.4.1 General

Geometrical standards are adopted for horizontal and vertical alignments, route
description, etc. The proposed corridors of Surat Metro Rail Project (Phase-I) will
consist of Standard Gauge (SG) lines, For underground corridors, track centers
are governed by the dimension of island platform and for elevated (side
platform), it is governed by sharpest curvature on the alignment.

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 1.00km and
trains will not be able to achieve higher speed.

The elevated tracks will be carried on box-shaped/U-shaped/Double U-shaped

elevated decking supported by single circular piers, generally spaced at 25-m
centres and located on the median of the road to extent possible. 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.

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
or NATM technique. Two stations are planned to be stacked stations.

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/81
 Executive Summary

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 cant deficiency of 85 mm on Metro tracks, the safe speed on curves
of radii of 300 m or more is 80 km/h. On elevated sections minimum radius of
120m has been used at one location having speed potential upto 40 km/h.
However in underground section desirable minimum radius of curve shall be 300
m for ease of working of Tunnel Boring Machine (TBM).

0.4.3.1 Horizontal Curves

Table 0.5 : Horizontal Curves
Underground Elevated
Description
Section Section
Desirable Minimum radius 300 m 200 m
Absolute minimum radius 200 m (only c/c) 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) 85 mm 85 mm

0.4.3.2Transition 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/81
 Executive Summary

 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

0.4.3.3Vertical 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 rail level will be about 9.8 m
above the road level with U-girder, rail level may come to about 9.5 m
above ground level. However, at stations which are located above central
median, the rail level will be 13.5 m above the road level with concourse at
mezzanine. These levels will, however, vary marginally depending upon
where the stations are located.

(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. However, this rail level may be further lowered if alignment
passing under built-up areas.

Track center in underground sections are follows:

Track center in underground sections are follows:
16.05 m (for lesser width
Sections where stations are to be constructed by
of platform, track center
cut & cover and running section by TBM to
to be reduced)
accommodate 13 m wide platform
Sections where stations are to be constructed by
NATM and running section by TBM to facilitate 22.00 m
Construction of stations

(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

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/81
 Executive Summary

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
ofgradient.

(e) Radius of vertical curves:

 On main line
(i) Desirable : 2500 m
(ii) Absolute minimum : 1500 m
 Other Locations : 1500 m
 Minimum length of vertical curve : 20 m

0.4.4ROUTE ALIGNMENT

02 (two) metro corridors identified for their inclusion in Surat Metro Rail Network
(Phase-I) are as follows:-
Table 0.7: Route Alignment
S.No. Corridors Length (Km)
01 Sarthana-Dream City 21.61 Kms
02 Bhesan-Saroli 18.74 Kms
Total 40.35 Kms

0.5 CIVIL ENGINEERING

0.5.1 Underground construction

For the underground section running under the road, cut and cover method of the
underground construction can be employed for the construction of the
underground sections. However keeping in view the inconvenience to the traffic
movement, it is proposed to tunnel through by using Tunnel Boring Machine
(TBM) or New Austrian Tunneling Method (NATM) in the overburden soil mass.
Tunnel excavation for a major length of underground section is expected to be
carried out by Tunnel Boring Machines. There are few stretches along the
underground alignment where Cut & Cover method has been considered for
construction after Switch Over Ramp (SOR). Tunnel boring machines (TBMs)

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/81
 Executive Summary

capable of drilling in soft soil with a minimum finished internal diameter of 5.6 m.
can be successfully employed for boring tunnels through this stratum. The
tunnels are proposed with a minimum overburden of 6.0m.

0.5.2 Underground Stations

All the 06 underground stations have been proposed to be constructed by cut

and cover with top-down or bottom up methods depending upon geological
conditions and land/space availabilities. The diaphragm walls for such station
constructions would be 80 to 120 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 other phases of Delhi Metro station construction. 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 surfaces

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/81
 Executive Summary

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 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.
(c) Double U-girder with internal pre-stressing
(d) I-girder with internal pre-stressing (in transition spans)
0.5.7 Construction Methodology

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/81
 Executive Summary

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.

0.5.8 Pre-cast Construction

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
3.0 ha to 3.5 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/81
 Executive Summary

0.5.8.1 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.

0.5.9 Construction of Stations

It is proposed to construct the elevated stations with elevated concourse over the
road at most of the locations to minimize land acquisition. Because of different
entity than viaduct, a separate structural configuration is required to be
proposed, although this may necessitate the break in the launching operations at
each station location

In the cross section of station structure, viaduct column will be located on the
median/footpath and other supporting columns/piers shall be provided on other
sides of the road within ROW.

In some the cases which suffer space constraint, the cross section is supported
by a single viaduct column and cantilever arms to eliminate the columns in the
right of way.

0.5.10Grade 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/81
 Executive Summary

0.5.10.1 TUNNELLING

0.5.10.1.1 TBM
A tunnel boring machine (TBM), also known as a "mole", is a machine used to
excavate tunnels with a circular cross section through a variety of soil and rock
strata.
Tunnel boring machines are used as an alternative to drilling and
blasting methods in rock and conventional "hand mining" in soil. TBMs have the
advantages of limiting the disturbance to the surrounding ground and producing a
smooth tunnel wall. This significantly reduces the cost of lining the tunnel, and
makes them suitable to use in heavily urbanized areas. This is because
tunnelling with TBMs is much more efficient and results in shortened completion
times.

0.5.10.1.2 NATM
The New Austrian tunnelling method (NATM), also known as sequential
excavation method (SEM), is a method of modern tunnel design and
construction. The name NATM was intended to distinguish it from the old
Austrian tunnelling approach. The fundamental difference between this new
method of tunnelling, as opposed to earlier methods, comes from the economic
advantages made available by taking advantage of the inherent geological
strength available in the surrounding rock mass to stabilize the tunnel.

0.5.10.1.3 Cross Passage

Cross-passages are reinforced concrete structures built in between either two

tunnels (as in case of twin tunnel systems) or a tunnel and the ground surface.
They are provided to serve two primary purposes namely, emergency escape
and maintenance work. As a standard practice, during construction of a tunnel
system, depending upon length of the tunnel and soil characteristics, a pre-
calculated number of cross-passages are planned.

0.5.10.1.4 Precast Tunnel Segments

Tunnels play a key role in assisting the movement of people, goods, and special
services. The functionality of tunnels depends on the structural and durability
performance of its lining system. Tunnel lining systems act as lines of defense
against large overburden loads and complex geotechnical surrounding
conditions. The use of precast concrete tunnel segments has been escalating
due to its efficient and economical installation process compared to that of
normal cast in-situ lining practice. Generally, precast concrete tunnel segments

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/81
 Executive Summary

are designed for 120 years of service life. Normally, each ring consists of 05
segments and 01 key stone. Each segment weighs about 3 tons.

0.5.11 Geo-technical Investigations

0.5.11.1 Methodology of Investigation

The investigation has been planned to obtain the subsurface stratification in the
proposed project area and collect soil samples for laboratory testing to determine
the engineering properties such as shear strength, along with basic engineering
classification of the subsurface stratum to arrive at the foundation design
parameters.

For Geotechnical investigation work, boring / drilling rig has been installed at the
specified borehole locations. Stability of rig was ensured by making the ground
level. Boring has been advanced by shell and auger method in soil and sampling
carried out at regular interval in the bore hole.

The rig deployed was suitable for and had arrangement for boring, conducting
Standard Penetration Test (SPT), collection of Undisturbed Soil Sample (UDS)
and Disturbed Soil Samples (DS).

0.5.11.2 Standard Penetration Tests (SPT)

Standard Penetration Tests (SPT) has been conducted at different depths in

these bore holes. SPT split spoon sampler of standard dimensions has been
driven into the soil from the borehole bottom using 63.5 kg hammer falling from
75 cm height. The SPT weight was mechanically lifted to the specified height and
allowed to fall freely on the anvil with the use of cathead winch with one to one
and half turn of the drum. The efficiency of the SPT blows is expected to be 65 to
75% in this system, and can be directly used in most of analyses involving “N”
values.

Blow counts for the penetration of every 15 cm were recorded and the N is
reported as the blow counts for 30 cm penetration of the sampler leaving the first
15 cm penetration as seating driver.

When the number of blows exceeded 50 to penetrate the first or second 15 cm

length of the sampler, the SPT N is regarded as more than 100 as described in
IS 2131 – 1981. The test is terminated in such case and a record of penetration
of the sampler under 50 blows is made. SPT refusal is recorded when there is no
penetration of the sampler at any stage and also when a rebound of the sounding

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/81
 Executive Summary

system is recorded. These tests were conducted at close intervals of 1.5m at

shallow depths so that a continuous SPT N profile is available.

0.5.11.3 Disturbed Sampling in Boreholes:

Disturbed soil samples collected in the SPT sampler have been preserved in
polythene covers and transported to the laboratory. One more polythene cover
was provided to prevent the loss of moisture during the transit period.

0.5.11.4 Undisturbed Sampling in Boreholes

Undisturbed samples were collected using 100mm dia and 600mm long MS
tubes as per IS 2132:1981 provided with sampler head with ball check
arrangement. These samples are expected to be “good” for conducing direct
shear tests and for determining filed density and void ratio.

The laboratory testing was done following the testing procedures given in the
relevant parts of IS-2720. No rock has been encountered near both the corridors
of Surat Metro under Phase I

0.5.11.5 Laboratory Investigation

The following laboratory tests were conducted on the selected samples

recovered from the test boreholes:

(A) Tests conducted on Soil Samples

(a) Particle size analysis:

(i) Sieve analysis
(ii) Hydrometer analysis

(b) Consistency tests

(i) Liquid limit
(ii) Plastic limit

(c) Bulk & Dry density

(d) Water content
(e) Specific gravity
(f) Direct shear test
(g) Tri-axial test

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/81
 Executive Summary

All the above laboratory tests were carried out as per relevant Indian Standards.
All the samples were identified and classified as per IS: 1498-1970.

0.5.11.6 General Geology & Related Characteristics

The sites investigated are located in Surat City for both the corridors proposed
under Surat Metro Rail network (Phase-I). The general features are described
below:

Introduction

Surat is a port city situated on the banks of the Tapi river. Damming of the Tapi
caused the original port facilities to close; the nearest port is now in the Magdalla
and Hazira area of Surat Metropolitan Region. The city is located
at 21°10′N 72°50′E& has a total geographical area of 4109.74 sq. km. The district
is situated in the southern part of the state. It is bounded by the Arabian Sea on
the west, Bharuch in the North, the Valsad district in the south, Dangs district in
the south-east, and the Tapi district of the in the east. The district has been
divided into nine talukas.

Geology

Major geological formations exposed in the district are Quaternary alluvium,

Tertiary limestone and sandstones and Deccan Trap basalt.

Geographically, the district belongs to the western coastlands of the Deccan

peninsula. The main Sahyadri scarp is a little outside the limits of the district
towards east, but it gives the district its orientation, landscape features and
drainage pattern. Distinct zones, viz., hilly areas, piedmont slopes, alluvial plains
and coastal plains.

Drainage

The Tapi is the major river which passes through the central parts of the district
and flows towards the west. The river is perennial in nature. It originates in
Madhya Pradesh near Betul and has about 62225 sq. Km. of catchment area.
The average width of the river upstream of Kathor bridge in about
500m.Downstream of the bridge the average being about 700m.

Soil Type

The basaltic lava flows are covered by black clayey to loamy soil. It is in general
ranges in thickness up to one meter. The colour of the soil turns brown due to
high iron content at places. In the piedmont slope area the soil is shallow to
moderately deep, moderate to severely eroded and non calcareous in nature.

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/81
 Executive Summary

The texture is silt clay loam to clay loams. The clay content varies from 30 to
60%. The water holding capacity of the soil is moderate. In the midland and flood
plain areas, the soil is deep to very deep, light greyish to yellowish brown in
colour. The texture is fine clay loam to sandy loam. The clay content varies from
25 to 60%. In coastal region the soil is deep to very deep dark grey to black
colour. The texture is clay loam to silty loam. The area is affected by tide as well
as leaching of salts from up land forming saline alkali soils. The content of clay in
this is high and permeability is low (mud flats).

Hydrometeorology

The district has the meteorological station in the district town Surat, therefore, the
climatologically data of Surat IMD station is discussed here. There are many rain
gauge stations being monitored by different state government agencies. The
Water Resources Investigation Circle (WRI) under the department of Narmada
Water Resources, Govt. of Gujarat, monitors most of the rain gauges stations
and also collects and compiles the rainfall data collected by different agencies.

0.5.12 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. Further, some land
is required for various purposes as detailed below:

0.5.12.1 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)

0.5.12.2 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/81
 Executive Summary

0.5.12.3 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. 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.
Traffic integration facilities are provided wherever the same are required and,
but no land is proposed for acquisition.

The normal viaduct structure of elevated Metro is about 10 m (edge to edge)

wide. Ideally the required right of way is 10m. However, for reasons of safety
a clean marginal distance / setback of about 5 m is necessary from either edge
of the viaduct (or 10 m on both sides of the centre line) wherein no structures
are to be located. Also, it ensures road access and working space all along
the viaduct for working of emergency equipments 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.

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.

0.5.12.4 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. On this corridor, three such ramps are provided
on the both the corridors.

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/81
 Executive Summary

0.5.12.5 Land for Traction and Receiving Substation and Radio Towers

Two RSS are proposed to be located for Sarthana-Dream City Corridor (i)
near Nature Park (4000 Sq.m) and (ii) Kapodra Station (3000 Sq.m)and one
RSS having area as (4000 Sq.m) near Magub Station for Bhesan to Saroli
Corridor. Hence, an area of 11000 Sq.m has been earmarked for RSS. No
additional land proposed for locating radio towers. These will be
accommodated in the land already acquired. Land required for RSS will be as
under:-

Table 0.7 : Details of Land for RSS

S. No. Name of Corridor Area (m2) Ownership

1. Sarthana-Dream City 7000 Government
2. Bhesan – Saroli 4000 Government
Total 11000

0.5.12.6 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned
is sufficiently 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 foot paths. But, for locating other station facilities
such as chiller plants, ventilation shafts, underground water tanks, generator set
room etc., land acquisition is proposed.

0.5.12.7 Summary of Land Requirement

Abstract of land requirements for different components of this corridor is given in

following Table .However, the land requirement is summarized below:

a) Govt. Land permanently required for stations, Depot,Ramp and running

section:52.65ha.

b) Private Residential and Commercial Required for stations, Ramp and

Running section:1.66 ha.

c) Total land required for the metro project: 54.31 ha.

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/81
 Executive Summary

d) Govt. Land for Property development(PD)

 Corridor-I (Sarthana to Dream City) : 2.98 ha
 Corridor-II( Bhesan to Saroli) :1.72 ha
 Development of Stations on PPP mode : 1.07 ha
Total : 5.77 ha

Table 0.8 - Summary of Permanent Land Requirement

(All figures in Sq.m)

S.No. Description Sarthana to Dream City Bhesan to Saroli

Govt. Pvt. Govt. Pvt.
1. Station 15,283.70 6215.10 8245 10351.90
2. Running Section 3492.82 1301.94
3. Ramp 11160.00
4. Depot 240900 169500
5. Staff Quarter 25000
Office Complex
and OCC
6. RSS 7000 4000
7. Mid Shaft 2500
8 Parking 19145.7 0 18948.70 0
Total 324482.22 6215.10 201995.64 10351.90Sq.m

0.6 STATION PLANNING

0.6.1 General

The proposed Metro Rail at Surat has two corridors covering an approximated
distance of about 40.35 Kilometer. The Corridor-I is partially Underground and
partially Elevated having 20 stations and Corridor-II is entirely Elevated having
18 stations thus a total of 38 stations are proposed in entire Phase-I. Almost all
the stations are on the road stations Kadarsha-Ni-Nal station is a part of
development plan and is designed on the model of TOD (Transit Oriented
Development) station having Property Development around the station.

Corridor-I run from Sarthana, Nature Park, Varchha Chopati Garden, Shri
Swaminarayan Mandir Kalakunj, Kapodara, Labheshwar Chowk, Central
Warehouse, Surat Railway Station, Maskati Hospital, Gandhi Baug, Kadarsha Ni
Nal, Majura Gate, Rupali Canal, Althan Tenament, Althan Gam, VIP Road,
Women ITI, Bhimrad Convention Centre and Dream City.

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/81
 Executive Summary

The corridor-I covers a total distance of 21.61 Km from dead end to dead end of
which about 6.47 km is underground excluding Ramps on either side and
balance corridor is elevated. It has 20 stations out of which 6 stations are
underground and 14 stations are elevated.

Corridor II runs from Bheshan, Botanical Garden, Ugat Vaarigruh, Palanpur

Road, L.P. Swani School, Performing Art Centre, Adajan Gam, Aquarium, Badri
Narayan Temple, Athwa Chopati, Majura Gate, Udhana Darwaja, Kamela
Darwaja, Anjana Farm, Model Town, Magob, Bharat Cancer hospital and Saroli.

It covers a total distance of about 18.74 Kilometer from Dead End to End of
Track and the entire corridor is elevated stations having 18 stations.

The Stations have been located so as to serve passenger requirements and to

enable convenient integration with other modes of transport. Efforts have been
made to propose station locations at a uniform inter-station distance as feasible.
Average inter-station distance is ~1 Kilometer, though it varies from 0.5867 Km to
1.8028 km due to land-use and topographic reasons.

The Minimum Inter-station distance in corridor-I between Central Warehouse

Station and Surat Railway Stationis 586.70 meters and in corridor-II 590.2 meters
is between L.P. Swani School and Performing Art Centre. The Maximum
distance between stations on corridor-I is between Maskati Hospital and Gandhi
Baug and 1802.80 meters and in corridor-II between Bharat Cancer Hospital and
Saroli 1442.40 meters.

0.6.2 Rail Levels and Alignment

The rail levels in the stations are decided to provide sufficient clearance (Head
room) for the traffic on the road. In the Elevated section, Rail Level is generally
about 13 meter above Ground in order to maintain a clearance of 5.50 meter
between the Road and the Station Structure. The alignment is planned generally
in middle of the road in order to keep the land acquisition to minimum, and a two-
level station design has been proposed. Entry/exit structures to the proposed
stations and traffic integration areas have been planned in the open spaces
available on the road sides.

0.6.3 Platforms

The stations have been planned with side platforms to avoid the viaduct structure
from flaring in and out at stations, which obstructs the road traffic below. Care

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/81
 Executive Summary

has been taken to locate stations on straight alignment. However, in some

stations, site constraints have become the deciding criteria and a curve of 1000m
radius has been introduced in platform.

0.6.4 Planning and Design Criteria for Stations

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 5.5m under the concourse above the road intersection, allowing 3.3m for
the concourse height, about 0.8m for concourse floor and 1.8 m for
structure of tracks above the concourse. Further, the platforms are 1.09-m
above the tracks. This would make the rail level in an elevated situation at
least 13 meters above ground.

4. In the underground stations, platform level is determined by a critical

clearance of 2.0m - 2.50-m above the station box, which would be 13.7
high. Allowing about 80 cm for the box structure, ~70 cm for rails
/supporting structure and 1.09 m for rail to platform ht, would make the
platforms in an underground situation at least 13.5-m below ground.

5. In the case of Up and Down Line Platforms Decked above each other the
Rail level of First Platform is about -11.5 m and that of the Second Platform
is about -20.5m below the ground.

6. The concourse contains automatic fare collection system in a manner that

divides the concourse in two 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.

7. 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/81
 Executive Summary

8. Sufficient space for queuing and passenger flow has been allowed at the
ticketing gates.

9. Station entrances are located with particular reference to passenger

catchment points and physical site constraints allowing for 30 meter right-of-
way in order to provide a minimum of 3 lane road under the station builidng
on either side of the median.

10. Office accommodation, operational areas and plant room space is required
in the non-public areas at each station. The functions of such areas are
given below in Table 5.5.1
11. The DG set, Bore Well, Pump House and Underground Water Tanks would
be located generally in one area on ground within the Entry / Exit structures.

12. The system is being designed to maximize its attraction to potential

passengers and the following criteria have been observed:
 Minimum distance of travel to and from the platform and between
platforms for transfer between lines.
 Adequate capacity for passenger movements.
 Convenience, including good signage relating to circulation and
orientation.
 Safety and security, including a high level of protection against
accidents.

13. Following requirements have been taken into account:

 Minimum capital cost is incurred consistent with maximizing passenger

attraction.

 Minimum operating costs are incurred consistent with maintaining

efficiency and the safety of passengers.
 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, repair period,
etc.
 Provision of good visibility of platforms, fare collection zones and other
areas, thus aiding the supervision of operations and monitoring of
efficiency and safety.
 Provision of display of passenger information and advertising.

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/81
 Executive Summary

14.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 such as delayed train service, fire etc.

15.I n 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.

16. 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

0.7.1 Operation Philosophy

The under lying 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 rain 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.

0.7.2Train 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 Surat
Metro Corridor-I: Dream City-Sarthana’ &‘Corridor-II: Bhesan-Sroli’ for the year
2021,2026,2036and 2046 are given below:

1. Corridor-I:DreamCity–Sarthana

Train Operation Plan for Corridor-I: Dream City-Sarthana has been

planned in such a way that there is Single loop of train operation end to
end.

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/81
 Executive Summary

i) Year 2021:

Train operation in ‘Dream City to Sarthana’ Loop is at 6.5min headway

with3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/A1)

• 6.5 min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 7052 @ 6 persons per

square meter of standee area.

• Available Peak Hour Peak Direction Capacity of 8972 @ 8 persons per

square meter of standee are a under dense loading conditions.

•The maximum PHPDT demand of 6992 is in the Section between Maskati

Hospital to Surat Railway Station and demand in the remaining sections is
in the range of 6609 to 119 only. The planned capacity of 7052 (8972
under dense loading) is more than the PHPDT demand.

Traffic demand and train capacity for this corridor is the year 2021 is
tabulated and represented on a chart enclosed as Attachment I/A1.

ii) Year2026:

Train operation in ‘Dream City to Sarthana’ Loop is at 3.5 min head way
with3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/B1)

 3.5min Effective Headway with 3-car train.

 Available Peak Hour Peak Direction Capacity of 13097 @ 6 persons per
square meter of standee area
 Available Peak Hour Peak Direction Capacity of 16663 @ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 13536 is in the Section between Surat
Railway Station to Central Ware House and demand in the remaining
sections is in the range of 13495 to 615 only. The planned capacity of
13097 (16663 under dense loading) is slightly less than the PHPDT
demand in only two (zero, with dense loading capacity) sections out of
nineteen sections.

Traffic demand and train capacity for this corridor is the year 2026 is
tabulated and represented on a chart enclosed as Attachment I/B1.

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/81
 Executive Summary

iii) Year2036:

Train operation in ‘Dream City to Sarthana’ Loop is at 2.25 min headway

with3-Car train. This results in following train operation:

‘Dream City to Sarthana’Section(Refer Attachment I/C1)

• 2.25min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 20373 @ 6 persons

per square meter of standee area.
• Available Peak Hour Peak Direction Capacity of 25920 @ 8 persons
per square meter of Standee area under dense loading conditions.
• The maximum PHPDT demand of 20856 is in the Section between
Chowk Bazar to Maskati Hospital and demand in the remaining
sections is in the range of 20677 to 2150 only. The planned capacity
of 20373 (25920 under dense loading) is slightly less than the PHPDT
demand in only two (zero, with dense loading capacity) sections out of
nineteen sections.

Traffic demand and train capacity for this corridor is the year 2036 is
tabulated and represented on a chart enclosed as Attachment I/C1.

iv) Year2046:

Train operation in ‘Dream City to Sarthana’ Loop is at 1.75 min headway

with3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/D1)

• 1.75 min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 26194 @ 6 persons per

square meter of standee area.

• Available Peak Hour Peak Direction Capacity of 33326 @ 8 persons per

square meter of standee area under dense loading conditions.

• The maximum PHPDT demand of 26587 is in the Section between Surat

Railway Station to Central Ware House and demand in the remaining
sections is in the range of 25236 to 3095 only. The planned capacity
of26194 (33326 under dense loading) is slightly less than the PHPDT

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/81
 Executive Summary

demand in only one (zero, with dense loading capacity) section out of
nineteen sections.

• Traffic demand and train capacity for this corridor is the year 2046 is
tabulated and represented on a chart enclosed as Attachment I/D1.

2. Corridor-II: Bhesan– Saroli

Train Operation Plan for Corridor-II: Bhesan- Saroli has been planned in
such a way that there is Single loop of train operation end to end.

i) Year2021:

Train operation in ‘Bhesan to Saroli’ Loop is at10min headway with 3-Car

train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/A2)

• 10 min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 4584 @ 6 persons
per square meter of standee area.
• Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons
per square meter of standee area under dense loading conditions.
• The maximum PHPDT demand of 3918 is in the Section between
Udhana Darwaja to Kamela Darwaja and demand in the remaining
sections is in the range of 3848 to 245 only. The planned capacity
of 4584 (5832 under dense loading) is more than the PHPDT
demand.

Traffic demand and train capacity for this corridor is the year 2021 is
tabulated and represented on a chart enclosed as Attachment I/A2.

ii) Year2026:

Train operation in ‘Bhesan to Saroli’ Loop is at 8 min headway with 3-Car

train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/B2)

• 8 min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 5730 @ 6 persons
per square meter of standee area.
• Available Peak Hour Peak Direction Capacity of 7290 @ 8 persons
per square meter of standee area under dense loading conditions.

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/81
 Executive Summary

• The maximum PHPDT demand of 5698 is in the Section between

Udhana Darwaja to Kamela Darwaja and demand in the remaining
sections is in the range of 5666 to 629 only. The planned capacity
of 5730 (7290 under dense loading)is more than the PHPDT
demand.

• Traffic demand and train capacity for this corridor is the year 2026
is tabulated and represented on a chart enclosed as Attachment
I/B2.

iii) Year2036:

Train operation in ‘Bhesan to Saroli’ Loop is at 3.75 min headway with 3-Car
train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/C2)

• 3.75min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 12224 @ 6 persons per
square meter of standee area.
• Available Peak Hour Peak Direction Capacity of 15552 @ 8 persons per
square meter of standee area under dense loading conditions.
• The maximum PHPDT demand of 12573 is in the Section between Badri
Narayan Temple to Athwa Chaupati and demand in the remaining sections
is in the range of 12098 to 2649 only. The planned capacity of 12224
(15552 under dense loading) is slightly less than the PHPDT demand in
only one (zero, with dense loading capacity) section out of seventeen
sections.

Traffic demand and train capacity for this corridor is the year 2036 is tabulated
and represented on a chart enclosed as Attachment I/C2.

v) Year 2046

Train operation in ‘Bhesan to Saroli’ Loop is at 3 min headway with3-Car

train. This results in following train operation:

‘Bhesan to Saroli’ Section(Refer Attachment I/D2)

• 3 min Effective Headway with 3-car train.

• Available Peak Hour Peak Direction Capacity of 15280 @ 6 persons per
square meter of standee area.
• Available Peak Hour Peak Direction Capacity of 19440 @ 8 persons per
square meter of standee area under dense loading conditions.

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/81
 Executive Summary

• The maximum PHPDT demand of 15448 is in the Section between Badri

Narayan Temple to Athwa Chaupati and demand in the remaining
sections is in the range of 15175 to 3487only.The planned capacity of
15280 (19440 under dense loading) is slightly less than the PHPDT
demand in only one (zero, with dense loading capacity) section out of
seventeen sections.

Traffic demand and train capacity for this corridor is the year 2046 is
tabulated and 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

operations tabulated below:

Table: 0.9 :Capacity Provided for Corridor-I: DreamCity– Sarthana

Headway No.of Max. PHPDT

Rake No. of
Sections Year (min) Rakes PHPDT Capacity
Consist Coaches
Demand Available

Dream City 7052

2021 6.5 15 3-car 45 6992
to Sarthana (8972*)

Dream City 13097

2026 3.5 26 3-car 78 13536
to Sarthana (16663*)

Dream City 20373

2036 2.25 41 3-car 123 20856
to Sarthana (25920*)
Dream City 2046 1.75 5 3-car 156 26587 26194
to Sarthana 2 (33326*)

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/81
 Executive Summary

Table: 0.10:Capacity Provided for Corridor-II: Bhesan-Saroli

Headway No. of Rake No. of Max. PHPDT

Sections Year PHPDT Capacity
(min) Rakes Consist Coaches
Demand Available
Bhesan to Saroli 2021 10 9 3-car 27 3918 4584
(5832*)

Bhesan to Saroli 2026 8 11 3-car 33 5698 5730

(7290*)

Bhesan to Saroli 2036 3.75 21 3-car 63 12573 12224

(15552*)
Bhesan to Saroli 2046 3 26 3-car 78 15448 15280
(19440*)
* @ 8persons per square meter of standee area.

0.8TRAIN MAINTENANCE DEPOTS

0.8.1 Functions of Depot-cum-Workshop

It is proposed to establish one depot- cum- workshop for each Corridor with
following functions:

(i) Major overhaul so fall the trains.

(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv)Repair of heavy equipment’s.

0.8.2 Depot Planning

The Depot planning is based on following assumptions:

a. Enough space should be available for establishment of a Depot- Cum- workshop.

b. All inspection lines, workshop lines, stab lingines are designed to accommodate
two train sets of 3- Car each and space earmarked for future provision.
c. All Stabling lines are designed o accommodate two trains of3- Car each.
d. Allstablinglinesareplannedintheproposeddepot-cum-workshopassuming adequate
space availability. In case of space constraints, if any, stabling Facilities may need
to be created atterminalstationsorelsewheretocatertotherequiredstabilityfacilities.
e. Incase of space constraint for depot storeyed Stabling lines canal so be planned.

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/81
 Executive Summary

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:

• Lay out 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.

0.8.3 Maintenance Philosophy

Monitoring of the performance of all key Rolling Stock equipment by suitable

advanced condition monitoring techniques available. The concepts 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.

➢Increase in the periodic maintenance intervals with predictive maintenance

based on condition monitoring.

➢Multi skilling of the Maintenance staff to ensure quality and productivity in

their performance.

➢Periodic review of maintenance practices to update replacement cycle of

critical components based on experience.

➢Energy conservation is given due attention

0.8.4MaintenanceSchedule

The following maintenance schedule has been envisaged for conceptual design
of depot assuming approx 264 kms. Running per train per day, taking in
consideration the passenger load of 2021, 2026, 2036 & 2046 respectively.

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/81
 Executive Summary

Table 0.11 Maintenance Schedule

Type of Interval Work Content Locations

Schedule
Check on the train condition and function at every daily
Schedule
Daily Daily service completion. Interval cleaning/mopping off loran dwalls Stabling Lines
with Vacuum cleaner.

“A” Service 5,000 Km Detailed in section and testing of sub- systems, under Inspection
Check (approx.15 days) frame, replacement/Topping up of oils &lubricants. Bays

“B” Service 15,000Km Detailed Inspection of ‘A’ type tasks plus Inspection
Check (approx.45 days) Itemsatmultiplesof15,000Km (‘B’ type tasks) Bays

420,000Km, Check and testing of all sub-assemblies (Electrical

(3and half Years +Mechanical).Overhaul of pneumatic valves, Compressor.
Intermediate
approx.) Condition based maintenance of sub- systems to bring Workshop
Overhaul (IOH)
whichever is them to original condition. Replacement of parts and
earlier rectification, trial run.

840,000Km, Dismantling of all sub-assemblies, bogies suspension system,

Periodical
(7Years approx.) traction motor, gear, control equipment, air-conditioning unit’s
Overhaul Workshop
whichever Etc .Overhauling to bring the mto original condition. Checking
(POH)
is earlier repair and replacement as necessary. Inspection and trial.
Heavy Changing of heavy item such as bogies, traction motor, wheel
- Workshop
Repairs sets/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.

0.9 POWER REQUIREMENT

Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, fire fighting etc) and
workshops, depots & other maintenance infrastructure within premises of metro
system. The power requirements of a metro system are determined by peak-hour
demands of power for traction and auxiliary applications. Broad estimation of
auxiliary and traction power demand is made based on the following
requirements:-

(i) Specific energy consumption of rolling stock 60 kWh/1000 GTKM in case

of 750V dc Traction at Pantograph level is considered as per MOUD
guideline vide letter No. 14011/9/2014-UT.II-Part I, dated 21.04.2017.
(ii) Elevated/at –grade station load – initially 250 kW, which will increase to
300 kW in the year 2046.
(iii) Underground station load – initially 2000 kW, which will increase to 2200
kW in the year 2046.

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/81
 Executive Summary

(iv) Depot & Metro Bhawan auxiliary load - initially 2000 kW (each), which will
increase to 2200 KW in the year 2046.

Keeping in view of the train operation plan and demand of auxiliary and traction
power, power requirements projected for the year 2021, 2026, 2036 and 2046
are summarized in table below:-
Table 0.12 Power Demand Estimation (MVA)

Year
Corridor Load
2021 2026 2036 2046
Sarthana to Dream City Traction 6.16 10.83 16.16 20.44
Auxiliary 24.09 24.76 25.51 26.93
Corridor-1 20 Stations Sub-total
30.25 35.59 41.67 47.37
(21.61 km)
Bhesan to Saroli Traction 3.96 5.00 9.15 11.16
Auxiliary 8.03 8.31 8.71 9.39
Corridor-2 18 Stations Sub-total
11.99 13.31 17.86 20.55
(18.74 km)

0.9.1 Need for High Reliability of Power Supply

The proposed Surat metro system is being designed to handle about 26,587
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 220 kV, 132 kV or 66 kV from stable grid sub-stations and
further transmission & distribution is done by the Metro Authority itself.

0.9.2 Sources of Power Supply

The high voltage power supply network of Surat city was studied in brief. The city
has 220 kV and 66 kV network to cater to various types of demand in vicinity of
the proposed corridors. A meeting was held on dated 05.04.2017 & 06.04.2017

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/81
 Executive Summary

with M/s Torrent Power, GETCO & Surat Municipal Corporation official, and
various sub-stations sites had been inspected to finalize the Input Power Supply
sources & Supply Voltage.

Keeping in view the reliability requirements, Four Receiving Sub-stations (RSS)

are proposed to be set up for corridor – 1 (2 RSS) and corridor – 2 (2 RSS). This
is an economical solution without compromising reliability. Based on the
discussions in meeting with M/s Torrent Power, M/s GETCO & Surat Municipal
Corporation, it is proposed to avail power supply for traction as well as auxiliary
services from the following grid sub-stations at 66 kV voltage through cable
feeders

0.9.3 750VDCThird 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. Low carbon steel third rail available
indigenously is proposed for the depot because of reduced current requirements.

0.10 VENTILATION AND AIR-CONDITIONING SYSTEM

0.10.1 INTRODUCTION:
This chapter covers the Ventilation and Air-conditioning (VAC) system
requirements for the underground sections of the proposed Surat Metro. It
includes the following:
- Station Air-conditioning System
- Ventilation System for station plant rooms
- Station Smoke Management System
- Tunnel Ventilation System

0.10.2 Need for Ventilation and Air Conditioning

The underground stations of the Metro Corridor are built in a confined space. A
large number of passengers occupy concourse 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 and air-conditioning in the stations and inside the tunnel for the
purpose of:
- Supplying fresh air for the physiological needs of passengers and the
authority’s staff;

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/81
 Executive Summary

- 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 adequate.

0.10.3 Design parameters for VAC system

Based on the above, the following VAC system design parameters are assumed
in the present report.

(1) Outside ambient conditions:

This is based upon Indian Weather Data 2017 issued by ISHRAE
recommended design conditions of Surat for 1% criteria, as under
1% Criteria
Summer : 36.4 DB, 22.9 WB
Monsoon: 31.4 DB, 27.7 WB
For Surat Metro Underground 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/Concourse areas - 27 deg. C at 55 % RH

(3) Tunnel design conditions

Normal conditions – Max. DB 40 deg. C
Congested conditions -- Max. DB 45 deg. C

(4) Minimum fresh air - 10 % or 18 cmh / person

(In station public areas).

DPR for Metro Rail Project in Surat, Gujarat December 2018 41/81
 Executive Summary

0.10.4 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 400m2 to 500m2 at each end of the station.
There shall be supply shafts and exhaust shafts of about 8 m 2 to 10m2 each at
each end of the stations. The space requirements for Labheshwar Chowk and
Maskati Hospital U/G stations will require special considerations as the platform
for UP and DN Line are at different level i.e. One-Over other.

0.11 SIGNALLING AND TRAIN CONTROL SYSTEM

0.11.1 Signalling

The Signalling shall provide the highest security level to ensure that the
operational activities are developed following strict safety requirements. At the
same time, it shall meet the requirements for efficient train operations and high
quality of service.

The proposed signalling system design for metro line corridor is as under:
 Continuous Automatic Train Control System (CATC)
 Unattended Train Operation (UTO) System
 Automatic Train Operation (ATO)System
 Radio based Automatic Train Control (ATC) System
 Automatic Train Protection (ATP) System
 On board Equipment
 Cab Signalling
 Fall-Back Block System
 Interlocking device
 Track side Radio equipment
 Track Vacancy Detection System
 Electric Point Machine
 Track side Signals
 Centralized Traffic Control System
 Power Supply of Signalling
 Cable for Signalling
 Half Height Integrated Platform Gate (PG)
 Display of CCTV images from Train to OCC
 Onboard Radio Antennas, Large Video Screen, MMIs, etc

DPR for Metro Rail Project in Surat, Gujarat December 2018 42/81
 Executive Summary

0.11.2 Overview of Signalling System

It is expected to carry large number of passengers by maintaining shorter
spacing between trains 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 people.
The requirements of the Surat Metro Corridor planned to be achieved by
adopting following basic principles of signaling System: -
 The Train Control and Monitoring shall be ensured from Centralized Traffic
control System located at Operation Control Centre (OCC). OCC
equipment shall be connected to station equipment room through optical
fiber network.
 The CBTC (Communication based Train Control) based system shall be
provided in main line & depot (except workshop area) for train operation &
primary mode of detection. Secondary detection shall be through Axle
Counter.
 Computer Based Interlocking System shall be designed on failsafe
philosophy. In case of failure of any equipment, the equipment shall fail on
safe side or more restrictive state. In such case the signalling System shall
authorized movement of train in normal and degraded operations.
 Track side equipment shall be connected through Electronic Interlocking
(to Station Equipment Room) by secure links to ensure safe movement of
train.
 Provide high level of safety with trains running at shorter headways
ensuring continuous safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous
speed monitoring and automatic application of brake in case of disregard
of signal / warning by the driver.
 Provide safety and enforce speed limit on the sections having permanent
and temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 43/81
 Executive Summary

 Increased productivity of rolling stock by increasing line capacity and train

speeds, and enabling train to arrive at its destination sooner. Hence more
trips will be possible with the same number of rolling stock.
 Improve maintenance of Signaling and Telecommunication equipment by
monitoring System status of trackside and train borne equipment and
enabling preventive maintenance.
 Signaling& Train Control System on the line shall be designed to meetthe
required headway during peak hours.
 For monitoring inside train saloon, signaling system shall provide radio
transmission media to transfer live streams to OCC controller on large
video screen & MMI.
 To avoid any accident at platform, Integrated Passenger Gate shall be
provided, which will be a barrier between the track and platform accessible
to passengers. Signaling and Rolling Stock interfaces shall be provided for
Passenger Gate System.
0.12 TELECOMMUNICATION AND AUTOMATIC FARE COLLECTION SYSTEMS

0.12.1Introduction

The Telecommunication system acts as the communication backbone for

Signaling systems and other systems such as SCADA, AFC etc and provides
Telecommunication services to meet operational and administrative requirements
of the metro network.

0.12.2 Overview
The Telecommunication facilities proposed are helpful in meeting the
requirements for operation of trains:
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:
 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 Ethernet & WAN Network.

DPR for Metro Rail Project in Surat, Gujarat December 2018 44/81
 Executive Summary

 Station to Station dedicated communication

 Telephone System with Telephone Exchanges, Telephones and their
Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station &trains and
from Central Control to each station, Integrated Passenger
Announcement System
 Train Traffic Control, Maintenance Control, Emergency Control,
Assistance to Train Traffic Control.
 Data Channels for Signalling, SCADA, Automatic Fare Collection
 Power Supply of Telecommunications, and
 Cables for Telecommunications etc.
0.12.3 Automatic Fare Collection System

Metro System handles 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, amendable for quick fare changes and require overall less manpower. In
view of the above computer based automatic fare collection system is proposed.
Seamless ticketing is now being thought of for Surat Metro Rail.
Automatic Fare Collection system is recommended to be adopted as this will
enable the commuters to travel hassle free by different modes of transport viz.
Metro, suburban trains, buses, water transport (whenever introduced) and even
taxies without purchasing multiple tickets for each mode separately.
Automatic fare collection systems have the following advantages:
1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by
control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.

DPR for Metro Rail Project in Surat, Gujarat December 2018 45/81
 Executive Summary

7. System has multi operator capabilities. Same Smart Card can be used
for other applications also.
8. AFC systems are the world wide accepted systems for Metro
environment.
The proposed AFC system shall be of Contactless Smart Token / Card type.
For multiple journeys, the stored value smart card shall be utilized and for the
single journey, the smart media shall be as utilized as contactless smart token.
The equipments for the same shall be provided at each station counter /
booking offices and at convenient locations and will be connected to a local
area network with a computer in the Station Master’s room. Equipment and
installation cost of Contactless Smart Card / Token based AFC system is
similar to magnetic ticket based AFC system, but Contactless system proves
cheaper due to reduced maintenance, less wear and tear and less prone to
dusty environment.
It is proposed, the smart NCMC (National Common Mobility card) standard
model for implementation of AFC system in Surat Metro. The AFC system as
per the guidelines issued by Govt of India shall enable seamless travel by
different metros and other transport systems across the city besides retail
shopping and purchases.
The AFC system shall support the EMV (Europay, MasterCard, and Visa) and
RuPay based open loop ticketing following the NCMC standard model for
interoperability with other operators by use of non-proprietary standard so that
the interface is scalable to other networks (transit operator/ retail
outlets/parking/Toll etc) in Surat. The AFC equipments shall support EMV,
RuPay, QR, NFC (Near field communication) based ticketing, integration of
clearing house, smart card host system of Financial Institutions and integration
of mobile application with AFC system.

0.12.4 Gate
Retractable Flap Type/Paddle Type Control Gates are proposed which offer high
throughput, require less maintenance and are latest in modern systems
internationally. All these gates will have a functionality of Auto Top on smart cards
in case balance goes below the threshold value (as per choice / business rule).
The gate should also capable to NFC enabled Mobile Tickets or any latest type of
Ticket media at the time of procurement/installation. The AFC system shall
provide access control solutions, offering both access control devised and
hardware which can be tailored to accept any ticket media readily available in
market (Barcode, QR code, NFC etc).

DPR for Metro Rail Project in Surat, Gujarat December 2018 46/81
 Executive Summary

0.12.4.1 Gate Function

a) Gate arrays shall be the normal-means of controlling entry to and exit

from the paid areas. Control shall be by means of actuating a physical
barrier on recognition of a valid ticket or card by the gate. The barrier
may be a bi-parting leaves, centre flaps, end flaps or other
configuration however the use of tripod or turnstile type gates is not
acceptable. The gate shall be capable of operating either in normally
open or normally closed mode.
b) Where required, barriers shall be provided to separate paid and
unpaid areas of the concourse. The barriers shall meet local public
safety requirements and be aesthetically merged with station
engineering.
0.12.4.2 Features
Power Failure - In the event of a total power failure to the gates, the gates
shall open to allow unrestricted user access. All latch gates shall automatically
unlatch where electric locks are installed.
Concourse Emergency Mode - All AFC gates shall open whenever the
Concourse Operating Mode is in emergency. An Emergency Push Button
independent of the SC shall be provided in each Excess Fare Office.
Ergonomics- The engineering of the gate arrays should be such that the
passenger uses reader placed on the right hand side while passing through
the gate. The display and Contact less Smart Card (CSC) reader associated
with each gate shall be grouped such that they bias the passenger towards the
aisle through which the passenger should pass.

0.12.3Types of Gates
(a) Passenger Entry Gate:- The Passenger Entry Gate shall control the
entry of passengers into the paid area by validating the fare media.

(b) Passenger Exit Gate: - The Passenger Exit Gate shall control the exit
from the paid area by validating the fare media.

(c) Passenger Reversible Gate:- The Passenger Reversible Gate shall

combine the features of the Entry and Exit gates. It shall be capable of
being switched by the Station Computer from entry mode to exit mode
and vice-versa depending on the operational requirements of
passenger flow. Reversible Gates shall also function automatically,

DPR for Metro Rail Project in Surat, Gujarat December 2018 47/81
 Executive Summary

based on the side from where the Passenger approaches first.

(d) Staff / Emergency Gate: - Normally situated adjacent to the Excess fare
Office and kept open during emergency situations.

0.12.4 Spacing

Spacing for passenger gates shall be based generally on the following

dimensional criteria:

a) Gate Centre spacing: - Standard gates 880mm

b) Aisle width: - Standard gates 465 - 580mm

0.12.5 Ticket Vending Machine (TVM) & Self-Service Ticketing Kiosks

The TVM should provide the convenience for the passengers to procure ticket on
their own, without the need to queue at the ticket sale counter.
At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket
Vending Machines) are proposed. The TVM’s 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).

0.12.5.1 Functions

a) Enable passengers to purchase tickets for journey.

b) The touch-point including the screen interface should be customizable

in terms of the text, graphics and video. It should be able to support the
promotion of any preferred products.
c) The machines shall accept payment in the form of bank notes, coins
and credit / debit cards and shall interact with the passengers via a
touch screen display and receipt printer.
d) A reject button shall be provided to enable a passenger to abort a
transaction before a token issue cycle has commenced.
e) The bank note reader shall accept notes inserted in any orientation

DPR for Metro Rail Project in Surat, Gujarat December 2018 48/81
 Executive Summary

(any way up or round) and change shall be provided via a combination

of note and coin re-circulating mechanism, which minimises the number
of times the station staffs need to replenish the machines with change.

0.12.6 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.

0.12.7 Recharge Card Terminal Machine (RCTM)

RCTM will be used to recharge the Card using Credit Card /Debit card /Pre Paid
card as well as bank Note

0.13 DISABLED FRIENDLY FEATURES

0.13.1 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
Department’s (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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 49/81
 Executive Summary

0.13.2 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

 Alighting and Boarding Area Approach

 Car Park
 Drop-off and Pick-up Areas
 Taxi/Auto Rickshaw Stand
 Bus Stand/Stop

DPR for Metro Rail Project in Surat, Gujarat December 2018 50/81
 Executive Summary

0.13.3 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);

DPR for Metro Rail Project in Surat, Gujarat December 2018 51/81
 Executive Summary

 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 52/81
 Executive Summary

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.0.1 Way finding signage & International Symbol of Accessibility

0.14 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENTS

0.14.1 Objective and Scope of the Study

The objective of the Environment and Social Impact Assessment study is to

facilitate the Surat Municipal Corporation(SMC) evaluate the environmental
impacts of its proposed activity. SMC proposes to apply for loan to seek financial
support from multilateral funding agencies. Thus, the objective of the study is to
conduct Environmental Impact Assessment as per requirement of multilateral

DPR for Metro Rail Project in Surat, Gujarat December 2018 53/81
 Executive Summary

funding agencies. The scope of EIA includes the impacts resulting from pre-
construction, during construction and operation phases of the proposed metro
alignment in Surat. In addition, it is proposed to establish environmental baseline
and safeguard measures for protection of environment for sustainable
development during project cycles.

0.14.2 Approach and Methodology

The SMC has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimal disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The
final alternative was fixed based on Technical Feasibility, Socio-economic
acceptability, and Environmental sustainability for Metro Corridors. The
environmental study is carried out for the alignment proposed by SMC. The
approach is to follow the sequence of steps adopted in an EIA study. The basic
concept is to ascertain the existing baseline conditions and assess the impacts
as a result of construction and operation of the project. The changes likely to
occur in different components of the environment viz. physical, biological /
ecological, environmental and socio-economic etc. have been studied, analyzed
and quantified, wherever possible. The identification of parameters for data
generation and impact assessment are important. The analysis of assessment
depends upon the reliable data generated/ available on environmental attributed.
This study has documented the baseline data for various parameters of physical,
ecological and environmental pollution (air, water and noise). The impacts are
assessed for various phases of project cycle namely:

 Impacts due to project location,

 Impacts due to project design,
 Impacts due to project construction, and
 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of management
and monitoring programs were estimated and budgeted for.

0.14.3 Environmental Scoping

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for
various/environmental attributes so as to compute the impacts that are likely to
arise due to proposed project.

DPR for Metro Rail Project in Surat, Gujarat December 2018 54/81
 Executive Summary

The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the
proposed project:

 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.

The information presented in this chapter has been acquired from various
sources. Data on land environment has been collected and compiled from
various reports and field surveys. The data on water, air, noise quality, and
biodiversity were collected through field studies, sampling in January and March
2017. Climatological data was collected from India meteorological Department.
Efforts have been made to compile the available data from literature, books,
maps and reports. The methodology adopted for data collection is highlighted
wherever necessary. Environmental Attributes and Frequency of Baseline Survey
is presented in Table given below:-
Table 0.13: Environmental Attributes and Frequency of Monitoring

S. No Attribute Parameter No. of Source

Samples
LAND ENVIRONMENT

1 Geology Geological Status --- Literature review

2 Seismology Seismic Hazard --- Literature review

WATER ENVIRONMENT
Physical, Chemical and
3 Ground Water 7 Sampling locations
Biological parameters
Physical, Chemical and
4. Surface Water 3 Sampling locations
Biological parameters
AIR, NOISE AND METEOROLOGY
Sampling/Monitoring
4 Ambient Air Quality PM10, SO2, NOx 36
locations
Noise levels in dB (A) 36 Sampling/Monitoring
5 Noise
Leq, Lmax, Lmin, L10, L50, L90 locations
6. Soil Physico-chemical parameters 7 Sampling Locations
PPV mm/s, Vrms mm/s, Sampling/ Monitoring
7 Vibration 18
VdBrms(wrt 2.54x10-5 mm/s) Locations
SOCIO-ECONOMIC

DPR for Metro Rail Project in Surat, Gujarat December 2018 55/81
 Executive Summary

S. No Attribute Parameter No. of Source

Samples
Socio-economic Field Studies, Literature
8 Socio-economic profile Once
aspects review.
ECOLOGY
9 Trees Number Once Filed Studies

0.14.4 Socio-Economic Impact

0.14.4.1 Socio-Economic Impact on PAPs

The metro alignment runs between Bhesan and Saroli and Sarthana and
Dream City Land is mainly required for viaduct, construction of stations and
allied services, construction of Depot including laying of stabling lines,
workshops, washing lines, administrative buildings and Water, Sewage and
Effluent treatment systems in addition to storage facilities. Additionally, land
is also required for RSS. There is no residential unit affected by the land
acquisition for the proposed metro corridors. A total of 18 commercial
establishments are getting affected due to the project due to viaduct and
stations. The commercial establishments are having 24 employees. Among
the shops being affected 9 are located at SMC Shopping Complex, One at
SMC Hospital Station on Corridor-1 between Sarthana- Dream City.
Simultaneously there are 8 shops affected due to the sharp curve at Textile
Market 451 near Millenium Textile Market in basement and three floors
between Torrent Power and Anjana Farm stations on Bhesan- Saroli corridor
of Surat Metro.

0.14.5 Positive Environmental Impacts

Based on project particulars and existing environmental conditions, potential

impacts that are likely to result from the proposed Surat metro corridors
development have been identified and wherever possible these have been
quantified. This section deals with the positive impacts of the project. The
introduction of the corridor will also yield benefits from non-tangible
parameters such as savings due to equivalent reduction in road construction
and maintenance, vehicle operating costs, less atmospheric air pollution and
socio-economic benefits of travel time, better accessibility, better comfort and
quality of life. However, all benefits cannot be evaluated in financial terms
due to non-availability of universally accepted norms. The parameters such
as economic growth, improvement in quality of life, reduction in public health
problems due to reduction in pollution, etc have not been quantified.

DPR for Metro Rail Project in Surat, Gujarat December 2018 56/81
 Executive Summary

Various positive impacts have been listed under the following headings:

 Employment Opportunities;
 Enhancement of Economy;
 Mobility, Safety and reduced accidents;
 Traffic Congestion Reduction;
 Reduced Fuel Consumption;
 Reduced Air Pollution;
 Reduction in Number of Buses/ Auto rickshaws

0.14.6 Impacts due to project locations

During this phase, those impacts, which are likely to take place due to the layout
of the project, have been assessed. These impacts are:

- Project Affected People (PAPs)

- Change of Land use;
- Loss of trees/forest;
- Utility/Drainage Problems,
- Socio-economic impacts;
- Impact on Historical and Cultural Monuments;

0.14.7 Impacts due to project construction

Although 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:

- Top Soil erosion, pollution and health risk at construction site,

- Traffic diversion and risk to existing building,
- Excavated soil disposal problems,
- Dust Generation,
- Increased water demand,
- Impact due to Supply of Construction Material,
- Disposal of Construction and Demolition Waste,
- Impacts due to batching plant and casting yard,
- Noise Pollution,

DPR for Metro Rail Project in Surat, Gujarat December 2018 57/81
 Executive Summary

0.15SECURITY MEASURES FOR A METRO SYSTEM

0.15.1 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.

0.15.2 Necessity 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 plays an important role in helping public transport
system to become the mode of choice. Therefore, excellence in security is a pre-
requisite 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.

0.15.3Three 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 create 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
strained, 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 58/81
 Executive Summary

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.

0.16 DISASTER MANAGEMENT MEASURES

0.16.1“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 Organization (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.

0.16.2 Need for Disaster Management Measures

The effect of any disaster spread over in operational area of Surat Metro is likely
to be substantial as Surat Metro is expected to deal with thousands of
passengers daily in underground tunnels, viaducts and stations. Disaster brings
about sudden and immense misery to humanity and disrupts normal human life

DPR for Metro Rail Project in Surat, Gujarat December 2018 59/81
 Executive Summary

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.

0.16.3 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 Surat Metro in order to ensure handling of crisis situation in coordinated
manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in
anticipation to avoid any kind of confusion and chaos at the time of the
actual situation and to enable them to discharge their responsibilities with
alertness and promptness.

0.17 MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

The proposed metro in Surat has two corridors totaling 40.35kms, consisting of
38 stations. Its two corridors–Sarthana-Dream City and Bhesan to Saroli
traverses across the city in the east-west and south west-north east direction
respectively. Along its path, the corridors cover many important origins and
destinations. However, its reach will not be enough to reach all origins and
destinations in the city. Fortunately, Surat has planned for a multi-modal
system, where the proposed metro will be complemented by the BRTS and
Surat city bus services currently under implementation. The need is now to
ensure that people have safe, comfortable and secure access to the above
modes as well as seamless integration facilities.

DPR for Metro Rail Project in Surat, Gujarat December 2018 60/81
 Executive Summary

0.17.1 Last Mile Connectivity

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 BRT’s 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. It has
been seen that access beyond a distance of 400-500m is not comfortable
enough to attract people onto the public transport system. The unavailability of
this type of service is one of the main constraints to the use of public transport in
urban areas.
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.

0.17.2 Interchange Stations

Interchange stations 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, city services and even rail. Interchange helps to
integrate various means of transport system under a common node.
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.

0.18 TRANSIT ORIENTED DEVELOPMENT(TOD) PLAN AND VALUE

CAPTURE FINANCE(VCF)

New Metro Rail Policy 2017 emphasizes that “Transit Oriented Development
(TOD)” with proposed intermodal integration, universal accessibility, adequate

DPR for Metro Rail Project in Surat, Gujarat December 2018 61/81
 Executive Summary

walkways and pathways for Non-Motorized Transport (NMT), stations for public
bike sharing, commensurate parking lots for cycles and personal vehicles, as
well as adequate arrangement for receiving and dispatch of feeder buses at all
metro stations. The commitment by the State Government to adhere the
guidelines issued by the central government w.r.t. TOD and adoption of VCF
framework should be an integral part of the project proposal. The commitment
should inter alia include commitment of transfer of the financial benefits accruing
in the influence zone of the metro alignment on account of the TOD policies and
VCF framework directly to the Special Purpose Vehicle (SPV)/agency
implementing the metro rail project. The project report should specify the
proposed quantum of such benefits being transferred to the project. This
requirement would form a mandatory part of all metro rail project proposals.

Commercial/property development at stations and on other urban land has been

used as a key instrument for maximizing revenues in metro rail/ railway systems
in cities around the world. Notable examples are Hong Kong and Tokyo metro
rail.

0.18.1 OBJECTIVES OF TOD

TOD integrates land use and transport planning to develop compact growth
centers within the influence zone of 500-800 m on either side of the transit
stations i.e. areas within walking distance, to achieve the following objectives:

 To promote the use of public transport by developing high density zones in the
influence area, which would increase the share of transit and walk trips made by
the residents/ workers to meet the daily needs and also result in reduction in
pollution and congestion in the influence area.

 To provide all the basic needs of work/ job, shopping, public amenities,
entertainment in the influence zone with mixed land-use development which
would reduce the need for travel.

 To establish a dense road network within the development area for safe and
easy movement and connectivity of NMT and pedestrians between various uses
as well as to transit stations.

 To achieve reduction in the private vehicle ownership, traffic and associated

parking demand.

DPR for Metro Rail Project in Surat, Gujarat December 2018 62/81
 Executive Summary

 To develop inclusive habitat in the influence area so that the people dependent
on public transport can live in the livable communities within the walkable
distance of transit stations.
 To integrate the Economically Weaker Sections (EWS) and affordable housing
in the influence zone by allocating a prescribed proportion of built-up area for
them in the total housing supply.
 To provide all kinds of recreational/entertainment/ open spaces, required for a
good quality of life in the influence area.
 To ensure development of safe society with special attention to safety of
women, children, senior citizen and differently abled by making necessary
amendments to the building bye laws.
 To prevent urban sprawl by accommodating the growing population in a
compact area with access to the transit corridor, which would also consolidate
investments and bring down the infrastructure cost for development.

0.18.2 Value Capture Methods

A comparative study on land based financing tools being used in India and the
world shows a large number of diverse VCF tools being used. The main types of
VCF methods are given below.

Land value tax–is considered the most ideal Value Capture tool which apart
from capturing any value increment, helps stabilize property prices, discourage
speculative investments and is considered to be most efficient among all Value
Capture methods. Maharashtra and Tamil Nadu, through State laws, have
expanded the scope of this mechanism to cover urban land also. Globally, land
value tax is widely used in Denmark, Australia, and New Zealand.

Fees for changing land use (agricultural to non-agricultural)–land revenue

codes provide for procedures to obtain permission for conversion of land use
from agricultural to non-agricultural use.

Betterment levy–one-time upfront charge on the land value gain caused by

public infrastructure investment. This occurs in two forms – revenue source for
improvement schemes and for specific projects. In India, the Mumbai
Metropolitan Regional Development Authority (MMRDA) Act, 1974 provides for
levying betterment charges for specific projects. The Hyderabad Municipal
Corporation Act, 1955 originally provided for the levy of betterment charges to
meet the costs of internal infrastructure and services in the case of development
projects. In the late nineties, the Government of Andhra Pradesh amended the

DPR for Metro Rail Project in Surat, Gujarat December 2018 63/81
 Executive Summary

Act to enhance the scope of such levy to include external betterment. Under this
concept, the municipal authority is empowered to collect external betterment
charges at the time of according approval to layouts or sub-divisions of plot or
issue of building permit for the laying of trunk water lines, development of
freeways/major roads, percent of the land value gain attributable to public
investment.

Development charges(Impact fees) are area-based and link the development

charge to the market value of land by carrying out periodic revisions. This is the
most widely used land based fiscal tool in States. States like Andhra Pradesh,
Gujarat, Maharashtra, Tamil Nadu and Madhya Pradesh levy Impact Fee and
collect it upfront while granting development permissions. Impact fee is widely
used to fund infrastructure in the United States. The Government of Andhra
Pradesh in the late nineties also permitted Hyderabad Municipal Corporation to
levy Impact Fees to mitigate the impacts of construction of commercial
buildings, which lead to increase in traffic and necessitate decongestion
measures. This is meant to address citywide problems emanating from high-
density commercial development and is expected to be utilized for the Capital
Improvement and Decongestion Plan. This includes works such as road
widening, link roads, slip roads, parallel roads, junction improvements including
traffic signals, flyovers, rail over-bridges, rail under-bridges, modern lighting on
major roads, development of major storm water drains, riverfront and parks and
for Geographic Information System (GIS) applications.

Transfer of Development Rights (TDRs)–used for trading development rights.

Maharashtra, Karnataka and Gujarat have enabling laws for using TDRs for
developing open spaces, promoting affordable housing, etc. In New York City,
TDRs are given for preservation of the property owners for loss in revenue on
their properties.

Premium on relaxation of rules or additional FSI/FAR–widely used in States

such as Maharashtra, Karnataka, Gujarat, Tamil Nadu, etc. to allow for
additional development rights beyond the permissible limits in the State Town
Planning Laws and Regulations. Sale of additional Floor Area Ratio (FAR) is an
important Value Capture tool in Brazil and France. The French Land-use Policy
restricts the land owners building right to a low baseline FAR and additional FAR
has to be purchased.

Vacant Land Tax (VLT)–is applicable on those landowners who have not yet
initiated construction on their lands. In Andhra Pradesh, the Greater Hyderabad
Municipal Corporation (GHMC) imposes a tax of 0.5% of the registration value

DPR for Metro Rail Project in Surat, Gujarat December 2018 64/81
 Executive Summary

of the land if not used exclusively for agriculture purpose or is vacant without a
building.

Tax Increment Financing (TIF)–is one of the most popular Value Capture tools
in many developed countries, especially the United States. In TIF, the
incremental revenues from future increases in property tax or a surcharge on
the existing property tax rate is ring-fenced for a defined period to finance some
new investment in the designated area. Tax Increment Financing tools are
especially useful to finance new investments in existing habitations. Some of the
Smart City Proposals have planned for TIF in their area-based developments
(ABD).

Land Acquisition and Development –acquiring and developing land could be

adopted as a useful Value Capture method to mobilize resources. In
Hyderabad, impact fees are levied on all new developments within a one-
kilometer wide growth corridor on both sides of the Outer Ring Road (ORR).
Another innovative „Road widening Scheme‟ is being implemented in
Hyderabad in which the Municipal Corporation gives additional FAR and
relaxes zoning for property owners who give land free of cost for road
widening.

Land pooling System (LPS)–is a form of land procurement where all land
parcels in an area are pooled, converted into a layout, infrastructure developed,
and a share of the land, in proportion to original ownership, returned as
reconstituted parcels. In India, States such as Gujarat and Haryana have used
land assembly programs where the owners agree to exchange their barren
lands for infrastructure-serviced smaller plots. Gujarat has used these tools to
guide the development of Ahmedabad city and its surrounding infrastructure.
The State of Andhra Pradesh has used LPS to get land for Amravati, its new
Capital City. Such LPS are also a common feature in countries like Japan and
Germany.

0.18.3 Potential of TOD And VCF In Surat Metro Corridors

In this connection it is clarified that the total cost of Surat Metro Rail Project
(Phase-I) works out to be Rs. 9338 crores plus applicable taxes totaling to Rs
10,661crores (inclusive of all taxes).

Once the contribution from the private sector for the proposed PPP portion
amounting to Rs 396 crores (without taxes & duties) is excluded, the total cost of
the project stands at Rs.8942crore plus applicable taxes.

DPR for Metro Rail Project in Surat, Gujarat December 2018 65/81
 Executive Summary

Thus against this total project cost of Rs. 9338crore(plus applicable taxes),
direct contributions from Transit Oriented Development (TOD) is expected to be
Rs.396 crores and as this amount is expected to directly flow to Surat Metro
Project through the mechanism decided by Central Govt. and Government of
Gujarat(GoG), it is only the balance amount of Rs. 8942crores(plus applicable
taxes) which is proposed to be funded by Central and State Governments by
equity and other sources including Debt.
The Revenue of Surat Metro mainly consists of fare box collection, other property
developments, advertisements, parking’s, transit oriented developments (TOD),
Value Capture Finance(VCF) etc.

Approximate revenue expected to be generated due to TOD along the Surat

metro corridors of Phase-I, shall be amounting to Rs. 1343 crores and details of
calculations have been forwarded by Surat Municipal Corporation (SMC)
through their letter No. CE SP Cell/out/1199 dated 22-12-2017 Further, it has
been stated that 60% of total revenue from sale of FSI could be transferred
towards MRTS project and considered for DPR purpose too. The prevailing rate
of FSI chargeable is 40% of the Jantri rate. Regarding VCF, an amount
equivalent to Rs. 2738 crores worked out from 5% cess on property tax and
stamp duty charges.

0.19 COST ESTIMATES

Project Cost estimates for the Surat Metro Rail Project (Phase-I) network has
been prepared covering civil, electrical, signalling and telecommunication
works, rolling stock, environmental protection, rehabilitation, considering 750V
DC third rail traction at December’ 2018 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 OHE, signaling and telecommunication,
have been estimated on rate per route km/km basis. Route km. cost for
underground alignment construction, excludes station lengths. Station lengths
(190m) have to be done by cut and cover in general and by tunneling under

DPR for Metro Rail Project in Surat, Gujarat December 2018 66/81
 Executive Summary

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, O.H.E., 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.
Initially cost estimate for Surat Metro (Phase-I) had been formulated adopting
the Unit rates of various components of Ahmedabad Metro project. Escalation
charges had been applied @5% per year to bring these costs to Current price
level, wherever necessary in terms of MoUD’s letter No.F.No.K-14011/58/2013-
MRTS-1 (Vol.I) dated 27.10.2016.Taxes & Duties such as Custom Duty,
CGST,SGST and IDST etc wherever applicable, had been worked out on the
basis of prevailing rates and included in the cost estimates separately.

Now, on the request of MEGA Cost estimate has been revised, adopting the
cost components in line with Ahmedabad Metro project (Ph-II) and Delhi Metro
Phase-IV in accordance of MoUHA letter no. K-14011/5/2017-UT-IIdated
23.01.2019 forwarded by MEGA vide their letter No. GMRCL/DPR
Revision/JAN-19 dated 25-01-2019.

In accordance of MoHUA letter No. K-14011/2018-MRTS-IIIdated 15.02.2019

forwarded by MEGA through their e-mail dated 16.02.2019 contingencies have
been removed as land component and cost estimate has been revised
accordingly.
The overall Capital Cost for the Surat Metro rail network under Phase-I at
December’ 2018 price level works out to Rs.10,661Crores including applicable
Taxes & Duties of 1322.78 Crores as tabulated hereunder:

DPR for Metro Rail Project in Surat, Gujarat December 2018 67/81
 Executive Summary

Table 0.14 –Corridor-wise Details of Capital Cost

Capital Taxes &

Sr. Total
Name of the corridor Cost Duties
No. (Rs. Crore)
(Rs. Crore) (Rs. Crore)
1. Sarthana-Dream City 5810 849.30 6659.30
2. Bhesan–Saroli 3528 473.48 4001.48
10660.78
Total 9338 1322.78
=10,661

0.19.1 PPP Model for Unbundled Components of Surat Metro

As communicated by Surat Municipal Corporation (SMC) vide their letter no.

CE Spl Cell/Out/1199 Dated 22-12-2017, 04 nos stations as mentioned below
will be considered on PPP model through a developer to be engaged by metro
SPV but with VGF/Land support to the PPP agencies from SMC:-
 Corridor-1 (Sarthana to Dream City)
(i) Rupali Canal
(ii) Althan tenement

 Corridor-2 (Bhesan to Saroli)

(i) Aquarium(Star Bazar)
(ii) Athwa Chaupati

However, the stations proposed above on PPP model may be changed

depending upon financial feasibility.

In addition to above, it has also been conveyed that two nos elevated metro
stations (including one for future requirement) inside Dream City area shall be
implemented by Metro SPV with the VGF/Land support to the PPP agencies from
DREAM Ltd.

For both the corridors of Surat Metro Project(Phase-I) three unbundled

components namely (1)Lifts,(2) Escalators and (3) AFC gates are proposed
under PPP model, in addition to civil cost of 05 nos elevated stations mentioned
above. Details of cost under PPP model is given hereunder:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 68/81
 Executive Summary

Table 0.14 :Cost of proposed Components to be considered on PPP model

(incrores)
S.No Description Estimated Cost*
(A) Corridor-1: Sarthana to Dream City
01 Station-Rupali Canal (civil cost) 26.00
02 Station-Althan Tenament (civil cost) 26.00
03 Station-Dream City (civil cost) 26.00
04 Lifts & Escalators (20 X 3.50) 70.00
05 Automatic Fare Collection(AFC) Gates (20 X 3.50) 70.00
Sub-Total (a) 218.00
(B) Corridor-2: Bhesan to Saroli
01 Station-Aqurium (civil cost) 26.00
02 Station- Athwa Chaupati (civil cost) 26.00
03 Lifts & Escalators (18 X 3.50) 63.00
04 Automatic Fare Collection(AFC) Gates (18 X 3.50) 63.00
Sub-Total(b) 178.00
Grand Total (a)+(b) 396.00
*plus charges on account of applicable taxes, contingencies, GC etc.

0.19.2 Integration with Surat Railway Station MMTH project

In a series of meetings taken place at Surat in the office of The Commissioner,
Surat Municipal Corporation(SMC), it had been intimated that Surat Railway
station MMTH project shall be integrated with underground metro station, city
bus/BRTS, interstate buses(GSRTC) and Indian Railways. Further, in view of
Surat Railway station MMTH master plan, it has been decided to provide an
underground tunnel road for vehicular traffic in the portion of MMTH along
Lambe Hanuman road, which shall be above the level of underground metro
corridor and UG metro station with a sufficient cushion of 2 to 3 mtr from
ground level. The estimated cost of proposed tunnel road shall be Rs 109.13
crores as intimated by Surat Municipal Corporation (SMC) vide their e-mail
dated 2nd May’ 2018.The cost of construction of this underground road shall
be borne by SMC/GoG As such, the cost has not been added in the cost of
Surat Metro Rail Project(Phase-I) for working out of financial indices such as
FIRR,EIRR etc. Executing agency for tunnel road will be decided by Metro SPV
in consultation with SMC.
0.20 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY

0.20.1 Introduction

The Surat Metro Rail Project consists of two corridors (From Sarthna to Dream
City and Bhesan to Saroli) are proposed to be constructed with an estimated
cost of Rs.10661.00 Crore with land cost and all taxes. The route length of the

DPR for Metro Rail Project in Surat, Gujarat December 2018 69/81
 Executive Summary

metro system and estimated cost at December-2018 price level without and with
all taxes are placed in table given below as under:

Table 0.15 Cost Details

Estimated cost with Estimated cost with

Corridor Distance
Name of Corridor Land cost and without land cost and all taxes
no. (KMs)
all taxes (Rs/Crore) (Rs/Crore)
1 Sarthana to Dream City 21.61 5810.00 6659.30
2 Bhesan to Saroli 18.74 3528.00 4001.48
10660.78
Total 40.350 9338.00
= 10661 cr

The estimated cost at December-2018 price level includes an amount of

Rs.14.06 Crore plus applicable taxes as one-time charges towards security i.e.
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 the FIRR calculation since providing required
security at metro stations shall be the responsibility of state police department.

0.20.2 Investment Cost

For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with all taxes except land and contingencies has been calculated
by taking escalation factor @5.00% per annum. It has been assumed that the
Government of Gujarat will provide the land worth Rs.1234 crore either free of
cost or it shall provide Interest Free Subordinate Debt in lieu thereof. With the
implementation of GST from 1st July 2017, the Excise Duty, Central Sales
Tax/State VAT and Service Tax have been subsumed into Central Goods and
Service Tax (CGST), State Goods and Service Tax (SGST), Integrated Goods
and Service Tax (IGST). The effective CD rate under project import scheme, post
GST, works out to 24.49% {Basic CD @ 5%, IGST (CGST & SGST) @ 18% and
cess} on the imported portions, CGST and SGST @ 6% each and IGST @ 12%
on indigenously manufactured items. The Interest Free Subordinate Debt is
repayable in 5 equal installments after repayment of Multilateral/Overseas
Development Assistance Loan.
It is assumed that the construction work will start on 01.04.2019 and is expected
to be completed on 31.03.2024 with Revenue Opening Date (ROD) as
01.04.2024 for both the corridors. The total completion costs duly escalated and
shown in the table 0.16 have been taken as the initial investment as below:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 70/81
 Executive Summary

Table 0.16 Year –wise Investment

Figures in Rs. Crore

Estimated Cost including Completion Cost

Financial cost of land and all taxes including cost of
Year & duties at December land cost and all
2018 Price Level taxes & duties
2019-20 1,722 1,757

2020-21 2,439 2,595

2021-22 2,797 3,106

2022-23 2,382 2,751

2023-24 1,320 1,629

Total 10,660 11,838

0.20.3 Fare Structure

The fare structure for the FY 2024-25 as per the proposed fare slabs is shown in
the table given below:-
Table 0.17 Fare Structure in 2023-24

Distance in kms. Fare (Rs)

0-2 10
2-4 20
4-6 30
6-12 40
12-18 50
>18 60

Considering the increase in the Consumer Price Index (CPI) and input costs of
operation since then, the fare structure has been escalated by using @14.00%
once in every two years.

0.20.4 Financial Internal Rate of Return (FIRR)

The Financial Internal Rate of Return (FIRR) obtained for 30 years life cycle
business model including construction period without additional PD and TOD &
VCF Income is 6.90% and with additional PD and TOD & VCF Income is 7.38%.

DPR for Metro Rail Project in Surat, Gujarat December 2018 71/81
 Executive Summary

0.20.5 Financing Options

The objective of funding metro systems is not necessarily enabling the

availability of funds for construction but coupled with the objective of financial
closure are other concerns, which are of no less importance: -

 Ensuring low project cost

 Ensuring debt funds at low rates of interest
 Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
 Recovering returns from both direct and indirect beneficiaries

Rail based mass transit systems are characterised by heavy capital investments
coupled with long gestation period leading to low financial rates of return
although the economic benefits to the society are immense. 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.

0.20.6 Alternative Models of Financing

The financing option shall depend upon selection of the dedicated agency
created to implement the project. The prominent models are: -

1 Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)/Chennai Metro
Rail Corporation/Mumbai Metro Rail Corporation

2 Design-Build-Finance-Operate-Transfer (DBFOT), and

3 Public Private Partnership (PPP).

DPR for Metro Rail Project in Surat, Gujarat December 2018 72/81
 Executive Summary

0.20.6.1 SPV Model: -The corridor is a standalone one and therefore forming a separate
SPV may be in the name of Surat Metro Rail Corporation may be desirable
MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017
has proposed for sharing of overall taxes post Goods and Service Tax (GST)
regime in the ratio of 1:2.

Surat Municipal Corporation (SMC) vide email dated 02.05.2018 stated that
metro station at Surat Railway Station shall be integrated with Multi Model Traffic
Hub (MMTH) project and one underground tunnel road shall also be provided
above the metro station for vehicular traffic along Lambe Hanuman road. The
estimated cost of Rs. 109.13 crore will be borne by SMC for above Multi Model
Traffic Hub integration.

0.20.6.2 ODA Loan from JICA/ADB/AFD:

JICA had provided loan assistance to Phase-I, Phase-II and ongoing Phase-III of
Delhi MRTS projects to the extent of 60%, 54.47% & 51.32% respectively and
also provided loan assistance to Chennai Metro, Mumbai Metro and MEGA. The
Department of Economic Affairs, MOF, GOI vide letter no. F.1/9/2014-Japan.I
dated 12th July 2018 has issued new set of guidelines on Operational Rules of
the Japan-India Special ODA (Official Development Assistance) for Metro and
Railway Projects in India. As per the discussions made with JICA officials, JICA
may extend only the modified step loan as per above said guidelines for the new
projects in India at an interest rate of 0.20% per annum. The tenure of the loan is
40 years with 12 years moratorium period. JICA may fund the project to the
extent of 85% of the cost of the project excluding the cost of the land, cost of
Rehabilitation and Resettlement and taxes and duties.In case JICA not agreeing
to provide loan for the Surat Metro project or provide less loan assistance than
the projected, the difference shall have to be sourced either from Asian
Development bank (ADB) or Agency Franchise de Development (AFD) or
European Investment Bank (EIB) or Asian Infrastructure Investment Bank (AIIB)
by GOI or from Domestic Financial Institutions against guarantee from GOI.

0.20.6.3 Loan from Domestic Financial Institutions:

Domestic Financial Institutions may have to be taped in the case of any

shortfall in securing the targeted loan amount from bilateral/multilaterals
institutions. In such a situation Government of India may have to provide
sovereign guarantee as is being done to obtain the loan from JICA for Delhi

DPR for Metro Rail Project in Surat, Gujarat December 2018 73/81
 Executive Summary

Metro, ADB for Jaipur Metro, AFD for Kochi Metro and EIB for Lucknow Metro.
The new SPV shall raise the required loan from IIFCL and or such other
Domestic Financial Institutions. In order to keep the debt servicing sustainable
so as to keep the Debt-Service Coverage Ratio (DSCR) above 1.2 at all points
of time, interest subsidy between the domestic borrowing rate of interest and
Multilateral/Overseas Development Loan rate of interest shall be provided to
SPV.

0.20.6.4 Private Participation under SPV:

As already stated in above para, the private participation either for complete
provisioning of metro rail or for some unbundled components will form an
essential requirement for all metro rail project proposals seeking central
financial assistance as per new Metro Policy 2017 issued by Ministry of
Housing and Urban Affairs (MH&UA).The cost of unbundled activities of
Rs.452 crore involving civil construction of 5 stations, AFC and Lifts &
Escalators of all the corridors may be funded by engaging concessionaire in
line with Kochi Metro, Nagpur Metro and Noida Metro for a period of 10
years.

0.20.6.5 DBFOT 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.

0.20.6.6 PPP Model: - In this model, Government funds the fixed infrastructure such
as land and basic civil structures, and a private investor funds all the systems
such as rolling stock, signalling, power supply, traction, track, fare collection,
E&M works etc including station architectural finishes. An example of this is
Delhi Metro Airport line. Under this arrangement the government’s
investment will be about 57% of the cost of the Project and the PPP operator
funds the remaining 43%. Under this model the concessionaire, operates
and maintains the system to the required and agreed service and safety

DPR for Metro Rail Project in Surat, Gujarat December 2018 74/81
 Executive Summary

levels. All the revenues will accrue to the Operator and at the end of the
concession period the project is handed over to the owner. Ridership risks
are taken by the operator or shared by the operator and owner. The PPP
operator pays a specified amount every year to the Govt. out of his
revenues. It could be that he may need a viability gap funding (VGF)
even. The VGF (positive or negative) will be known only after competitive
bidding.

0.21 ECONOMIC APPRIASAL

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 financial profitability and viability of any
project.

0.21.1 After generating the cost and benefit stream table, economic performance
indicators are derived and are presented in table 0.18. Project period is 2019-
2048, With reference to completion cost of capital with tax, EIRR is found to be
17.20 % and B/C ratio as 4.77 and with 12% discount, EIRR is 4.65%and B/C
ratio is 1.63. NPV without discount is Rs 149337Cr. And with 12% discount rate,
NPV is Rs.8287Cr. which shows that the project is economically viable.

Table 0.18

Economic Indicator Values (on 2048-49)

WITH DISCOUNT
WITHOUT DISCOUNT (12%)
Cumulative cost 39561 13127.87
(Cr.)
Cumulative 188898 21414.43
benefit(Cr.)
Benefit Cost Ratio 4.77 1.63
NPV(Cr.) 149337 8287
EIRR 17.20% 4.65%

DPR for Metro Rail Project in Surat, Gujarat December 2018 75/81
 Executive Summary

0.22 IMPLEMENTATION PLAN

0.22.1 Way Forward for Implementing Surat Metro Project (Phase-I)

On receipt of the Detailed Project Report, following action will be required for
implementing the Surat Metro (Phase-I):-

 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.

 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.

 A dedicated Special Purpose Vehicle (SPV) shall need to be set up, as

Metro Company headquartered in other city namely Ahmedabad/
Gandhinagar may not be in position to effectively implement Surat Metro
Project and its subsequent Operation & Maintenance. Organization
depending upon the methodology of implementation need to be developed.
In case project is done by appointing General Consultants, sufficient
number of Engineers in SPV organization to be taken on deputation/market.
In case the work is intended to be done on deposit terms from the
organization like DMRC, SPV’s organization may be kept lean and thin.

 The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Surat Metro by declaring Surat 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 Surat Metro.

 In view of new Metro Rail Policy 2017, 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 76/81
 Executive Summary

 The Government should freeze all developments along the corridors

suggested. For any constructions near the proposed alignment a system of
No Objection Certificate should be introduced as per provisions of Metro
Railway Act so that in fructuous expenditure at a later stage is avoided.

 The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Surat Metro by declaring Surat City as Metropolitan Area.

 In view of new metro policy Unified Metropolitan Transport Authority (UMTA)

should be formed within one year of Submission of Proposal of any metro
project to GOI.

0.22.2 Implementation on Delhi Metro/Chennai Metro Model

Special Purpose Vehicle (SPV) shall have to take action for appointment of
General Consultants for project management including preparation of tender
documents. Till the General Consultants are in position, SPV 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 as follows:

Table 0. 19:Implementation Schedule through DMRC model Phase I

S. No. Item of Work Completion Period

1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D + 0.5 month
Submission of DPR for Approval of Ministry of Urban
3 D + 1 month
Development (MoUD).
4 Appoint interim Consultant for preliminary works D + 3 months
5 Approval of Central Government D+4 months
6 Arrangement of Funding Source/Agency D +6 months
7 Appoint General Consultant D +12 months
Tendering, Execution of works and Procurement of
8 D +57 months
equipments, coaches and installations
9 Testing and Commissioning D +60 moths
10 Revenue Operation D +60 months

0.23 CONCLUSIONS AND RECOMMENDATIONS

DPR for Metro Rail Project in Surat, Gujarat December 2018 77/81
 Executive Summary

The project is essentially a social necessity as it aims to improve the overall

health of the city by way of reducing congestion on roads coupled with to
reduced consumption of fossil fuels thereby reducing environmental pollution.
This is evident from the fact the EIRR of the project is of the order of 17.20%
indicating that the project is very well justified in terms of social benefits that will
accrue to the Society/Surat City. Therefore, implementation of this project is
inescapable.Since the Gujarat Government is providing requisite land for PD and
being social sector project, it is advisable to take up the job on DMRC model.
Accordingly, the corridors are recommended for implementation.

As a way forward the metro network needs to be expanded in due course as the
city population is already more than 50 lakhs and further city is growing in rapid
manner. Therefore, the further study may be taken up when the execution of
Phase-I is going on so that the DPR prepared and approved can be obtained
before completion of Phase-I and the same project team can continue to work for
Phase-II.

0.24 MISCELLANEOUS

0.24.1 In reference to MoHUA letter No.K-14011/3/2018-MRTS dated 15.02.2019 forwarded by

MEGA vide email dated 16.02.2019, the contingencies have been removed on land
component, cost estimate &funding pattern revised accordingly. Revised Cost Estimate
and funding pattern had already been sent to MEGA and SMC vide letter No.
DMRC/GM(CS)/04/Surat-DPR/2016/341 dated: 18.02.2019 (Annexure- 0.1)

0.24.2 Government of India (GoI) has already approved the proposal for “Surat Metro
Rail Project” vide their letter No. K-14011/03/2018-MRTS-III dated 09.03.2019 as
communicated by MEGA through their e-mail dated 13.03.2019. Copy of
approval letter dated 09.03.2019 is enclosed herewith as Annexure- 0.2.

DPR for Metro Rail Project in Surat, Gujarat December 2018 78/81
 Executive Summary

(Annexure- 0.1)

DPR for Metro Rail Project in Surat, Gujarat December 2018 79/81
 Executive Summary

(Annexure- 0.2)

DPR for Metro Rail Project in Surat, Gujarat December 2018 80/81
 Executive Summary

DPR for Metro Rail Project in Surat, Gujarat December 2018 81/81
 CHAPTER 1 – Introduction

CHAPTER -1
INTRODUCTION
1.1 BACKGROUND

Surat city, located on the western part of India in the State of Gujarat is also
known as a ”Economic power house” of Gujarat. The city is located 284 Kms
south of Gandhi Nagar, 265 kms of Ahemdabad and 289 Kms north of Mumbai.
The economy of the entire city is based mainly on two industries, the textile
industries of man made fibres /fabrics and the diamond cutting and polishing
industry. Surat is one of the most dynamic cities of India having faster growth
rate due to immigration from various parts of Gujarat and as well as from the
other States of India. National Highway-8 (NH-8) passes within 16 Kms. of
municipal boundaries of Surat and is located midway on the Ahmedabad-Mumbai
route.

Surat is one of the oldest inhabited cities in the world and densely populated with
an average 13680 persons/sq.km accommodating about 44.67 Lakhs people as
per census 2011. Average decadal growth of population of Surat since 2001 to
2011 was about 55.29%. The census of India 2011 has revealed that one out of
seven zones of Surat i.e. central zone has registered even negative growth.
Surat city is spread over an area of 326.515 sq. kms. The Surat city is located at
21.18°N72.83°E with 21.195 Latitude and 72.8194 Longitude Surat’s high
population growth rate, coupled with high economic growth rate has resulted in
an ever increasing demand for transport creating excessive pressure on the
existent transport system. With high growth in transport demand over the years,
congestion on roads has been increasing due to phenomenal rise in private
transport.

Absence of an efficient full-fledged public transport system coupled with rapid

growth in the use of personalized vehicles has led to high consumption of fossil
fuel and increase in the level of environmental pollution. Surat has also been
selected as one of the hundred Indian cities to be developed as a “Smart City”.
The existing network of public transport systems including dedicated BRTS
needs to be strengthened further in order to cope-up with rising demand of
transport system.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/11
 CHAPTER 1 – Introduction

The inter-city traffic volumes in Surat necessitated a full-fledged integrated multi

model mass rapid passenger system. In view of this, Government of Gujarat
(GoG) vide their letter No. MEGA/MD/DMRC/IC dated 27.01.2016 requested
Delhi Metro Rail Corporation (DMRC) to prepare a Detailed Project Report (DPR)
for Metro Rail Project in Surat City.

The DPR for Surat Metro rail project had already been prepared and submitted to
SMC and MEGA vide DMRC’s letter no DMRC/GM/CS/04/Surat-DPR/2016/1150
dated 24th July’2017. Subsequently, in the month of August’ 2017 Ministry of
Housing and Urban Affairs announced a new metro policy-2017 and returned the
said proposal for incorporation of new provisions. The Commissioner, Surat
Municipal Corporation (SMC) vide his e-mail dated 16th September’2017
requested DMRC to review and revise the detailed project report(DPR) in view of
new metro rail policy. Thus the said DPR for Surat Metro Rail project has been
revised incorporating new provisions such as comprehensive mobility plan(CMP),
alternative analysis, last mile connectivity, transit oriented development(TOD),
value capture finance (VCF), property development(PD), public private
partnership(PPP), unified metropolitan transport authority (UTMA), options for
central assistance etc.

The DPR has been updated upto December 2018 level.

1.2 DEMOGRAPHIC PROFILE OF SURAT CITY

Surat - a vibrant city of Gujarat has witnessed phenomenal growth in population

and employment and trend is expected to continue in future. Availability of
various employment opportunities attracts immigration not only from different
parts of Gujarat but also from other States of India too.

Surat city is one of the fast growing regions in India, it comprises of 07 Zones, 29
Wards, 116 Councils and decadal growth rate of 55.29% (as per 2011 census)
and spreads over the area of 326.515 Sq. Km. Surat City is projected to have
population as 69.36 Lakhs in the year 2021.The population of Surat City
(comprising of Surat Municipal Corporation, Out Growth area & Urban
Agglomeration) has increased from 0.49 million in 1971 to 4.59 million in the year
2011 (Table 1.1). However, decadal growth rate for population for SMC including
outgrowth and urban Agglomeration has declined from 85.20% during 1971-81 to
63.30% in 2001-2011.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/11
 CHAPTER 1 – Introduction

Table 1.1: POPULATION GROWTH IN SURAT CITY DURING 1971-2011

(Comprising of areas under Surat Municipal Corporation, Out Growth area & Urban Agglomeration)

S.NO. CENSUS POPULATION GROWTH RATE (%)

01 1971 4,92,700 71.1% *
02 1981 9,12,600 85.20%
03 1991 15,19,000 66.40%
04 2001 28,11,614 85.10%
05 2011 45,91,246 63.30%

*Population in 1961 was 2,88,000, source: SMC

1.2.1 Total population in areas falling under the jurisdiction of Surat Municipal
Corporation, Out Growth Area & Urban Agglomeration as per Census-2011 has
been tabulated in Table 1.2.
Table 1.2 : TOTAL PUPUOATION IN SURAT AS PER CENSUS-2011

S.No. Description Male Female Total

Surat Municipal
01 Corporation 25,43,145 19,23,681 44,66,826

Surat City-Out
02 22,658 12,126 34,784
Growth Area
Surat City-Urban
03 Agglomeration 53,570 36,066 89,636

Total 26,19,373 19,71,873 45,91,246

Source: SMC

1.2.2 ZONE-WISE POPULATION, AREA, DENSITY & GROWTH RATE (2001-2011)

Zone-wise population, area, density and growth rate in Surat City for the year
2001-2011 has been tabulated in Table 1.3.
Table 1.3: ZONE-WISE POPULATION, AREA, DENSITY & GROWTH RATE (2001-2011)

Population Decade
Density
Area Growth
Sl.No. Zone 2001 2011 per SQ
(Sq.Kms) 2001-
Census Census Km.
2011(%age)
01 Central 8.18 4,13,641 4,08,760 49,971 -1.18
02 South West 111.912 2,42,466 3,47,447 3,105 43.30
03 South 61.764 4,07,980 6,95,028 11,253 70.36

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/11
 CHAPTER 1 – Introduction

04 South East 19.492 3,97,257 7,48,304 38,390 88.37

05 East 37.525 7,11,516 11,37,138 30,303 59.82

06 North 36.363 4,16,370 7,05,163 19,392 69.36

07 West 51.279 2,87,144 4,24,986 8,288 48.00

55.29
Total 326.515 28,76,374 44,66,826 13,680
Source: SMC

1.2.3 MID YEAR POPULATION ESTIMATES

Mid year populations in between year 2011 to 2021 has been estimated adopting
the average annual growth rate as 4.5% considering Decennial Population
Growth Rate between 2001-2011 of Surat City as 55.29% and tabulated in Table
1.4.

Table 1.4: MID-YEAR POPULATION

Year Decennial Population Growth Rate Between 2001-
2011 of Surat City 55.29% i.e. average Annual
Growth Rate is 4.5%

Per 100 Persons Total Estimated Population

2011 100 44,66,826

2012 104.5 46,67,833
2013 109.2 48,77,774
2014 114.11 50,97,095
2015 119.25 53,26,690
2016 124.61 55,66,112
2017 130.22 58,16,701
2018 136.08 60,78,457
2019 142.21 63,52,273
2020 148.6 66,37,703
2021 155.29 69,36,534
Source :SMC

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/11
 CHAPTER 1 – Introduction

1.3 PRESENT SCENARIO OF TRANSPORT IN SURAT CITY

In the absence of adequate full fledged public transport system, the use of
individual modes such as cycles, 2- wheelers, cars etc. and un-organized IPT
has increased in Surat City. Cycling and walking constitute about 45% of the
total trips and this feature needs to be integrated within the upcoming public
transport initiatives. As per the records available, the total road length as on the
year ending on 31-03-2016 is 3575 kms out of which 624 Kms is un-surfaced.
The total vehicles registered in Surat as per the figures indicated by Regional
transport Office (RTO), Surat are tabulated in Table 1.5:-

Table 1.5 : Registered Vehicles in Surat

01/04/2013 01/04/2014
SN Type of Vehicle To To Remarks
31/01/2014 31/01/2015
01 Motor Cycle 103492 138291
02 Auto Rickshaw 1385 2914
03 Jeep 447 463
04 Private Auto Rick. 17 16
05 Motor Car 20325 29391
06 Taxicab 153 217
07 Maxicab 63 16
08 Stage Carriage 9 58
09 Passenger Bus 107 35
10 School Bus 86 91
11 Private Service Veh. 26 8
12 Police Van 1 11
13 Goods Truck 767 1044
14 Tanker 27 27
15 Tempo 0 0
16 Other Light Veh. 3692 3753
17 Tran. Trailor 101 35
18 Non Tras. Trailor 0 0
19 Tractor 424 601
20 Ambulance 23 16
21 Others 239 174
Total 131384 177161 Yearly Growth
rate@34.84%
*Source: Surat RTO

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/11
 CHAPTER 1 – Introduction

According to Comprehensive Mobility Plan (CMP), 2008 of Surat City, it has been
estimated that internal trip rates in Surat stands elevated from 0.75 in the year
2005 to 0.8, 0.9 and 1.0 by the year 2011, 2021 and 2031 respectively.
However, no change is foreseen in external trips. Trip rates and total trips have
been, summarized in Table 1.6.
Table 1.6: EXISTING AND FUTURE TRAVEL DEMAND (Excluding Walk Trips)

Year Population Passenger Trips Passenger Trips Total

Internal External Internal External
2005 3,607,596 0.75 0.5 2,705,697 1,803,798 4,509,495
2011 4,499,006 0.80 0.5 3,599,205 2,249,503 5,848,708
2021 6,500,003 0.90 0.5 5,850,003 3,250,002 9,100,005
2031 8,500,000 1.00 0.5 8,500,000 4,250,000 12,750,000
Source: CMP-2008 of Surat City

CMP-2008 also recommends LRTS to be in place in addition to dedicated BRTS

corridors/routes in Surat City based on the studies of Gujarat Infrastructure
Development Board (GIDB) and further indicates that the proposed LRTS would
replace BRTS on some parts of the network, wherever found essential and
justified. Presently CMP-2008 of Surat City is under up-datation and likely to be
completed by the end of year 2017

1.4 EARLIER STUDIES FOR THE SURAT CITY

Under-mentioned Studies for Surat City have been conducted earlier for
assessing the traffic conditions of the city and measures to be taken:-

 In 1992, CRRI had produced Comprehensive Traffic and Transportation

Study with SMC.
 Development Plan for Surat prepared by SUDA in 1998, approved in 2004.
 City Corporate Plan – 2001 (Plan initiated by SMC and prepared by CEPT)
 Surat Vision – 2020 (Undertaken by SMC and assisted by CEPT)
 City Development Plan – 2005 (initiative under JnNURM by SMC with
technical support from CEPT)
 CTTS – 2006 Draft Final Report (Study initiated by SMC and prepared by
CRRI)
 Integrated Public Transport Study – 2006 Draft (assignment by GIDB,
prepared by CES)
 Sustainable Transport System for Surat – 2007 (CEPT Study)

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/11
 CHAPTER 1 – Introduction

 Comprehensive Mobility Plan – 2008 (initiated by SMC, technical support by

CEPT)
 Bus Rapid Transit System (BRTS) Plan – 2008 (initiated by SMC, technical
support by CEPT)
 Bus Rapid Transit System (BRTS) Phase 2 & 3 – 2012 (initiated by SMC,
technical support by CEPT)
 Service Level Benchmarks in Urban Transport for Surat City -2012

1.5 After conducting extensive route surveys and studies in Surat City and also
considering technical feasibilities, DMRC had worked out various options of
probable routes/corridors on the basis of recommendations and suggestions of
Centre for Environmental Planning and Technology (CEPT)’ University,
Ahmedabad who is conducting the traffic and transportation surveys/studies, and
presented before the concerned authorities of Surat Municipal Corporation
(SMC) on various occasions. Details are envisaged in Table 1.7 as
Annexure-‘A’. Subsequently, on the suggestions of SMC & CEPT, following
three corridors were shortlisted and presented before High Powered Committee
(HPC) in a meeting held on 13.01.2017 at Ahmedabad under the Chairmanship
of Hon’ble Dy. Chief Minister, Govt. of Gujarat:-

1) Sarthana-Nana Varachha – Railway Station- Chowk- Majuragate –

Exhibition Centre-Dream City
2) Bhesan-L.P. Savani-Majuragate – MithiKhadi-Saroli
3) Majuragate-Bhagal-Katorgem-Ved

HPC considered all the options and after their detailed deliberations, approved
the following 02 (two) metro routes/corridors to be included under Phase-I of
Surat Metro Rail Project, which has been communicated through Minutes of
Meeting (MoM) sent vide letter No. GUDC/METRO/HPC/2017/182 dated
23.01.2017:-

1. Corridor-I : Sarthana to Dream City

(via Nana Varachha, Railway Station, Chowk,
Majuragate, Exhibition Centre)

2. Corridor-II : Bhesan to Saroli

(via L.P. Savani, Majuragate, MithiKhadi)

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/11
 CHAPTER 1 – Introduction

Details of above mentioned corridors are given in Table 1.8.

Table 1.8
MRTS CORRIDORS IN SURAT CITY (Ph-I)
(Proposed by DMRC and in- principle approved by Government of Gujarat)

S.No. Alignment Length Remarks

(in Kms)
01 Phase-1
 Corridor-1
Sarthana to Dream City
21.61
(via Nana Varchha, Railway Station, Maskati Hospital,
Kms
Gandhi Baug, Majura Gate, Roopali Canal,
AlthanTenament, VIP road, Surat Women ITI, Convention
Centre)
02  Corridor-2
Bhesan to Saroli
(via Ugat, Botanical Garden,UgatVaarigruh, LP Savani
18.74
School, AdajanGam,Aquerium, Badri Narayana Temple,
Kms
AthwaChaupati, Majura Gate, UdhanaDarwaja,KamelaDarwaja,
Model Town,Magub ,Bharat Cancer Hospital )

Total 40.35
Kms

1.6 STRUCTURE OF DETAILED PROJECT REPORT (DPR)

This report includes the chapters as under:-

1) Chapter-1 : Introduction
2) Chapter-2 : Travel Demand Forecast
3) Chapter 3 : System Selection
4) Chapter 4 : Geometric Designing Parameters and Alignment
Description
5) Chapter 5 : Civil Engineering
6) Chapter 6 : Station Planning
7) Chapter 7 : Train Operation Plan & Rolling Stock
8) Chapter 8 : Train Maintenance Depots
9) Chapter 9 : Power Supply and System Parameters
10) Chapter 10 : Ventilation & Air Conditioning System
11) Chapter 11 : Signalling And Train Control System
12) Chapter 12 : Telecommunication & Automatic Fare Collection
13) Chapter 13 : Disabled Friendly Features
14) Chapter 14 : System Environment & Social Impact Assessment
15) Chapter 15 : Security Measures For a Metro System
16) Chapter 16 : Disaster Management Measures
17) Chapter 17 : Multi Modal traffic Integration at Metro Stations

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/11
 CHAPTER 1 – Introduction

18) Chapter 18 : Transit Oriented Development(TOD) Plan

And Value Capture Finance(VCF)
19) Chapter 19 : Cost Estimates
20) Chapter 20 : Financing Options, Fare Structure And Financial
Viability
21) Chapter 21 : Economic Appraisal
22) Chapter 22 : Implementation Plan
23) Chapter 23 : Conclusion And Recommendations

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/11
 CHAPTER 1 – Introduction

Annexure-‘A’
Table 1.7

VARIOUS OPTIONS OF METRO CORRIDORS IN SURAT CITY, SUGGESTED BY DMRC

S. Options Corridors Details Length

N (Kms)
01 Option-1 Corridor-I Gadhpur Road Jn. to Dream City (via Varachha 24.5 Kms
Road, Lambe Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)
Corridor-2a Bhesan Road to Civil Hospital (via L.P.Savani , 11.8 Kms
Adajan Road, HaziraMarg, Chaupati Ring Road,
Navsari Road)
Total 36.30 Kms
02 Option-2 Corridor-I Gadhpur Road Jn. to Dream City 24.5 Kms
(via Varachha Road, Lambe Hanuman Road, Railway
Station, Raj Marg, Dumas Road, Vesu Main Road)
Corridor-2ab1 Bhesan Road to KamathMahadev on Surat-Navasari 17.00 Kms
Road (via Ugat, LP Savani Road, Adajan Road, Majura
Gate, Kharwarnagar, Swami NarayanaMandir)
Total : 41.50 Kms
03 Option-3 Corridor-1 Godhpur Road Jn. to Dream City (via Varachha 24.50 Kms
Road, Lambe, Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)
Corridor-2ab2 Bhesan Road to Anjana, near Canal Road (via Ugat, 14.00 Kms
LP Savani, Adajan, Majuragate, KamelaDarwaza)
Total : 38.5 Kms
04 Option-4 Corridor-1 Gadhpur Road Jn. to Dream City (via Varachha 24.50 Kms
Road, Lambe, Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)
Corridor-2ab1 Bhesan Road to KamathMahadev on Surat-Navasari 17.00 Kms
Road (via Ugat, LP Savani Road, Adajan Road, Majura
Gate, Kharwarnagar, Swami NarayanaMandir)
Corridor-3 Civil Hospital to Shri Swami NarayanaGurukul 8.50 Kms
(via Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)
Total: 50.00 Kms
05 Option-5 Corridor-I Gadhpur Road Jn. to Dream City (via Varachha 24.5 Kms
Road, Lambe, Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)
Corridor-2ab2 Bhesan Road to Anjana, near Canal Road (via Ugat, 14.00 Kms
LP Savani, Adajan, Majuragate, KamelaDarwaza)
Corridor-3 Civil Hospital to Shri Swami Narayan Gurukul (via 8.50 Kms
Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)
Total: 47.00 Kms
06 Option- 6 Corridor-1 Gadhpur Road Jn. to Dream City (via Varachha 24.50 Kms
Road, Lambe, Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)

Corridor-2a Bhesan Road to Civil Hospital (via L.P.Savani , 11.8 Kms

Adajan Road, HaziraMarg, Chaupati Ring Road,
Navsari Road)

Corridor-3 Civil Hospital to ShriSwaminarayanGurukul 8.50 Kms

(via Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/11
 CHAPTER 1 – Introduction

Total 44.80 Kms

Gadhpur Road Jn. to Dream City (via Varachha
Corridor-I Road, Lambe, Hanuman Road, Railway Station, Raj 24.50 Kms
Marg, Dumas Road, Vesu Main Road)
Option-7 Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
07
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Total: 43.00 Kms
08 Option-8 Corridor-I Gadhpur Road Jn. to Dream City (via Varachha 24.50 Kms
Road, Lambe, Hanuman Road, Railway Station, Raj
Marg, Dumas Road, Vesu Main Road)

Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Corridor-3 Civil Hospital to ShriSwaminarayanGurukul 8.50 Kms
(via Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)
Total 51.50 kms
09 Option-9 Corridor-1M Chharra to Dream City 22.40 Kms
(via Nana Varchha, Railway Station, Chowk, Majura
Gate, Bhatar Char Rasta, Sarsana, Khajod char rasta)
Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Total: 40.90 Kms
10 Option-10 Corridor-1M Chharra to Dream City 22.40 Kms
(via Nana Varchha, Railway Station, Chowk, Majura
Gate, Bhatar Char Rasta, Sarsana, Khajod char rasta)
Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Corridor-3 Civil Hospital to ShriSwaminarayanGurukul 8.50 Kms
(via Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)
Total 49.40 Kms
11 Option-11 Corridor-IM1 Charra to Dream City (via Nana Varchha, Railway 23.00 Kms
Station, Chowk, Majura Gate, Bhatar Char Rasta, L.P.
Savani, Mangalam heights)
Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Total: 41.50 Kms
Option-12 Corridor-1M1 Charra to Dream City (via Nana Varchha, Railway 23.00 Kms
Station, Chowk, Majura Gate, Bhatar Char Rasta, L.P.
Savani, Mangalam heights)
Corridor-2ab3 Bhesan Road to Saroli on Bardoli Road (via Ugat, 18.50 Kms
L.P. Savani, Adajan, Majuragate,KamelaDarwaza,
ParvatPatiya)
Corridor-3 Civil Hospital to ShriSwaminarayanGurukul 8.50 Kms
(via Kshetrapal Dada Marg, GopiTalao, Kotsafil Road,
KaskiwadBadhal Road, Saiyadpura Main Road, Ved
Road)
Total: 50.00 Kms

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/11
 Chapter 02 :Travel Demand Forecast

CHAPTER-2
Travel Demand Forecast
2.1 INTRODUCTION

Metro Policy 2017 rightly proposes that the proposal for central assistance for
identified Metro Rail project should be mooted by the State Governments on
two counts- Firstly, because very nature of urban transport is such that it has
intricate connect with other issues of urban development making it logical that
only those who have overall perspective and feel of the city formulate the plan
for urban transport fro that city and secondly also because, the “Urban
Development” is a State Subject of the Constitution.

It is in this context that the DPR for Surat Metro is being submitted for central
assistance is not only being submitted through State Government for various
reason but Government of Gujarat (GOG) apart from its own 50% contribution
of equity is also contributing towards the cost of the land and towards taxes
and duties. More particularly the proposal for Surat Metro takes into account
the overall urban development and urban transport plan of State Government.

The policy further requires that metro rail development should follow a
“systems approach” that is comprehensive approach to planning of urban land
use and transport infrastructure.

The proposal is required to evaluate alternative modes for the most optimum
mobility plan for the city. And as such the policy puts a mandatory pre-
requisite for the city having a Comprehensive Mobility Plan (CMP) for
planning metro rail in any city.

With the above in perspective the policy allows cities with two million and plus
population to start planning for mass transit systems including metro rail
based on CMP. In this context, it is specified that Surat is a unique case
where population has already exceeded 5 million mark and shall have
approximately 07 million population by the year 2021.

Also Surat being the “Economic Power House” of Gujarat, has substantial
daily floating population from other cities. Additionally international tourist
footfall is also at Surat.

As per requirement of the city the DPR of Surat Metro Rail Project has been
prepared by DMRC which have sufficient expertise to formulate DPR for

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/81
 Chapter 02 :Travel Demand Forecast

other cities in the country. DPR of Surat Metro has been prepared keeping in
view the growing need of the city in consultation with GoG and Central
Government.

Such proposal of Surat Metro is consistent with the vision of city as articulated
in Comprehensive Mobility Plan (CMP). Also it is clarified that due to unique
position of Surat in the country both central and state governments have been
proactively involved in planning, approval, construction and operations of
Surat Metro Rail.

2.2 DOES SURAT HAVE A MOBILITY PLAN

In the year 2017, a Comprehensive Mobility Plan (CMP) for Surat city has
been got completed by Surat Municipal Corporation (SMC) through Centre of
Excellence in Urban Transport (CEPT), Ahmedabad. which mainly contains
the following:-

(1)Chapter 1:- Introduction

 Overview
 Project Background
 Surat past Efforts Towards Mobility Management
 Scope of Study
 Study Approach
 Methodology
 Introduction to Surat & Surrounding Regions
 Surat
 SUDA
 Outside SUDA
 Plan Period
 Study Area Delineation
 Traffic Analysis Zone
 Data Collection
 Report Structure and Chapter Scheme

(2) Chapter 2:- Growth Trends

 Physical Growth in Surat
 Land Use
 Land use in Study Area
 Demographic Trends
 Population Distribution
 Socio Economic Characteristics
 Family Size and Composition
 Gender Status and Household Size
 Education
 Income Distribution
 Economy Surat
 Workers in Surat
 Employment Generating Activities
 Employment Estimates Surat

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/81
 Chapter 02 :Travel Demand Forecast

 Summary

(3) Chapter 3: Existing Transportation Systems

 Vehicular Growth in Surat
 Road Network
 Regional Network
 Urban Road Network
 Road widths
 Bridges, Flyovers, ROB & RUB
 Road Network Pattern and Completeness
 Network Regional Transport-Flows and Terminals/Nodes
 Railway
 GSRTC Network
 Public Transport
 City Bus Service
 BRTS-sitilink
 Public Transport Coverage
 Intermediate Public Transport(IPT) Modes
 Non-Motorised Transport(NMT)
 Existing NMT Infrastructure in Surat
 Parking
 System Performance
 Traffic Volume
 Network Speeds
 Accidents
 Air Quality
 Benchmarking Urban Transport in Surat
 Summary

(4.) Chapter 4 People Movement in Surat

 Household Surveys
 Household Income and Vehicle ownership
 Expenditure on transportation
 Travel Characteristics
 Trip Rate
 Mode Choice
 Trip Purpose and Mode Share
 Trip Length frequency distribution
 Willingness to shift
 Summary

(5) Chapter 5 Urban Freight Movement in Surat

 Introduction
 Defining Urban Freight
 Institutional Responsibilities
 Urban freight Vehicles and Time Zones
 Primary Data Base
 External Freight Movement
 Commodity Movement
 Goods Vehicular Flows
 Truck Flows-Major Commodities

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/81
 Chapter 02 :Travel Demand Forecast

 Goods Vehicular Flows-Vehicle Load

 Vehicular Composition
 Urban Freight Generators
 Internal Goods Movement
 Manufacturing Activity Cluters
 Wholesale Trade Activity Concentrations
 Textiles Industries in Urban Freight
 Textile- Supply Chain Analysis
 Externalities to Urban Freight
 Urban Freight and Road Safety
 Urban Freight and Environment
 Land Use Conflicts
 Congestions
 Industrial Areas and Parking Management
 Summary

(6) Chapter 6: Issues and Challenges in Surat

 Managing Growth
 Inadequacies in Road Network
 Congestion
 Safety
 Lack of Public Transport
 Uncontrolled Parking
 Environment
 Summary

(7) Chapter 7: Growth Dynamics in Surat

 Growth Direction
 Proposed Future Development
 Population Projections
 Employment Projections
 Network Development
 Travel Demand Model Development
 Modelling Framework
 Model Software
 Four Stage Modelling Process
 Future year Auto(private vehicles)assignment and analysis
 Future year for Integrated Public Transport assignment and analysis
 Evaluating the Scenario

(8) Chapter 8: Mobility Vision for City

 Stakeholder Consultation
 Online Survey Results
 Vision Statements
 Goals

(9) Chapter 9: Mobility Improvement Measures

 Proposal for Integrated Land use and Urban Transport
 Proposal for Road network Development Plan
 Principles for CMP Road Network Development
 CMP Network Development

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/81
 Chapter 02 :Travel Demand Forecast

 Future Urban Road Network

 Proposed ROWs of Road network
 Proposed River Bridges, RUB/ROB
 Road alignment along DFC corridor
 Costing Road Proposals
 Proposal for Integrated Transport System
 Regional Bus Service-GSRTC
 Road Transit Corridor
 City Bus Service
 Depots and Terminals
 Proposal for Interchanges
 Fare Integration
 Intelligent Transport Management System(ITMS)
 Water Transport for Surat
 Transit Oriented Development
 TOD in Surat
 Infrastructure cost for TOD
 Value Capture and Self-Financing for TOZ
 Proposal for NMT Facility Improvement Plan
 NMT Approach in India
 Alternate Approach to Planning NMT
 Planning Process and Strategy
 Network selection for Bicycle Lanes in Surat
 Network selection for Footpaths
 NMT Street Design Principles
 Supporting Initiatives
 Mobility Management Measures
 Parking
 Accident Management
 Accident Monitoring Cell
 Junction Improvement
 Setting up speed limits for the city
 Design Improvements
 Urban Freight Proposals
 Fiscal Measures

(10) Chapter 10: Implementation Program

 Prioritization of projects
 Identification of Funding Agency
 Implementing Agencies
 Existing Institutional Arrangement-Urban Transport
 Existing Institutional Framework in the study area
 Proposed Institutional Arrangement-Urban Transport
 MATA
 Surat Municipal Corporation(SMC) as the main Co-ordinating agency

Gist of Comprehensive Mobility Plan (CMP) – 2017 of Surat City related to

MRTS Project as provided by Centre of Excellence in Urban Transport,(CEPT),
Ahmedabad, the agency engaged by Surat Municipal Corporation (SMC) to

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/81
 Chapter 02 :Travel Demand Forecast

update the CMP, has been included in this DPR which mainly contains the
following:-

 Demand Analysis for Alternative CMP Surat Metro Corridors

 Background
 Approach for analysis of alternative corridors
 Demand Assessment
 Corridor Characteristics
 Capacity of existing transport system
 Summary
 Observations
 Conclusions

2.2.1 Demand Analysis for Various Surat Metro Corridors(CMP)

2.2.1.1 Background
A Comprehensive Mobility Plan for the city of Surat has been prepared for the
year 2046 which analyses the existing travel demand pattern and city
structure and proposes road network and tentative rapid transit network for
the future year of 2046.
The Comprehensive Mobility Plan aims to retain the compact structure of the
city of Surat and proposes intensification of development along the rapid
transit corridors. The report recommends the following corridors as potential
metro network:
1. Dream city –Kamrej (28.9 km)
2. Bhesan–Umbhel (26.3 km)
3. Majuragate to Karamala (15.8 km)
This report presents demand analysis and network characteristics, in order to
assess suitability of metro for these three corridors.
2.2.1.2 Approach for analysis of alternative corridors
For assessing suitability of metro mode for the proposed rapid transit
corridors, following factors have been considered:
1. Demand assessment along the corridor
2. Characteristics of the corridor
3. Capacity of existing transport system and its ability to handle future demand

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/81
 Chapter 02 :Travel Demand Forecast

2.2.1.3 Demand Assessment

An assessment of potential ridership on the three CMP metro corridors for
the future years of 2026 and 2046 has been undertaken. An analysis of
future PT ridership is important to assess suitability of a metro or another
rapid transit mode.
The demand outputs interims of peak passenger flows (PHPDT) for the year
2026 and horizon year 2046 has been presented in the table 2.1. It can be
seen that Dream City to Kamrej has the highest passenger flow of 16000
PHPDT in 2026 going up to 46000 PHPDT in 2046. The other two corridors -
Bhesan – Umbhel and Majuragate to Karamala has a demand of around
24000 PHPDT and 19500 PHPDT in 2046 respectively.
2.2.1.4 Corridor Characteristics
A description of the corridors in terms of the road widths and adjacent land
uses has been presented below:
i. RTC 1: Dream City to Kamrej/ Vav
Dream city to Kamrej/ Vav corridor is about 29 km long cutting across the
city centre and also connecting two far ends of the city. This corridor can be
divided into three parts, i.e. Dream City to Majura Gate, Majura Gate to
Surat railway station, Railway station to Sarthana and Sarthana to Kamrej/
Vav based on the adjacent land use characteristics.
The section from proposed Dream city to Majura Gate is about 8km, of
which Majura Gate to Althan is fairly densely developed with mixed uses-
industries, educational institutions, commercial and lower and middle
income residential land uses. The section from Althan to Dream City is
currently developing with residential and commercial land uses coming up in
this area. Recently, SGCCI has developed a huge Exhibition Centre on this
corridor towards proposed Dream City, which is likely to be a major
attraction node in near future. Dream city is the one of the prestigious
projects of Surat for which master planning is completed and the
construction is underway. Envisaged as the diamond hub of India, it is
expected to generate huge employment in future. The existing Row of entire
corridor connecting from Dream City approach to Majura Gate is ranging
from 18-24 m which is proposed to be widened up to 30 m as per the CMP.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/81
 Chapter 02 :Travel Demand Forecast

Majura Gate to Railway station corridor passes through the city centre area
which is very densely built up. The development consists of commercial, retail
local markets, government buildings etc. The inner city is the major
employment and attraction area in the city. The existing Right of Way (RoW)
from Majura Gate to Railway station is ranging from 15 to 24 m which is not
ideal for any kind of at-grade transit system, but being the major node of the
city, it is important to connect this area with rapid transit system. The area
around Railway station is also a major node. GSRTC and the existing city bus
terminals are also located in close proximity to the station, owing to which this
node is already been planned and developed as the multimodal transit hub.
There is already an operational BRT from Railway station to Kamrej via
Sarthana and Valak. The section from Railway station to Sarthana is highly
dense with mostly commercial and retail markets. It also provides direct
access to Hirabaug and surrounding area which is the existing diamond hub
of the city. There are many power loom clusters situated along the corridor
which operate 24 x 7. The small segment from Railway station to Hirabaug is
having a Row of 36m currently, which is proposed to be widened to 45m in
the CMP.
The section from Sarthana to Kamrej is currently developing; Kamrej is
already connected to the railway station directly through BRT. There is an
alternative node -Vav, 3 kms south of Kamrej on the national highway, which
can also be considered for connecting through a rapid transit corridor in
future. The section from Sarthana to Vav via Pisodarais proposed to be 45m
RoW in CMP while Sarthana to Kamrej is already having BRT system
operational with 60m RoW.
ii. RTC 2: Bhesan to Umbhel
Bhesan to Umbhel corridor of around 28km length passing through city
center via Adajan, Majura Gate, Kamela Darwaja and Saroli. This corridor can
be divided into three parts; i.e. Bhesan to Adajan, Adajan to Saroli and Saroli
to Umbhel.
Bhesan to Adajan is the main street of the western part of the city with
existing RoW ranging from 24m to 36m. A very small segment of around 3 km
from Bhesan to L P Savani has 24m RoW which is proposed to be widened to

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/81
 Chapter 02 :Travel Demand Forecast

30m in CMP proposal. Roads with 30m and above are appropriate for
development of any kind of rapid transit system.
Bhesan to Adajan is the section with predominant upper and middle income
group residential development. Along the corridor, mixed land use with retail
shops and market on the road abutting properties can be seen. Many schools,
hospitals and recreational activities are also located along this corridor. This
corridor provides direct connectivity with city center area.
The corridor from Adajan to Saroli via Athwa gate, Majura gate, Kamela
Darwaja, is predominantly commercial. There are many government offices,
colleges and major hospitals in the section from Adajan to Majura Gate. Civil
Hospital and B D Mahavir Heart Hospital are the two big hospitals located
along this section. Majura Gate and Udhana are major destinations because
of textile and ancillary industries lying on this corridor. Udhana junction is on
the BRT corridor connecting Sachin. Udhna to Kamela Darwaja is a high
employment zone because of location of textile markets and industries along
this section. Kamela Darwaja to Parvat Patiya through Mithi khadi is again
predominantly lined with textile markets and industries on both side. From
Parvat Patiya to Saroli, a lot of new textile markets are coming up on both
sides.
The existing RoW on Ring Road is 60m;KamelaDarwaja to Canal corridor, it is
24m and again from Canal corridor to Saroli, it is 60m. There is a proposal of
widening from 24m to 30m the section from Kamela Darwaja to Canal corridor
in CMP.
As per initial discussions with SMC, there is also a proposal of station for High
Speed Rail (HSR) near Umbhel, owing to which major external demand is
expected at this node in future. Saroli to Umbhel corridor via Chedcha and
Ladvi is about 8km long. It passes through the vacant area currently but there
is a proposal of continuous road from Saroli to Umbhel with 45m of RoW. In
future, this corridor would provide connectivity to HSR station and vacant land
along this corridor may have an opportunity to be developed as high density
commercial and residential land use.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/81
 Chapter 02 :Travel Demand Forecast

iii. RTC 3: Majura Gate to Karmala

The corridor from Majura Gate to Karmala via Ved has a length of about 15
km. Currently the city does not have direct connection across the river, and
there is no development on the other side of the river. There is a proposal of
connection across the river from Ved to Karmala with 45m of RoW that will
also attract development to happen across the river and will also provide
direct connection to city center from other side of the river.
The Majura Gate to Ved via Chowk and Katargam has length of about 8km,
with varying RoW from 18m to 36m. A lot of government offices, local and
informal markets are located along this corridor. The Katargam area has
existing textile industries on one side and the other side of the corridor has
predominantly residential land use with middle and upper middle income
group of societies. Ved is an existing gamtal having predominantly residential
development. There are also many educational institutes are located along
the corridor.

2.2.1.5 Capacity of existing transport system

An analysis of vehicular traffic along the corridor with and without the rapid
transit corridor has been undertaken, in order to ascertain the importance of
the transit corridor. This would help assess the need for the project - what will
be the status if the alternative is not implemented. Two indicators have been
looked at:
1. Congestion relief because of metro: % corridor congested with VCR more
than 0.9 in with metro and without metro scenario.
2. Travel time benefits: Travel time along the corridor and time savings in with
metro and without metro scenario.

The results of this analysis has been presented in the summary table below.

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/81
 Chapter 02 :Travel Demand Forecast

2.2.1.6 Summary
Table 2.1 : Summary of Analysis
Passenger Passenger Congestion relief (2046)
demand on demand on Existing Pvt.
Pvt. Veh. Vehicular
the corridor the corridor Predominant With Without Veh.
Approx. Time in travel time
Rapid Transit (PHPDT) (PHPDT) Land use Proposed Road metro - metro - Time in
Length Min. saving (with
Corridors (RTC) (with (with characteristics widths (m) in CMP % of % of Min.
(km) (without versus without
Project Project along the Corridor Corridor (with
metro) metro)
scenario) – scenario) - corridor congested congested metro)
2026 2046
1. Dream City to
29 16000 34000 29% 43% 78.24 88.01 11%
Kamrej/ Vav
Existing is 18 - 24 and
A. Dream city to Residential and proposed to be
8 7300 19500 55% 69% 23.0 22.9 0%
Majura Gate commercial widened to 30m in
CMP
Commercial and
B. Majura Gate to historically
4 16000 33500 Existing is 15 - 24 m 61% 76% 18.74 22.53 17%
Railway Station developed local
markets
Diamond
Existing is 36 - 60 and
industries,
C. Railway Stn to proposed to be
9 15000 34000 Textile looms & 15% 38% 19.53 24.21 19%
Sarthana widened to 45 - 60 m
Industries and
in CMP
commercial
Under
Existing Sarthana to
development
D. Sarthana to Kamrej - 60 m
7 4000 11000 phase, 0% 2% 16.97 18.37 8%
Kamrej/ Vav Propsoed from
opportunity to
Sarthana to Vav - 45m
develop as TOD
2. Bhesan to
28 6500 24000 28% 42% 81.1 88.9 9%
Umbhelv

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/81
 Chapter 02 :Travel Demand Forecast

Passenger Passenger Congestion relief (2046)

demand on demand on Existing Pvt.
Pvt. Veh. Vehicular
the corridor the corridor Predominant With Without Veh.
Approx. Time in travel time
Rapid Transit (PHPDT) (PHPDT) Land use Proposed Road metro - metro - Time in
Length Min. saving (with
Corridors (RTC) (with (with characteristics widths (m) in CMP % of % of Min.
(km) (without versus without
Project Project along the Corridor Corridor (with
metro) metro)
scenario) – scenario) - corridor congested congested metro)
2026 2046
Residential and
Existing 24 - 36 m and
mixed land use
A. Bhesan to proposed to be 15.6 17.5
7 5800 16500 with 12% 18% 11%
Adajan widened to 30 - 36 m
recreational
in CMP
activities
Commercial, Existing 36 - 60 m and
B. Adajan to Textile markets proposed to be 43.5 48.6
11 6500 24000 69% 88% 10%
Saroli & industries and widened to 60 m in
public buildings CMP throughout
C. Saroli to 45 m RoW proposed 22.0 22.9
8 3000 10000 Mostly vacant 0% 15% 4%
Umbhel in CMP
3. Majura Gate to
15 4400 19500 25% 44% 46.1 59.6 23%
Karmala
Existing 18 - 36 m
Residential and
A. Majura Gate to Proposed to 36 m
7 4400 19500 Katargamtextile 48% 64% 26.2 34.3 24%
Ved (except section in old
power looms
city)
Existing - No
connection across
B. Ved to river
9 4300 19200 Mostly vacant 0% 22% 19.9 25.4 22%
Karmala 45 m proposed in
CMP with river bridge
connection

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/81
 Chapter 02 :Travel Demand Forecast

2.2.1.7 Observations
Rapid Transit Corridor 1: Dream City to Vav
Rapid Transit Corridor 1 section from Majura Gate to Sarthana section has the
maximum PHPDT about 34000 in year 2046 which is considerably high. In the
year 2026 also, the demand is 15000 PHPDT. In order to accommodate
passenger flow of this magnitude, a metro system is more appropriate. The
section from Dream City to Majura Gate is not fully developed as yet and has
the proposed diamond hub ‘Dream City’ coming up in the future. The demand
along this section is therefore expected to increase from 7300 PHPDT in 2026
to 19500 PHPDT in 2046. The rapid transit corridor in this section would
support the proposed Dream City development and hence can be considered
for metro along with Majura Gate to Sarthana section.

The demand build up from Sarthana-Kamrej/Vav is comparatively slower as

this section is currently vacant and the development of the area is expected to
happen post 2026. This section can therefore considered for metro in Ph- II
with and without project analysis shows that this corridor if planned as a metro,
would reduce the congested network length to 30% in comparison to 44% in
the ‘Without metro’ scenario. The travel time saving along this corridor would
be around 10% in with metro scenario.

Rapid Transit Corridor 2: Bhesan to Umbhel

Bhesan –Umbhel rapid transit corridor connects western part of the city to the
city centre and commercial area coming up along Saroli corridor. As
presented in the summary above, the section from Bhesan to Saroli (i.e. A &
B) has16500-24000 PHPDT in 2046 according to demand assessment. In the
year 2026, the passenger demand is around 5800-6500 PHPDT. Saroli-
Umbhel section demand in 2026 is 3000 PHPDT increasing to 10000 PHPDT.
However, as and when the High Speed Rail corridor and station comes up,
external passenger demand would also get added to this corridor. With and
without project scenario shows an overall 10% benefit in terms of private
vehicular travel time along the corridor.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/81
 Chapter 02 :Travel Demand Forecast

Since the passenger flow from Bhesan- Saroli section is more than 15000
PHPDT in 2046, it is proposed to consider metro as the mode for Bhesan-
Saroli section. Extension of this corridor to Umbhel may be considered in
Phase II based on HSR project implementation and demand analysis.

Rapid Transit Corridor 3: Majura Gate to Karmala

This corridor has a passenger demand of around 19000 PHPDT in year 2046.
Majura Gate to Ved section is about 7km, which is predominantly residential
in the Ved area and has textile industries and power looms towards
Katargam. Looking at the demand, this corridor can be recommended for
metro system, however owing to road width constraints in the Majura Gate to
Katargam section, underground metro may have to be considered. The
section from Ved to Karmala is completely vacant and currently there is no
connection across the river. This road network has been proposed with 45 m
RoW in CMP which will also attract development in future. This proposed
growth towards north of the city may take time to build up. The 2026 demand
for both the sections is not very high (around 4400 PHPDT). This corridor may
hence be considered in Phase II. In terms of travel time, significant savings to
the tune of 25% is observed.

2.2.1.8 Conclusions

Based on the demand analysis, it can be concluded that all three corridors
may be considered for metro. However, in the first phase following corridor
/corridor sections are recommended:
 Dream City- Sarthana
 Bhesan-Saroli
For Phase II, Majura Gate- Ved can be considered. The extension to
Karamala based on road network development and demand build can be
considered after demand assessment. Similarly, extensions from Sarthana-
Kamrej/Vav and Saroli-Umbhel can be taken up in the subsequent phase.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/81
 Chapter 02 :Travel Demand Forecast

2.3 Travel Demand Assessment and Forecasting

2.3.1 Study Background

A metro system is being proposed for the city of Surat, for which Delhi Metro
Rail Corporation (DMRC) is preparing a Detailed Project Report. The Centre
of Excellence in Urban Transport, CEPT University was commissioned by
Surat Municipal Corporation in the year 2016 vide their letter no. CE-Spl.
Cell/Out/339 dated 31.08.2016 for undertaking demand assessment for
alternative metro corridor proposals. The objective of this study was to carry
out demand forecasting for metro corridors which could aid in preparing the
Detailed Project Report. CEPT University Ahmedabad has forwarded final
report on Traffic & Transportation assessment for Surat Metro Rail Project in
two volumes (Vol. I & Vol. II) vide their letter No. CEPT/SM/2017/04/01 dated
24-04-2017. The same shall be sent separately.

As per the Comprehensive Mobility Plan and Alternative Analysis, three

corridors - Dream City to Sarthana, Bhesan to Saroli, Majura Gate to Ved are
being proposed for metro (Refer Map 2-1).Alternative alignments of the
corridors have been studied and evaluated using a demand modeling
exercise to arrive at the most suitable one based on the ridership levels.

2.4 Past Studies

Several transport studies have been carried out till date for Surat which served
as a useful base to understand past trends and the city’s context:

 In 1992, CRRI had produced Comprehensive Traffic and Transportation Study

with SMC.

 Development Plan for Surat prepared by SUDA in 1998, approved in 2004.

 City Corporate Plan – 2001 (Plan initiated by SMC and prepared by CEPT)

 Surat Vision – 2020 (Undertaken by SMC and assisted by CEPT)

 City Development Plan – 2005 (initiative under JnNURM by SMC with

technical support from CEPT)

 CTTS – 2006 Draft Final Report (Study initiated by SMC and prepared by
CRRI)

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/81
 Chapter 02 :Travel Demand Forecast

 Integrated Public Transport Study – 2006 Draft (assignment by GIDB,

prepared by CES)

 Sustainable Transport System for Surat – 2007 (CEPT Study)

 Comprehensive Mobility Plan – 2008 (initiated by SMC, technical support by

CEPT)

 Bus Rapid Transit System (BRTS) Plan – 2008 (initiated by SMC, technical
support by CEPT)

 Bus Rapid Transit System (BRTS) Phase 2 & 3 – 2012 (initiated by SMC,
technical support by CEPT)

 Service Level Benchmarks in Urban Transport for Surat City -2012

 Comprehensive Mobility Plan for Surat City - 2017

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/81
 Chapter 02 :Travel Demand Forecast

17/67

Map 2-1: Metro Corridors Options

Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/81
 Chapter 02 :Travel Demand Forecast

2.5 Study Area Delineation

The first step of the process was to define the study area for modelling
purposes. Surat is the major urban area in the region, with strong linkages to
urban centers in and around Gujarat. The Dedicated Freight Corridor (DFC)
passing through the region along with the Delhi-Mumbai Industrial corridor
(DMIC) is expected to trigger huge investment and growth in the near future.
The Development Plan of 2035 has identified growth nodes in Olpad and
Kamrej with residential areas to be developed in these areas. The recent
Development Plan 2035 Surat Urban Development Authority has increased its
area to include all the above mentioned developments from 715 Sq. km to
1351sq.km. Hence for this study, the Development Plan area is considered as
the study area.

 Surat Urban Development Authority (SUDA)

SUDA was constituted in 1978. It now has a spatial extent measuring 1351
sq.km. Its jurisdiction lies both right and left banks of the Tapi river, which
includes the area of Surat Municipal Corporation (SMC), two INAs, 15 urban
areas and 182 villages.

 Surat Municipal Corporation (SMC)

The area within the Surat Municipal Corporation limits consists of:
o The traditional city centre, known as the ‘Old city’ with relatively high-density
development, large concentration of commercial activities and narrow
streets.
o The southern and eastern part of the city is recognized as the industrial
zone of the city, with large and small industries and low income residential
areas.
o Presence of textile market along certain areas of the Ring road.

2.5.1 Growth Potential of Surat

The total population of the study area was 50.87 Lakh in 2011 with an annual
growth rate of 4.3 % (2001-2011). It is estimated that in year 2016 there are
59.29 people residing in the study area. The future population is considered
based on Surat Development Plan 2035. Based on growth trend estimated,
population for year 2046 is projected to be around 1.25crore and population
for year 2026 and 2036 has been taken from the DP 2035.

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/81
 Chapter 02 :Travel Demand Forecast

Table 2-2: Population Projections

Year Population CAGR

2011 50,81,856 -
2016 59,29,821 3.13%
2021 73,00,000 3.69%
2026 85,50,000 3.53%
2031 98,00,000 3.34%
2036 110,00,000 3.14%
2041 118,50,000 2.86%
2046 125,00,000 2.60%

The following presents the proposed developments which are likely to have
an impact on spatial growth of Surat city:
 The Dedicated Freight corridor (DFC) passing through the region along with the
Delhi-Mumbai Industrial corridor (DMIC) is expected to trigger huge investment
and growth in the near future. Surat industrial growth region zone has also been
identified as a part of the recent Development Plan 2035. As a part of the
proposal, an industrial belt is identified towards the west of SMC connecting
industrial location in Hazira to the DFC corridor near Gothan. Along with this, an
industrial corridor along the broad gauge railway line near Gothan- Kosad is also
proposed.
 SUDA had declared industrial zone in Pandesara GIDC, Udhna GIDC, Katargam
GIDC, and Navagam GIDC. SEZ were also proposed in Sachin GIDC (SURSEZ
Diamond & Gem Dev Corporation) and Vanj GIDC (Surat Apparel Park Gujarat
Industrial Dev. Corporation). Apart from these, GIDC has also developed Hazira
Special Investment Region.
 The Proposed Draft Development Plan 2035 aims to formulate an efficient and
inclusive development of SUDA region. Some salient features are as follows:
o Population is expected to reach 110 Lakh by the year 2035. Hence land use
categorization has been done with a view to accommodate an additional 60
Lakh population.
o 9 major growth nodes to accommodate development have been identified,
namely; Olpad, Kathor, Kamrej, Kadodara, Palsana, Dream City, Hazira and
Tena.
o Increase in percentage of urbanized land from 289 sq.km in the year 2015 to
787 sq.km.
o Zone dedicated as Gamtal in Development Plan 2004 has been kept intact.
A village extension zone of about 200-300m, from the boundary of the
Gamtals has been proposed in order to ensure natural growth of villages. If
population is less than 5000, the Village Extension Zone should be 200m
from the Gamtal boundary, otherwise 300m.

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/81
 Chapter 02 :Travel Demand Forecast

o Total residential area proposed is 358 sq km, which accounts for about 48%
of the total urbanized area proposed.
o Existing hazardous industries within Surat city area, measuring about 4.3 sq
km, are proposed to be shifted to the newly added Pinjarat village. Total area
proposed as industrial zone is 136 sq km.
o In order to link Hazira Industrial Zone with the rest of the country, there is a
need to establish strong dedicated transportation and communication
network. In the light of this, an industrial corridor along broad gauge railway
line near Gothan - Kosad has been proposed. This corridor would link Hazira
to the existing Delhi - Mumbai railway line and is about 30kms long.
o The region would be developed through TP Scheme, under GTPUD Act by
forming a special purpose vehicle exclusively for the purpose.
o A ‘Dream City’ is being planned to provide a global trading platform to the
diamond traders. The Dream City will develop as a smart city which would
help in developing skills in the diamond sector. The zone is proposed in part
of Khajod village.
o New commercial zone has been proposed in Chaltan village, near NH-8,
which has a potential to develop as a commercial centre for APMC. Total
commercial zone proposed in Development Plan 2035 is 12 sq km,
accounting for about 1.50% of total urbanized area.
o A 90m wide Outer Ring Road (ORR) has already been proposed for Surat
city. A new Regional Ring Road of 120m width and 116km length in SUDA
area, acting as a gateway for traffic towards Mumbai and Ahmedabad is
proposed. Another 60m wide ring road is proposed between the two ring
roads to accommodate the proposed residential zone. All three ring roads
are connected to the growth nodes and other major city centres through a
network of major radials of 90m, 60m, and 45mwidth.
o Apart from these, there is additional road network proposed for SUDA. The
total road length proposed in Development Plan 2035 is more than 2200 km,
out of which total major roads proposed have a total length of 917km.
o Other proposals include Dream City project in Khajod area, development of
multimodal transportation hub at Surat Railway Station etc.

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/81
 Chapter 02 :Travel Demand Forecast

Map 2-2: Study area-Existing Administrative boundaries and identified Growth Centers
Source: CoE-UT, CEPT University

The study area defined thus is an amalgam of:

Table 2-3: Study area Details

Study Area
Comprises of
Region (sq. km)
SMC 326.52 89 wards

SMC area, 11 urban area {Bharthana Kosad (CT), Bhatha (OG), Bhatpor
(OG), Chalthan (CT), Ichchhapor (CT), Kadodara (CT) ,Kansad( M),
OLD SUDA 715
Kavas(OG), PardiKanade(CT) , Sachin(CT), Talangpor (OG) and Varelli
(CT)} ,1 INA (Sachin INA)86 villages
NEW
SUDA SMC area, Old SUDA, 4 urban areas (Amboli (CT), Limla (CT), Mora
1351
(Since (CT), Sayan (CT)), 1 INA ( Hazira) and 96 villages
2015)
Total 1351 SMC area, 2 INA, 15 urban areas and 182 villages
Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/81
 Chapter 02 :Travel Demand Forecast

2.6 Zoning

The study area is subdivided into smaller areas known as Traffic Analysis
Zones (TAZs). TAZs are delineated taking into account various factors like
administrative boundaries, physical barriers such as water bodies, railway
lines, highways and homogenous land uses.

The following the criteria were used while delineating the TAZ boundaries.
 Road network
 Existing and planned transportation facilities; and
 Boundary compatibility
 Physical geography (physical barrier such as river, canals, railway lines, etc.)
 Census/Administrative boundaries: Entities using travel demand models often
need to analyze travel patterns relevant to certain predefined political
geographies, such as wards, cities, districts etc.
o Socioeconomic data (existing and future)
o Homogeneous land uses, where feasible
In SMC, 89 wards were further split to form TAZs. Based on the above
criteria, around 313 TAZs were identified. Similar exercise was also carried for
the SUDA area and in most of the cases the concept of one village as one
TAZ is adopted, in some cases the bigger villages were split into two or more
TAZs. TAZs inside the study area, or model boundaries, is defined as internal
zones. Those zones outside the study area along the model boundaries are
defined as external zones. The area, outside the study area is aggregated into
larger zones along the various directions of travel, which are known as
external zones. Six external zones have been identified as per the direction of
incoming/outgoing traffic as below:

Table 2-4: Traffic direction from external TAZs

Sr. No. From Direction Code
1 To / From Mangrol 12001
2 To / From Umbarpada 12002
3 To / From Mandvi 12003
4 To / From Bardoli 12004
5 To / From Navsari 12005
6 To / From Ankleshwar 12006
Thus, a total of 521 zones which includes 515 internal and 6 external zones has
been use in the transport model.

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/81
 Chapter 02 :Travel Demand Forecast

Table 2-5: TAZ distribution in study area

Area No. of TAZ
SMC 313
SUDA (old) 102
SUDA (new) 100
Total Study area (Internal) 515
Outside study are (External) 6
Total No of TAZ 521

Map 2-3: Study area zoning

2.7 Model Development

A standard four stage modelling process has been followed to project travel
demand and metro ridership in future. An overview of the modelling approach
is presented below. This public transport model has been developed using
EMME 4.0.8 software. For the analysis of travel pattern four trip purposes -
Home based Work, Education, Others, Non-home based, has been taken into
account.

2.7.1 Modelling framework

A detailed four stage modelling has been carried out for the Public Transport
Operations Plan and Comprehensive Mobility Plan being prepared for Surat.
The study area defined has been taken as the modelling area and has been

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/81
 Chapter 02 :Travel Demand Forecast

subdivided into 515 internal TAZs and 6 external TAZs. A public transport
model consisting of major road network in the study area along with the
existing public transport network of City bus, BRTS was prepared and
calibrated for the base year 2016. The same model has been used for the
metro demand modelling exercise.

2.7.2 Model Period and Horizon Years

The base year has been taken as 2016. A 30 year forecast period has been
taken with 2021 being the start year of the project and 2046 being the horizon
year. Intermediate years for forecasts have been taken as 2026 and 2036.The
model period for assignment is one hour morning peak. Appropriate
expansion factors have been used for computing average daily ridership.

2.7.3 Scenario Specification Framework

The following scenarios are developed for this study:

Table 2-6: Scenario Development

Future scenarios Network Demand

As per DP
Gradual Growth Scenario Existing network + Population and
Proposed Metro & Employment distribution
other PT
Intensification along
improvement
Rapid Growth Scenario proposed metro
alignments

2.7.4 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.

2.7.5 Data collection

This study has based its information from several studies undertaken in the recent
past, in addition to some primary surveys and secondary surveys undertaken.

Following sets of data collected from primary surveys have been used for this study:

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/81
 Chapter 02 :Travel Demand Forecast

2.7.5.1 Primary Data

1. Household Survey Data

There are estimated 14,14,626 households in the study area in the year 2016.
For estimating the base year demand, the study has used the available
household survey data carried out as part of Public Transport Operations Plan
for Surat. An additional 3000 households were surveyed as part of this study
taking the total household samples to be around 15777 (1.12%) households
for the city of Surat.

2. Terminal Surveys

Terminal surveys were carried out to estimate the external public transport
demand at major transport nodes of GSRTC and railway station. In the year
2016, passenger counts and origin-destination surveys of passengers were
carried out at five such nodes - Surat railway station, Surat Central Bus
Station, Udhna Bus depot, Kamrej Bus Station and Adajan Bus Station.

3. Cordon Point/ Classified Volume Counts & Road Side Interview Surveys

These surveys were carried out to estimate the external private and goods
vehicles demand for the study area. Classified Volume Counts and Road Side
Interviews were carried out at 7 cordon points for 24 hours for all modes in the
year 2016. A total of 22,000 vehicles were interviewed through Road Side
Interview method for all 7 cordon points. Further, for an existing situation
analysis, additional CVC counts were carried out. Some CVC counts were
available from the previous study of Benchmarking for the city of Surat in
2015-16 and ongoing study on PT Operations Plan.

4. Speed and Delay surveys

Travel speed surveys were carried out on major corridors of the city as part of
the Benchmarking study of Surat in the year 2015. Additional surveys in 2016
were carried out on some major roads which were not covered in the past
studies. This information was critical for calibration of the traffic assignment
model for the base year.

5. Screen Line Surveys

Classified Volume Count Surveys at screen line locations were carried out to
calibrate the transport model. Screen line surveys in the year 2016 were
carried out at 27 screen line locations in the study area for 16 hours.

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/81
 Chapter 02 :Travel Demand Forecast

6. Occupancy Surveys

Occupancy surveys are carried out to calibrate the transport model.

Occupancy surveys in the year 2016 were carried out at 27 screen line
locations in the morning and evening peak.

7. Activity Surveys (Employment Data)

For estimating the employment in the base year, property tax data of SMC
was used. There are 76 property tax wards in SMC, having a total of 3.62
Lakhs non-residential properties (2016). A primary survey of around 3000
non-residential properties across 76 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.

8. Willingness to Pay and Shift survey

Willingness to Pay and Shift survey has been carried out in 2016 at activity
ends (non-residential property ends) to assess the likely shift to integrated
public transport system of metro, BRTS and city bus under different
conditions. A total of 1000 samples have been carried out.

2.7.5.1 Secondary Data

2.7.5.1.1 Existing Land use

Four Development Plans have been prepared till date for the city of Surat-
1978, 1995, 2004 and the recent plan of 2016.These were reviewed to
analyse proposed land use scenarios. Additional surveys have also been
carried out along the proposed metro corridor to have a detailed mapping of
land use.

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/81
 Chapter 02 :Travel Demand Forecast

Map 2-4: Existing Land Use Plan – 2015 Map 2-5: Proposed Development Plan - 2035
Source: Draft Development Plan 2035

Table 2-7:Land Use Classification

SUDA % of SUDA % of
No Type of Zone Area in Urbanized Area in Urbanized
2014 land 2015 land
1 Residential 102.49 51.9 136.94 47.43
2 Commercial 4.66 2.3 5.71 1.97
3 Industrial 38.89 19.71 74.61 25.84
Educational Public
4
Purpose 13.6 6.89 17.52 6.06
Recreation garden and
5
open space 2.34 1.18 2.46 0.85
Transport &
6
Communication 35.31 17.89 51.48 17.83
7 Agriculture
517.71 1062.81
8 Non-Urbanized Area
Total 715 1351.53
Source: Surat Development Plan (2004, 2035)

The existing land use distribution (for the year 2015) shows that there has
been a substantial increase in the area under residential use, followed by the
area under industrial use. The development is occurring in the south, south-
west and towards the north, north-eastern side of SUDA, with planned and
unplanned growth. The land use trend of Surat shows that increase in
industries have led to growth in residential areas. It is observed that the
walled city is a densely populated area, with a huge concentration of
commercial activity. The commercial land use has increased from 466
hectares to 571 hectares in a span of just one year; thereby depicting the
importance of Surat as an important trade centre.

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/81
 Chapter 02 :Travel Demand Forecast

The speed with which industries have grown in SUDA has been so
tremendous that now there is no land available for industrial growth. The
industrial zones dedicated in DP 2004 have already been occupied to its full
capacity. Some hazardous and obnoxious industries are located within
residential areas of Surat city. This can negatively affect the health,
environment and overall livability of the people. These polluting industries
occupy an area of about 4.3 sq km. There is a proposal in DP 2035 to shift
these industries and locate them outside of the residential areas.

2.7.5.1.2 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 existing road network has been taken for
developing the base year road network for the study area. For the proposed
road network, Draft Development Plan of SUDA 2035 has been referred.

2.7.5.1.3 Details of Public Transport Services

In order to develop an understanding of base year public transit services,

detailed service information from Surat Siti link Limited, Rainbow Tours and
Travels Private Limited 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.

2.8 Existing Network and Travel Characteristics

The city of Surat is well connected by road, rail and air transport. Several
National and State Highways pass through the city; as a result traffic coming
through the city is very high. The city’s transportation system is predominantly
road based. Dependence on individual modes and intermediate public
transport is high due to the absence of sufficient public transport system.
Though roads are generally wide, network design and development is not
complete.

This chapter provides an overview of the existing road transportation system

outlines the travel characteristics and presents the demand forecasting
carried out for estimating ridership on metro.

2.8.1 Road Network: Pattern, Length and Distribution

The street network in Surat can be classified as ring-radial, with grid iron
pattern at local level. There are eight radials and one complete ring (inner ring
road). Majority of the vehicular load is taken by the inner ring road which

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/81
 Chapter 02 :Travel Demand Forecast

connects to all important roads. All roads in the walled city are congested due
to high volumes of traffic and constrained widths varying from 12m to 18m.
Within the developed area, road density is high but roads are narrower. The
existing road network length of Surat is around 2230 kms (2016).
Other than the National Highway Authority which maintains the National
Highways, the State Roads and Building Department along with the two urban
local bodies; SMC and SUDA, are responsible for developing, operating and
maintain road infrastructure.

Table 2-8: Total road network length in study area in year 2016

Jurisdictional Area Road length (km) % of road

SMC 1005 45 %

SUDA 1225 55%

Total Study Area 2230 100%

Source:CoE-UT, CEPT University

Map 2-6: Existing road network in study area

Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/81
 Chapter 02 :Travel Demand Forecast

2.8.2 Details of Existing and Proposed Road Networks

For preparing a base model on Emme, network coding of the study area for
both base and future year is important. The existing road network has been
taken for developing the base year road network for the study area. For the
proposed road network, draft Development Plan of SUDA 2035 has been
referred.

2.8.3 Travel Speeds

To ascertain travel speeds across the network, speed and delay surveys were
also carried out. The Map below shows travel speeds across the network. The
travel speeds along most of the corridors are more than 25 kmph except old
city area.

In Surat city the speed profile of the strategic network has high average speed
on NH and SH and lower travel speeds on MDR and internal roads. The
average speed of 2Wh is 30 kmph, followed by 4Wh and 3Wh i.e. 29 kmph
and 22 kmph respectively. Though public transport share in Surat is very low,
the average speed of public transport is 22 kmph, i.e. BRTS and city bus
together.

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/81
 Chapter 02 :Travel Demand Forecast

Map 2-7: Average speed of 2 wheeler

Map 2-8: Average speed of 3 wheeler

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/81
 Chapter 02 :Travel Demand Forecast

Map 2-9: Average speed of car

Map 2-10: Average speed of public transport

Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/81
 Chapter 02 :Travel Demand Forecast

2.8.4 Temporal traffic variation

Classified Volume Count Surveys have been carried out on major screen lines
i.e. Tapi river, railway line and khadi. Screen lines are physical barriers like
railway line, river passing through the city dividing them into parts. The river
bridges, rail over-bridges or rail underpasses and Khadi bridges have been
taken as the screen line locations. The main objectives with which CVC
surveys has been carried out are to analyze temporal traffic pattern in the city
and to validate the private vehicular assignment model.

There were 27 screen line locations where classified volume count surveys
were conducted for 16 hours (7:00 am to 11:00 pm). The surveys were carried
out by installing video cameras at the screen line locations. This was followed
by manual classified traffic counts from the captured videos. The traffic
surveys were carried out in the months of August and September 2016 and
while doing so Government holidays and rainy days were avoided for surveys.

Map 2-11: Screen line locations for CVC

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/81
 Chapter 02 :Travel Demand Forecast

Figure 2-1: Temporal traffic distribution

The graph above represents comprehensive traffic pattern of 27 locations.

The morning peak hour is 9:30 to 10:30 am which contributes nearly 10% of
the day traffic, whereas evening peak hour is 7:00 to 8:00 pm.

2.8.5 CVC (Mid-block) on Metro corridors

This survey was conducted in the month of February 2017 on normal

weekday for duration of 16 hours. This survey was carried out to understand
the traffic flow on the proposed Metro corridors. The survey was conduction
for 15 locations; 11 locations on Corridor-1 i.e. Dream City to Sarthana and 8
locations on Corridor-2 i.e. Bheshan to Saroli for one day (16 hours).

Map 2.12:Midblock CVC along final metro corridors

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/81
 Chapter 02 :Travel Demand Forecast

Table: 2.9: Traffic Volume in PCUs (16 hours) along proposed metro corridors

Location No. of Vehicles PCUs

Location Name Direction
No. 2Wh 3Wh 4Wh Bus BRT Others Total Total

Corridor1 : Dream City to Sarthana

Towards Kamrej
40133 6754 11519 1058 76 1549 61089 56513
C1-1 Sarthana Nature Park
67351
From Kamrej 49388 8265 13673 886 80 2172 74464
Towards Sarthana Nature
Park 117427 13071 19144 916 104 1739 152401 129062
Shree Swami AtmanandSaraswati
C1-2
Institute of Technology
From Sarthana Nature Park
132631 14975 17673 850 80 1815 168024 141554
Towards Surat Railway
Station 26370 7264 962 331 0 138 35065 30924
C1-3 Mahidhapura Police Station
From Surat Railway Station
31575 9771 2948 346 0 373 45013 40453
Towards Majura Gate
18684 4469 3015 41 0 355 26564 23498
C1-4 MachhiwadKhari Road
18770
From Majura Gate 13763 4278 1922 43 0 244 20250
25699
Towards Bhatar Road 18407 7085 2405 102 0 201 28200
Central Bank of India - Bhatar
C1-5
Road 29409
From Bhatar Road 20304 8313 3324 61 0 225 32227
17556
Towards Citilite, Parle Point 11053 2269 5506 55 0 368 19251
C1-6 Aashirwad Enclave
16936
From Citilite, Parle Point 10845 2145 5266 55 0 341 18652
80833
Towards Varaccha 69647 12225 9632 462 0 1173 93139
C1-7 Khand Bazar Underpass
59287
From Varaccha 48210 11661 6592 267 0 682 67412
48470
To Delhi Gate 36403 9599 6179 613 3 837 53634
C1-8 Lambe Hanuman Underpass
24277
From Delhi Gate 13111 9712 990 367 0 318 24498

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/81
 Chapter 02 :Travel Demand Forecast

Location No. of Vehicles PCUs

Location Name Direction
No. 2Wh 3Wh 4Wh Bus BRT Others Total Total

Corridor2: Bheshan to Saroli

13464
Towards Rajpoint, Pal 8616 3690 1665 153 0 153 14277
C2-1 VidhyaKunSankul From Rajpoint, Pal
8860 3472 1632 183 0 195 14342 13325

Towards HaziraRoad
28801 6121 11437 311 89 617 47376 42856
C2-2 AdajanGaam Circle
From Hazira Road 88 606 47725
26262 6530 13880 359 43759
Towards Majura Gate 0 1416 107532
77152 12953 15558 453 93545
C2-3 Majura Gate
0 2156 126362
From Majura Gate 86336 16855 20525 490 111121
Towards UdhnaDarwaja 0 2619 117155
66262 25715 21855 704 111436
C2-4 MaanDarwaja
0 3433 134932
From UdhnaDarwaja 72927 28429 29443 700 130190
Towards Sahara Darwaja 0 4921 48188
26337 6861 9278 791 52918
C2-5 Magob From Sahara
0 5256 48237
Darwaja 24722 7022 10572 665 53020

Towards KamelaDharwaja 0 1897 41760

Anjana Railway 25616 12750 1491 6 45686
C2-6
Crossing From KamelaDharwaja 0 1970 39691
24505 11667 1549 0 43646
Surat Municipal Towards Kharwarnagar 70 3199 57700
41438 3683 9101 209 54063
Corporation

C2-7 Sankalith Ward

From Kharwarnagar 49 3292 58986
Office - Limbayat 42795 3216 9403 231 54736
Zone

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/81
 Chapter 02 :Travel Demand Forecast

2.8.6 Existing Public Transport network

Till the year 2004, Gujarat State Road Transport Corporation (GSRTC)
operated the urban transport service in the city of Surat. Over the years, the
routes served by City bus service have increased, but fleet availability has
reduced drastically and since May 2007, all urban services have been
withdrawn. A new system under the overall supervision of SMC with private
participation has been operational since August 2007.In order to develop an
understanding of base year public transit services, detailed service
information from Surat Siti link Limited, Rainbow Tours and Travels Private
Limited 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.

2.8.6.1 Surat City Bus Services (CBS)

There are 29 routes plying within the study area with approximately90 buses
on road. System has scheduled to operate each route at 15 min. frequency.
Today, the sole system is carrying average about 45000 riders per day which
share only about 0.8% of total motorized demand. Recently, Surat city has
planned a network of 547 Km for city bus services integrating with BRTS.
1000 buses are planned to be procured to ply on city bus routes. 575 buses
are already ordered and 300 buses are tendered.

Map 2-13: Existing city bus routes

Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/81
 Chapter 02 :Travel Demand Forecast

2.8.6.2 Bus Rapid Transit System – Siti link

Siti link has inaugurated BRTS in 2014 with the 30km of network as Phase I.
Currently 59km (October 2016) of network is in operation along with 5 BRTS routes
which carries about 45000 passengers in a day. Siti link has a plan of total of 101km
network and it is under implementation currently, connecting major transit nodes,
residential and commercial hubs, recreational and public areas of the city, with
provisions for NMT (pedestrian pathways and cycle tracks). The average speed of
BRTS buses is 24 kmph which is quite high as compared to existing city bus
services and auto rickshaws.

Map 2-14: Existing and proposed BRTS

Source: CoE-UT, CEPT University

2.8.6.3 GSRTC

The Gujarat State Road Transport Corporation (GSRTC) operates regional

bus transport passenger services both within Gujarat and to neighbouring
states. These services provides from Surat to suburban areas/villages within
SUDA area such as Olpad, Kamrej, Choryasi, Limba, Bhatpor, Kamrej,
Kholeshwar, Dhatva, Jat Bharthana and Asta and other cities outside Gujarat
such as Nasik, Auragabad, Malegaoun, Mumbai, Pune, Shirdi, etc.

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/81
 Chapter 02 :Travel Demand Forecast

The major depots and pick up points within the city are from Udhana Gam
depot, Adajan Patiya depot and Surat Railway station (CBS). Total 398 routes
are plying under five different categories form Surat city; they are
1. Linear Regional Bus route service -11 routes
2. Linear Sub Urban Bus routes service - 12 routes
3. Regional Urban routes (within Gujarat) service - 304 routes
4. Regional Urban routes (out of Gujarat) service - 66 routes
5. Volvo Bus routes - 5 routes

For modelling purpose, all these routes have been merged together according
its direction finally 12 GSRTC routes have been coded in to the model with
combined frequency. The map below shows the routes alignment which has
been coded in to the model.

Map 2-15: GSTRC Network and major terminal

Source: CoE-UT, CEPT University

2.8.6.4 Intermediate Public Transportation:

The city of Surat is known for auto rickshaw transportation city since years.
Currently there are about 38000 registered autos in the city after year of 2006,
seems quite high ownership of autos. Around 10 new autos get added to the
city every day.

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/81
 Chapter 02 :Travel Demand Forecast

An absence of an efficient bus service has resulted in transfer of trips from

buses to illegally operating autos on a point to point service. Around 8.6 lakh
trips are being undertaken as per 2016 household surveys on these auto
rickshaws. There are about 52 shared auto rickshaws routes identified as part
of the study. The autos have unorganized operations and suffer from
problems of overloading and poor vehicle quality. They also are a major
cause of increased congestion and pollution levels in the city. Most of the
autos run as shared autos along the major road networks; also they have
better frequency and coverage in comparison to bus network.

Map 2-16:Predominant shared auto rickshaws routes

Source: CoE-UT, CEPT University

2.8.7 Socio-economic Characteristics

Household survey data analysis gives an appreciation of the demographic,

socio-economic and travel characteristics of residents of the study area. It is
important to understand the travel needs of the people, their tendency to
travel, preferences for travel modes, ability to pay for travel and their desires
of travel within the area. The Socio-economic characteristics of the city can be
understood from the following sections:

2.8.7.1 Gender status and Household size

The social development characteristics have been assessed with the help of
indicators including sex ratio and Household size. As per Census 2011, the

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/81
 Chapter 02 :Travel Demand Forecast

Sex ratio (females per thousand males) for SUDA area stands at 758 .The
average family size in the total SUDA region is 4.6.

2.8.7.2 Workforce Participation Rate (WPR)

Work Force Participation Rate (WPR) is defined as a ratio of total number of

workers in an area to the total population of that area. A low ratio indicates
high dependency of population on few jobs. At the same time, areas with high
employment potential and having migrant workers show unusually high ratio
due to number of workers living in the area with their families outside the area.
Surat being the major hub of diamond and textile industries has 40 % WPR
within SMC and 41% WPR within SUDA. The overall study area WPR
average is 41%.

2.8.7.3 Household Income and Average Vehicle Ownership

The city of Surat is known for one

of the highest income city of India. 2Wh
As per 2016 Household surveys, 23%
3Wh
Surat has averge household
income of Rs. 31300 per month 4Wh
51%
within SMC and Rs. 26150 only for 12%
Cycle
SUDA region. Average HH income 3%
for study area together is Rs. 9% 2% No veh
29100 per month.
No. of motorized vehicles per Graph 2-1:Vehicle ownership

house hold is the vehicle Source: Household surveys, CoE-UT, CEPT

ownership. Around 85% of householdsare having motorized vehicles. Surat is
called as two wheeler city. As per HH survey, each HH owns atleast one two
wheeler, where as cycle & car ownership is quite less. There is about 273 two
wheelers &23 four wheelers per 1000 population.

100%
90% Cycle
80%
2Wh
70%
60% 3Wh
50%
40% 4Wh
30%
Two 2Wh
20%
10% No veh
0%

x Graph 2-2:Household income & vehicle ownership

Source: Household surveys, CoE-UT, CEPT

DPR for Metro Rail Project in Surat, Gujarat December 2018 41/81
 Chapter 02 :Travel Demand Forecast

The above figure shows vehicle ownership by different income groups. As

income increases, share of 4Wh ownership is increases and share of 2Wh
ownership is decreases.

2.8.8 Travel Characteristics

Travel characteristics, are defined in terms of trip rate, mode choice,

geographical distribution etc.These indicators are the guiding principles in
determining the system needs and its growth. Socio-economic characteristics
such as income, age, sex, occupation, vehicle ownership, etc., are related to
travel characteristics of individual households.

2.8.8.1 Trip rate

The per capita trip rate for the study area (all modes) is observed to be 1.60.
The same excluding walk is 0.96. The per capita motorized trip rate is 0.93
and the public transport trip rate is 0.02 which is significantly low. Intermediate
Para transit trip rate is 0.12 which is higher than public transport rate due to
influence of auto rickshaws in the city.

Table:2.10: Trip characteristics of study area

Particulars Study Area
Year of Household Survey 2016
Households surveyed 15777
Trip-Rate Total 1.59
Trip rate – Motorised 0.93
By excluding walk trips (<0.5km) which are generally short in length, the estimated
0.96
PCTR is
Public transport trip rate 0.01
Source: Household surveys, CoE-UT, CEPT University

2.8.8.2 Mode share

Two wheeler trips are a dominant share in the mode choice, accounting for
62% share in motorized mode. Public transport mode share is quite low as it
is serviced only by BRTS and City bus service. The share of walk and cycle
trips is about 43% , which is quite high, indicating compact and mixed land
use development of the city. South eastern part of the city has lower and
middle income group housing character which has high NMT & PT share
whereas the south western part of the city has middle and higher income
group housing, leading to more motorized (majorly four wheeler) trips share.
Auto rickshaw is the most prominent form of public transport and has a
motorised share of 17%.

DPR for Metro Rail Project in Surat, Gujarat December 2018 42/81
 Chapter 02 :Travel Demand Forecast

Table: 2.11: Modal share - 2016

Particulars Study area
Walk 41%
Bicycle 2%
Two Wheelers 36%
Car 2%
Auto Rickshaw 10%
Bus 0.56%
BRTS 0.36%
Others (School bus, Staff bus, ST bus, Rail) 9%
Total 100%
Source: Household surveys, CoE-UT, CEPT

2.8.8.3 Trip Purpose and mode share

About 28% of work trips are made by two wheelers, whereas only 0.52% trips
are made by PT. Work trips made by three wheelers contributes to 4.6%. For
education purpose, about 13% of trips are made by walk and cycle.

Table 2.12: Trip purpose share

2 4 3
Mode Walk Bicycle PT Others Total
wheeler wheeler wheeler
Work 6.46% 1.09% 28.42% 1.94% 4.62% 0.52% 0.73% 43.78%
Education 11.68% 0.82% 4.40% 0.06% 4.69% 0.51% 7.95% 30.10%
Others 22.01% 0.03% 2.68% 0.13% 1.19% 0.04% 0.03% 26.12%
Total 40.15% 1.94% 35.50% 2.12% 10.49% 1.07% 8.72% 100.00%
Source: Household Survey, CoE-UT, CEPT University

2.8.8.4 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 more than 80% of the trips are of less than
7 Km length. It can be observed that females travel more for shorter trip
length when compared to male.

12.00%

10.00%

8.00%
Trips %

6.00%

4.00%
Male Female
2.00%

0.00%
0 5 10 15 20 25 30 35 40 45 50
Distance (km)

Graph 2-3:Trip length frequency distribution in study area

Source: Household Survey, CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 43/81
 Chapter 02 :Travel Demand Forecast

The average trip length of the study area is 5.01 Km. Average trip length by
modes is shown in the table below. It can be seen that the average trip length
by public transport is around 10.3 Km, followed by four wheelers which have a
trip lengths of 7.9 Km.

Table:2.13: Mode wise average trip length

Modes Average Trip length (km)
Two Wheeler 5.8
Four Wheeler 7.9
Three Wheeler 6.1
Public Transport 10.3
Walk 2.88
Bicycle 4.1
Source: Household Survey, CoE-UT, CEPT University

The figures below shows major traffic is along the eastern and western part of
the cities, central and southern part for top 50 origin and destination (OD)
pairs. The major attractor points for top 50 OD pairs include Hazira, Sachin
GIDC, Kamrej, Varaccha area, Pandesara GIDC and some areas of the old
city. Areas like Kamrej and Hazira show high intensity of trips in top 100 OD
pairs. Additional areas like Kadodara and Mota Varacha also add up in this
list.

Desire line for Top 50 Origin and Destionation Desire line for Top 100 Origin and Destionation

Desire line for Top 200 Origin and Destionation Desire line for all Origin and Destionation
Figure 2-2: Travel pattern –desire line diagram

DPR for Metro Rail Project in Surat, Gujarat December 2018 44/81
 Chapter 02 :Travel Demand Forecast

2.9 Growth Dynamics

Surat is one of the fastest growing cities in India; it is ranked seventh in the
country in terms of the population size and is the second most populous cities
in Gujarat (Census of India). The study area includes Surat Municipal
Corporation, 2 Industrial Notified Areas, 15 urban areas and 182 villages. The
total population of the study area was 50.87 lakh in 2011 with an annual
growth rate of 4.3% from 2001 to2011. It is estimated that in year 2016, there
are 59.29 inhabitants in the study area.

The city has experienced rapid growth in population during the past four
decades. The decadal growth rates between 2001 and 2011 have been one
of the highest in the country and the highest in the state of Gujarat. High
growth rate experienced by the city over four successive decades has been a
major feature in the city’s growth, necessitating prompt responses in supply of
infrastructure.

The table below places Surat along with other urban agglomerations in the
state of Gujarat. It clearly shows that though the decadal growth rate of Surat
has reduced since the last decade, it still records the highest amongst the
other urban agglomerations.

Table: 2.14: Surat U.A. comparison with other U.A. in Gujarat

Sex-
Growth Growth
Populatio Sex-ratio Population ratio
City Rate (1991- Rate (2001-
n 2001 2001 2011 201
2001) 2011)
1
Ahmedabad -
4519278 36.44% 885 6,361,084 40.75% 899
U.A.
Surat U.A. 2811464 85.09% 760 4591246 63.30% 753
Vadodara U.A. 1492398 32.44% 905 1,670,806 11.95% 921
Rajkot U.A. 1002160 53.12% 906 1,286,678 28.39% 908
Source: Census of India

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 computed. The total population of the study
area is estimated to be 59.29 lakhs with a compound annual growth rate of
3.1% between year 2011 and 2016. The population of the study area is
projected to be around 73 lakhs in 2021.

2.9.1 Existing Population Distribution for year 2016

The estimated population of 59.29 lakhs for year 2016 was distributed at TAZ
level based on built up and existing land use characteristics in the TAZ.

DPR for Metro Rail Project in Surat, Gujarat December 2018 45/81
 Chapter 02 :Travel Demand Forecast

The distributed population in different parts of SMC and SUDA are shown in
Table 2-14 and Map 2-14 below:

Table:2.15: SUDA area Growth

Density Density
Population Population Population Density
Areas Area (Ha) 2011 2016
2001 2011 2016 2001 (pph)
(pph) (pph)
SMC 32652 2876374 4466826 5213426 88 137 160
Central Zone 978 413641 408760 487259 423 418 498
East Zone 3643 707768 1134822 1290382 194 311 354
North Zone 3293 428573 717016 845206 130 218 257
South East
2154 371341 722400 835806 172 335 388
Zone
South West
11052 247473 351879 419166 22 32 38
Zone
South Zone 6516 420434 706963 834406 65 108 128
West Zone 5015 287144 424986 501200 57 85 100
SUDA 102224 475636 615030 716395 5 6 7
Municipality 709 17384 28327 30901 25 40 44
Census Towns 2645 56927 104176 129764 22 39 49
Out Growth 2504 14711 26488 28895 6 11 12
Industrial
653 3293 2680 1930 5 4 3
Notified Areas
Village 95712 383321 453359 524905 4 5 5
Grand Total 134876 3352010 5081856 5929821 25 38 44
Source: Census of India

Map 2-17: Population Density - 2016

Source: CoE-UT, CEPT University

DPR for Metro Rail Project in Surat, Gujarat December 2018 46/81
 Chapter 02 :Travel Demand Forecast

2.9.2 Future Population Projection and Distribution

The Draft Development Plan (DP) prepared for year 2035 has already
projected population for year 2021, 2031 and 2035. As the study area is the
same as in the Development Plan, population of study area for the
intermediate years of 2021, 2031 and 2036 have been taken from the DP.
The total population of the study area in the horizon year 2046 is projected to
be 125 lakhs by considering slightly decline in growth rate after 2 decades.
The CAGR of the region considered is around 2.60% from 2011 to 2046.

To estimate employment in the study area, a sample survey from non-

residential properties were conducted and data from industrial department
and the chamber of commerce. IEM and EM data was also used for the same.
As from the employment rate, the base year employment is estimated to be
29.28 lakhs in the study area while it projected to 62.50 lakhs for the horizon
year by looking at existing rate and various future proposals in the study area.

The following table shows population and employment projections of the study
area.

Table:2.16: Population and Employment Projections

Year Population CAGR Employment CAGR
2011 50,81,856 - - -
2016 59,29,821 3.13% 29,28,559 -
2021 73,00,000 3.69% 36,06,200 4.25%
2026 85,50,000 3.53% 42,32,250 3.75%
2031 98,00,000 3.34% 48,60,800 3.44%
2036 110,00,000 3.14% 54,69,200 3.17%
2041 118,50,000 2.86% 59,10,780 2.85%
2046 125,00,000 2.60% 62,50,000 2.56%
Source: Census of India, SMC, SUDA, CoE-UT

2.9.3 Future growth alternatives for study area

There are two growth scenarios which have been considered for this study:
1. Gradual Growth: This is the Business as Usual scenario for development
which is based on the proposed land use scenario of the Development Plan.
2. Rapid Growth: This is the Transit Oriented Development (TOD) Scenario.
This considers intensification of development along proposed metro corridors
through high density residential and commercial developments.

2.9.3.1 Gradual Growth: Population Distribution

The total population of the study area in the horizon year 2046 is projected to
125 lakhs. Distribution of population plays the vital role in development, and
densification plays a significant role in transit ridership. It is assumed that the
growth of each TAZs would be based on trend based growth direction. That

DPR for Metro Rail Project in Surat, Gujarat December 2018 47/81
 Chapter 02 :Travel Demand Forecast

may take a longer time period to realize the benefits of shift towards public
transport modes i.e. market forces will dictate where growth will happen with
effect of development plan prepared by SUDA for year 2035. Table 2-15
shows the population distribution for ‘Without TOD’ Scenario.
Table: 2.17: Population Distribution for Gradual Growth scenario
Area Population Density (pph)
Areas
(Ha) 2021 2026 2036 2046 2021 2026 2036 2046
SMC 32652 7300000 6090761 7383204 7867870 195 202 226 241
Central Zone 978 467482 424978 388161 365620 478 434 397 374
East Zone 3643 1521699 1447039 1427876 1416143 418 397 392 389
North Zone 3293 1072426 1088735 1184176 1242610 326 331 360 377
South East
2154 966211 908077 878952 861120 449 422 408 400
Zone
South West
11052 627090 869063 1292271 1551378 57 79 117 140
Zone
South Zone 6516 1024334 1043945 1141481 1201196 157 160 175 184
West Zone 5015 672552 809745 1070287 1229802 134 161 213 245
SUDA 102224 948206 1958417 1616796 4632131 9 19 35 45
Census
2645 155246 205062 293889 348273 59 78 111 132
Towns
Industrial
653 1677 1707 1863 1958 3 3 3 3
Notified Areas
Municipality 709 37757 46600 63029 73087 53 66 89 103
Out Growth 2504 35306 45064 62781 73629 14 18 25 29
Village 95712 718220 1659984 3195235 4135184 8 17 33 43
Grand Total 134876 7300000 8500000 11000000 12500000 54 63 82 93
Source: CoE-UT, CEPT University

Map 2-18: Existing and 2046 ProposedDeveloped(without TOD) Area

DPR for Metro Rail Project in Surat, Gujarat December 2018 48/81
 Chapter 02 :Travel Demand Forecast

For population distribution, Development Plan prepared by SUDA for year

2035 has been considered. The distribution carried out has been as per
Development Plan, potential growth areas, economic development centres,
industrial areas and taking into account high flood risk areas. A ratio method
was used for population distribution and density checks were applied 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. A map above defined the existing developed are and how the
growth of future development will happen in Gradual Growth scenario.

The developed area of study area in base year 2016 is 231sq. km. and net
population density is 255 pph. With the distribution it is expected that
developed area in year 2046 will grow to 625sq.km and net density is
expected to reduce to 200 pph from 255 pph.

The distribution suggests that population will spread beyond the existing SMC
area and around 65% of the 2046 population will reside in current SMC area,
10% in the SMC adjoining area and rest in SUDA area. Growth in the SUDA
area is expected to be in the new growth centers envisaged as a part of the
Development Plan along with the other industrial proposals getting realized.

Map 2-19:Future 2046 Population Density – Without TOD

2.9.3 .2 Rapid Growth Scenario: Population Distribution

This scenario envisages intensification of development along metro corridor

facilitated through policy incentives of the government. Map 2-20 shows the

DPR for Metro Rail Project in Surat, Gujarat December 2018 49/81
 Chapter 02 :Travel Demand Forecast

proposed metro corridors. However, as most of the area through which the
metro passes is intensely developed, scope for future development in
predominantly in the peripheral areas as can be seen in the map below.

Map 2-20: Employment Activities for Metro Option

Source: CoE-UT, CEPT University

Thus, for development along metro corridors, higher density is proposed in

TAZs along the metro corridors, specifically in the peripheral areas as shown
in Map 2-20. This was done taking into consideration growth potential along
corridor, existing and proposed land use and existing density levels.

Average range of projected population densities of TAZs along metro

corridors have been presented in the table below:

Table 2-18: Population densities along metro corridors (With TOD Scenarios)
Population
Corridor and Segment
2021 2026 2036 2046
Corridor 1
Dream City to Majuragate 135 - 166 187 - 215 280 - 294 317 – 342
Majuragate to Sarthana 534 501 442 416
Corridor 2
Bhesan to Majuragate 255 295 359 398
Majuragate to Saroli 314 335 369 389
Corridor 3
Majuragate to Ved 456 445 427 424

It can be seen in the table above that population densities are declining along
two corridors - Majuragate to Sarthana and Majuragate to Ved. This is due to
commercialization in this area as a result of which textile markets, diamond
industries and retail markets are now located here. Over a period of time, this

DPR for Metro Rail Project in Surat, Gujarat December 2018 50/81
 Chapter 02 :Travel Demand Forecast

corridor is expected to be further intensified by commercial land use leading to

a further decline in the population densities.

2.9.3.3 Existing Employment Distribution

Base year employment was estimated for SMC and SUDA area separately.
In case of SMC area, the property tax data on non-residential properties and
a sample survey was conducted to estimate the per unit area employment
generation by the different property types a sample size of 0.85% was taken
and the same expanded to the rest of the area. In case of SUDA area data
was collected from the industries department and the chamber of commerce
on the number of establishments and the employment there off. IEM and EM
data was also used to estimate the overall employment of the base year. The
same was crosschecked with the home base work attraction numbers
generated by the extensive house hold survey conducted across the study
area.

Map 2-21:Employment density 2016

Source: CoE-UT, CEPT University
The table below represents the estimated employment for the study area:

Table 2-19: Employment estimation

Estimated Employment Percentage of total Employment
Area
2016 employment rate
SMC 2501653 85% 48%
SUDA 426906 15% 60%
Total Employment 2928559 100% 49%

Source: Primary Survey, 2016

DPR for Metro Rail Project in Surat, Gujarat December 2018 51/81
 Chapter 02 :Travel Demand Forecast

2.9.3.4 Employment Distribution: Gradual Growth Scenario

In case of 2021 the existing distribution of employment is assumed with 85%

in current SMC area and 15% in SUDA. Owing to the industrial growth
proposed in the 2035 Development Plan of SUDA the proportion is changed
accordingly for year 2026, 2036 and 2046 by considering following points:

o Existing and Proposed land use

o land availability for development
o Future growth nodes as per DP
o Future corridors
o Industrial Entrepreneurs’ Memorandum

Unlike population distribution for Gradual Growth scenario, there will not be
any difference at TAZs level for employment densities across various metro
network options.

Table 2-20: Projected Employment SMC and SUDA

Current
Employme Current
Year SMC SUDA Total SUDA
nt Rate SMC area
area
2016 49.39% 25,01,653 4,26,907 29,28,559 85% 15%
2021 49.40% 30,80,513 5,25,687 36,06,200 85% 15%
2026 49.50% 32,88,162 9,44,088 42,32,250 78% 22%
2036 49.72% 39,60,298 15,08,902 54,69,200 72% 28%
2046 50% 43,84,570 18,65,430 62,50,000 70% 30%
Source: CoE-UT, CEPT University

2.9.3.5 Employment Distribution: Rapid Growth

The following map shows employment density distribution for ‘Gradual

Growth’ and ‘Rapid Growth’ scenarios along metro corridors for the year
2046. The density map of both scenarios for year 2026, 2036 has been
provided in the annexure. The comparison shows higher density along
corridor in TOD scenario wherever land is available for development.

Table 2.21: Employment densities along metro corridors (With TOD Scenarios)
Corridor and Employment Density
Segment 2021 2026 2036 2046
Corridor 1
Dream City to Majuragate 29 - 53 68 - 90 120 - 146 141 - 181
Majuragate to Sarthana 317 374 441 484
Corridor 2
Bhesan to Majuragate 53 73 97 112
Majuragte to Saroli 202 236 275 298
Corridor 3
Majurgate to Ved 202 237 277 304

DPR for Metro Rail Project in Surat, Gujarat December 2018 52/81
 Chapter 02 :Travel Demand Forecast

Map 2-22:Employment density - 2046 – Without TOD

2.10 Conceptual development of alternative Metro options

A standard four stage modelling process has been followed to project travel
demand and metro ridership in future. This public transport model has been
developed using EMME 4.2 software. An overview of the modelling approach
is presented below followed at different stages.

Figure 2.3: Conceptual framework for metro network options

DPR for Metro Rail Project in Surat, Gujarat December 2018 53/81
 Chapter 02 :Travel Demand Forecast

2.10.1 Modelling framework

A travel demand model has been developed as part of Operations Plan for the
city of Surat. The same model is carried forward for demand assessment for
metro rail system for the city. A public transport model has been developed for
1-hour peak period. The major road network in the study area along with the
existing public transport network of City bus, BRTS and proposed networks of
metro has been taken into account for developing future scenarios. For the
analysis of travel pattern four trip purposes - Home based Work, Education,
Others, Non-home based, has been taken into account.

This modelling exercise has been carried out for 2016(Base Year) and future
year of 2021. The following table shows the PT network taken for different
years:

Table 2.22: PT Network Development Inputs

Year Public Transport Network

197km city bus network, 29 routes
58.78 km of BRTS network, 5 routes
2016 153km of GSRTC network within study area, 12 GSRTC routes coded
(directionally routes are combined by adding frequency)
161km of Shared Auto rickshaw network, 52 routes
2021, Proposed city bus network of 450 km, 48routes
2026, 112 km of BRTS network, 12 routes
12 GSRTC routes coded (directionally routes are combined by adding frequency)
2036 &
Various Alternatives for metro option
2046

For each of these years, demand scenarios of Gradual Growth and Rapid Growth have
been considered for modelling. The data inputs used for modelling are as below:

Table 2-23: Data Inputs for Modelling Process

Type of
Details
data
Existing demand – Household Surveys, RSI at Cordon points
Demand Future demand - Population, Employment data (nonresidential survey) existing
Data and proposed, Student enrollment existing and proposed, Willingness to shift
survey
Road network – Physical attributes, Network speeds, Delays at junctions
Supply Data
Public Transport network – stops, corridors, routes, service details
Model
calibration Travel speeds and travel time on major network (2015-16)
Classified Volume Counts, Vehicle Occupancy Surveys
data

DPR for Metro Rail Project in Surat, Gujarat December 2018 54/81
 Chapter 02 :Travel Demand Forecast

2.10.2 Four stage Modelling Process

As part of the modelling process, trip generation and distribution models have
been developed as part of Public Transport Operations Plan project. These
have been used for this project also.
1. Trip Generation

Trip generation model estimates number of trip productions and 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 Non Home Based trips which are marginal
(0.001 % of all trips) and their estimation may not create significant impact in trip
generation model. It shows strong relation between Home Based Work with
resident workers and Home Based Education with resident student in each TAZ.

Table 2-24:Production Model

Dependent
Independent
Variable R2 t Equation
Variable
(Productions)
HBW Resident Workers 0.99 211.4 2.156x
HBE Resident Students 0.99 216.4 1.967x
HBO Population 0.81 40.27 0.441x
NHB Population 0.22 3.42 0.0025x

Trip Attraction Model: The model develops for trip attraction variables like
employment and student enrolment in each TAZ. Table shows R 2 of Home
Based Work and Home Based Education are between 0.70 - 0.80, which
seems to be positive for trip attraction model.

Table 2-25:Attraction Model

Dependent
Independent
Variable R2 t Equation
Variable
(Attraction)
HBW Employment 0.82 34.81 0.9936x
HBE Students Enrolment 0.67 16.33 3.4004x
HBO Employment 0.63 17.23 0.7189x
NHB Employment 0.49 5.74 0.0126x

DPR for Metro Rail Project in Surat, Gujarat December 2018 55/81
 Chapter 02 :Travel Demand Forecast

2. Trip Distribution Model

Trip distribution model works on gravity model which is based on assumption that trip
interaction between TAZs is directly proportional to relative attractiveness of each
zone, while inversely proportional to 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
Home Based Work and Home Based Education trips. Combined Tanner’s function
was used for trip distribution.

α=5β=
α = 5, β = 0.3
0.3

82.5 % Coincidence RatioTanners' Function- Standard: 79.08 % Coincidence Ratio

Alpha*Dist.*(Exp(-(Beta*Dist.) Tanners' Function- Standard: Alpha*Dist.*(Exp(-(Beta*Dist.))

α = 7, β = 0.40
α = 3.48, β
=0.66

64.5 % Coincidence Ratio 47.5 % Coincidence Ratio

Tanners' Function- Standard: Alpha*Dist.*(Exp(-Beta*Dist.)) Tanner's Function (Alternative 1): Dist.^Alpha*(Exp(Beta*-Dist.))
Graph 2-4:Trip Length Frequency Distribution – Different Purpose wise
Source: Comprehensive Mobility Plan for Surat, CEPT Research and Development Foundation

3. Mode split

A detailed ‘Willingness to Shift’ survey has been conducted and analyzed

through mode shift modelling framework. The attributes taken for analysis are
travel time and travel cost, through which utility equations have been
generated through logit model. Table2-24 below shows the estimated PT
share for future years. In 2021, the start year of the metro PT share remains
the same. However, in subsequent years, Rapid Growth scenario, there are

DPR for Metro Rail Project in Surat, Gujarat December 2018 56/81
 Chapter 02 :Travel Demand Forecast

differences in population and employment distribution in comparison to the

BAU scenario, which also results in mode share differentials.

Table 2.26:Modelled Public transport share for year 2021, 2026, 2036 and 2046

Growth Scenarios
Year
Gradual Growth Rapid Growth
2021 10.6% -
2026 15.0% 17.0%
2036 25.6% 29.1%
2046 26.8% 32.5% - 34.5%

Value of Time (VoT) become the critical parameter for private vehicle users
to take the decision to shift on public transport system from their own vehicles.
Below is the VoT for different modes have been analysed from the surveys for
the base year.

Table 2.27: Value of Time (VoT) of private vehicle users – Base year
Mode VoT (Rs./min.)
2 Wh 1.72
3 Wh Shared 1.10
3 Wh Private 1.22

4 Wh. 3.10

4. Transit Assignment
Table 2.28:Public Transport Demand Matrix

PT Demand Internal External

Internal 7,59,606 (93%) 26,933 (3%)
External 23,718 (3%) 3,098 (0.38%)

Transit assignment is the final stage of the four stage modeling process. Base
transit demand (internal & external) is about 8.13 lakhs per day. One hour
peak hour demand i.e. 10% of the full demand is assigned on the model
considering PT and IPT mode. The external demand is derived from regional
terminal surveys where external PT demand was captured. The share of the
PT (City bus, BRTS and GSRTC within study area) trips is 1.75% in motorized
trips with 0.92 lakhs demand (Internal to internal within study area) whereas
IPT(auto rickshaw) is about 16% in motorized trips with 6.66 lakh demand.
External to external demand is about 0.03 lakhs which was captured as part
of terminal surveys but does not make much significant in overall scenario.

DPR for Metro Rail Project in Surat, Gujarat December 2018 57/81
 Chapter 02 :Travel Demand Forecast

2.10.3 Base PT Model 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 4.2.

In September 2016 base year, when surveys and model development was
carried out, Operational BRTS network was 58.78 km and 29 city bus routes
were in operation. All together there are about 398 regional, sub urban and
local GSRTC routes were plying or passing through Surat. For modelling
purpose, 12 corridors/ directional routes have been identified and combined
frequency were coded in the model for simplicity, as it mostly take care of
external PT demand. Use of auto rickshaw is higher than city bus services,
therefore base year transit model have been developed with PT services as
well with IPT services to perceive the transit flow on the network. Since the
model has been developed for the peak hour, only peak hour frequency has
been taken for each route.

As discussed in the previous section, household surveys and RSI survey were
carried out in within the study area and at cordon location respectively in
2016, which have been used for developing the base year demand matrix. For
capturing the external public transport demand, passenger surveys at major
bus terminal were also carried out.

A total of 8.13 lakh public transport trips were assigned on PT and IPT mode
as trips with auto rickshaw is about 16% of motorized trip as compared with
1.75% of PT trips.

DPR for Metro Rail Project in Surat, Gujarat December 2018 58/81
 Chapter 02 :Travel Demand Forecast

Map 2.23 Base year Transit (BRTS + GSRT TC Comprehensive Network) Network

DPR for Metro Rail Project in Surat, Gujarat December 2018 59/81
 Chapter 02 :Travel Demand Forecast

Map 2-24 :Base year – Transit flows

2.10.4 Future Model Development

As discussed in Section 2.1, three corridors have been proposed for metro:
1. Dream City to Sarthana
2. Bhesan to Saroli
3. Majura Gate to Ved

For corridors 1 and 2, several alternative alignments have been considered to

arrive on an alignment with good catchment area and ridership levels. These
alternative alignments are presented in the table below:

Table2.29: Metro Corridor alternatives

Alternative Length No. of
Corridor Details
alignments (km) Stations
Sarthana to Dream City
1a (viaSarthana Nature Park, Nana Varchha, Railway Station, 26.64 22
Chowk, Majuragate, Parlepoint, Athwa, Vesu)
1
(Sarthana Sarthana to Dream City
to Dream 1b (via Sarthana Nature Park, Nana Varchha, Railway Station, 22.68 24
City) Chowk, Majuragate, Bhatar Char rasta, Sarsana-
Exhibition Centre, Khajod char rasta)
1c Sarthana to Dream City 26.18 21

DPR for Metro Rail Project in Surat, Gujarat December 2018 60/81
 Chapter 02 :Travel Demand Forecast

Alternative Length No. of

Corridor Details
alignments (km) Stations
(via Sarthana Nature Park, Nana Varchha, Railway Station,
Chowk, Majuragate, Bamroli Road, VIP Road, Mangalam
heights)

Sarthana to Dream City

(via Sarthana Nature Park, Nana Varchha, Railway Station,
1d Chowk, Majuragate, Swami Vivekanand garden, 24.46 21
AnuvratDwar, VNSGU, Mangalam heights)

Sarthana to Dream City

(via Sarthana Nature Park, Nana Varchha, Railway Station,
1e Chowk, Majuragate, Bhatar Char rasta, AnuvratDwar, 24.69 22
VNSGU, Mangalam heights)

Bhesan to New Civil Hospital

2a (via Ugat, L.P. Savani, Adajan, Majuragate) 11.45 11

Bhesan to KamnathMahadev
2b (via Ugat, L.P. Savani, Adajan, Majuragate, Kharwarnagar, 16.78 15
2 Swaminarayanmandir)
(Bhesan
to Saroli) Bhesan to MithiKhadi Road
2c (via Ugat, L.P. Savani, Adajan, Majuragate, 13.62 13
KamelaDarwaza)

Bhesan to Saroli
2d (via Ugat, L.P. Savani, Adajan, Majuragate, 18.08 16
KamelaDarwaza, ParvatPatiya )

3 3 Majuragate to Ved(via Bhagal, Katargam) 8.06 8

2.10.4.1 Demand Scenarios

The demand forecasting exercise for alternative metro options were carried
out and developed for two growth strategies these are:-

1. Gradual Growth Scenario and;

2. Rapid Growth Scenario

2.10.4.1 Network Scenarios

These scenarios with proposed metro corridors were evaluated in three

stages as describe below to arrive at appropriate metro corridor option for the
study area.

Table2.30: Evaluation stages of Metro Option

Network Total Length of

Stages Corridor considered
Scenarios Network (km)

DPR for Metro Rail Project in Surat, Gujarat December 2018 61/81
 Chapter 02 :Travel Demand Forecast

Network Total Length of

Stages Corridor considered
Scenarios Network (km)
A Corridor 1a + Corridor 2a 38.09
B-2b Corridor 1a + Corridor 2b 43.42

B-2c Corridor 1a + Corridor 2c 40.26

Stage-I
(8 network B -2d Corridor 1a+ Corridor 2d 44.72
scenarios) C Corridor 1a + Corridor 2a + Corridor 3 46.15
C-2b Corridor 1a + Corridor 2b + Corridor 3 51.48
C-2c Corridor 1a + Corridor 2c + Corridor 3 48.32
C-2d Corridor 1a + Corridor 2d+ Corridor 3 52.76
D-1b Corridor 1b + Corridor 2d 40.76
D-1c Corridor 1c + Corridor 2d 44.26
Stage-II D-1d Corridor 1d + Corridor 2d 44.54
(6network
scenarios) D-1e Corridor 1e + Corridor 2d 44.77
E-1b Corridor 1b + Corridor 2d + Corridor 3 48.82
E-1e Corridor 1e + Corridor 2d+ Corridor 3 50.83
C-2d Corridor 1a + Corridor 2d+ Corridor 3 52.76
Stage –III
(3 Selected E-1b Corridor 1b + Corridor 2d + Corridor 3 48.82
network
scenarios
from stage I E-1e Corridor 1e + Corridor 2d+ Corridor 3 50.83
& II)

Final
Selected D-1b Corridor 1b + Corridor 2d 39.4
Network

2.10.5 Scenario evaluation

2.10.5.1 Stage 1

As can be seen in table above, a total of 8 metro network options were

modeled, considering 4 alternative alignments of Corridor 2 (2a, 2b, 2c & 2d).
These were discussed with Surat Municipal Corporation on 2 nd Dec 2016. Of
these, Corridor 2d (Bhesan to Saroli) alignment was attracting maximum
ridership on metro and hence was found most suitable.

Map 2-25: Stage 1 – 8 Metro Network Option

DPR for Metro Rail Project in Surat, Gujarat December 2018 62/81
 Chapter 02 :Travel Demand Forecast

Option A Option B-2b

Option B-2d
Option B-2c

Option C Option C-2b

DPR for Metro Rail Project in Surat, Gujarat December 2018 63/81
 Chapter 02 :Travel Demand Forecast

Option C-2c Option C-2d

20.10.5.2 Stage 2

Stage 1 analysis also showed ridership on Corridor 1 segment from Dream

City-Majura Gate to be low in comparison to other segments. Therefore,
testing of alternative alignments for this segment was suggested by the SMC.

As shown in the table above, a total of 6 network options were modeled, for
analyzing 5 alternative alignments of corridor 1 ( 1a, 1b, 1c, 1d, 1e). These
were discussed with SMC and DMRC on 6th Dec and 17th Dec 2016.
Corridor 1b seemed to be performing better in terms of ridership. It was
however suggested to finalise ridership numbers for corridor three alignment
alternatives – 1a, 1b, 1e.

Map 2-26 : Stage 2–6Metro Network Options

DPR for Metro Rail Project in Surat, Gujarat December 2018 64/81
 Chapter 02 :Travel Demand Forecast

Option D-1c

Option D-1b

Option D-1d Option D-1e

Option E-1b Option E-1e

DPR for Metro Rail Project in Surat, Gujarat December 2018 65/81
 Chapter 02 :Travel Demand Forecast

2.10.5.3 Stage 3

For 3 alternative alignment scenarios of Corridor 1 (1a, 1b & 1e), demand

forecasts for 2021 and 2046 were carried out. The results for the three
network options are shown as model outputs in this report.

Map 2-27: Stage 3– Alternative Metro Network Options

Option C-2d Option E-1b

Option E-1e

2.10.6 Model outputs for Stage 3 Metro network options

The following table shows details of the 3 network scenarios modelled in

Stage

DPR for Metro Rail Project in Surat, Gujarat December 2018 66/81
 Chapter 02 :Travel Demand Forecast

Table 2-31:Metro Network options details

Metro
Network
Network Corridors Description
Length (km)
Option
Corridor 1a:Sarthana to Dream City (via Sarthana Nature Park, Nana
Varchha, Railway Station, Chowk, Majuragate, Parlepoint, Athwa, Vesu)
C-2d 52.76
Corridor 2d:Bhesan to Saroli (via Ugat, L.P. Savani, Adajan,
Majuragate, KamelaDarwaza, ParvatPatiya )
Corridor 3: Majuragate to Ved(via Bhagal, Katargam)
Corridor 1b:Sarthana to Dream City (via Sarthana Nature Park, Nana
Varchha, Railway Station, Chowk, Majuragate, Bhatar Char rasta,
Sarsana- Exhibition Centre, Khajod char rasta)
E-1b 48.82
Corridor 2d:Bhesan to Saroli (via Ugat, L.P. Savani, Adajan,
Majuragate, KamelaDarwaza, Parvat Patiya )
Corridor 3: Majuragate to Ved (via Bhagal, Katargam)
Corridor 1e:Sarthana to Dream City (via Sarthana Nature Park, Nana
Varchha, Railway Station, Chowk, Majuragate, Bhatar Char rasta, Anuvrat
Dwar, VNSGU, Mangalam heights)
E-1e 50.83
Corridor 2d: Bhesan to Saroli (via Ugat, L.P. Savani, Adajan,
Majuragate, Kamela Darwaza, Parvat Patiya )

Corridor 3: Majuragate to Ved (via Bhagal, Katargam)

The following map shows the three metro corridors and alternative alignments
of Corridor 1 segment (Dream City to Majura Gate)

Map 2-28:Stage 3 (Shortlisted) Metro Network alternative options

DPR for Metro Rail Project in Surat, Gujarat December 2018 67/81
 Chapter 02 :Travel Demand Forecast

2.10.7 Results summary

Demand modelling for the network options Option C-2d, E-1b and E-1e were
undertaken for both - With TOD and Without TOD demand scenarios. The
following tables present the ridership summary in terms of metro boarding’s
and boarding’s per km for the years 2021and 2046.

Table 2-32:Scenarios without TOD – Year 2021

Metro
Transfer % Metro Network
Option Mode Boarding’s Boarding’s
rate Boarding’s Length (km)
per km
Bus 5,69,850 46%
BRT 3,83,440 31%
C-2d 1.66 52.76 5,375
Metro 2,83,580 23%
Total 12,36,870 100%
Bus 5,57,630 45%
BRT 3,71,080 30%
E-1b 1.67 48.82 6,493
Metro 3,17,010 25%
Total 12,45,720 100%
Bus 5,63,320 45%
BRT 3,74,370 30%
E-1e 1.66 50.83 5,930
Metro 3,01,420 24%
Total 12,39,110 100%

Table 2.33:Scenarios without TOD – Year 2046

Metro Metro
Transfer %
Option Mode Boardings Network Boardings
rate Boardings
Length (km) per km
Bus 27,97,680 45.5%
BRT 20,75,660 33.8%
C-2d 1.76 52.76 24,078
Metro 12,70,350 20.7%
Total 61,43,690 100%
Bus 27,56,500 45%
BRT 20,57,400 33%
E-1b 1.77 48.82 27,578
Metro 13,46,340 22%
Total 61,60,240 100%
Bus 27,75,620 45%
BRT 20,40,690 33%
E-1e 1.77 50.83 26,546
Metro 13,49,350 22%
Total 61,65,660 100%

DPR for Metro Rail Project in Surat, Gujarat December 2018 68/81
 Chapter 02 :Travel Demand Forecast

Table 2-34:Scenarios with TOD – Year 2046

Metro Metro
Transfer %
Option Mode Boardings Network Boardings
rate Boardings
Length (km) per km
Bus 33,77,510 44.3%
BRT 25,31,580 33.2%
C-2d 1.83 52.76 32,654
Metro 17,22,810 22.6%
Total 76,31,900 100%
Bus 35,97,590 44%
BRT 25,34,330 31%
E-1b 1.85 48.82 43,167
Metro 21,07,410 26%
Total 82,39,330 100%
Bus 36,69,830 44%
BRT 25,58,630 31%
E-1e 1.86 50.83 40,600
Metro 20,63,680 25%
Total 82,92,140 100%

2.10.8 Conclusion

A detailed evaluation of alternative metro corridor alignments helped in

identifying most suitable option based on ridership and connectivity. The
metro option E-1b seems to be most efficient option, and comprises of:
i. Corridor 1b: Sarthana to Dream City (via Sarthana Nature Park, Nana
Varchha, Railway Station, Chowk, Majuragate, Bhatar Char rasta, Sarsana-
Exhibition Centre, Khajod Charrasta)
ii. Corridor 2d: Bhesan to New Civil Hospital (via Ugat, L.P. Savani, Adajan,
Majuragate, KamelaDarwaza, Parvat Patiya )
iii. Corridor 3: Majuragate to Ved (via Bhagal, Katargam)

DPR for Metro Rail Project in Surat, Gujarat December 2018 69/81
 Chapter 02 :Travel Demand Forecast

Map 2-29:Metro Network Option E-1b

These results were presented to the High Power Committee on 13thJanuary

2017 and it was decided to initially go ahead with two corridors in Phase I, i.e.
Corridor 1 (Sarthana to Dream City) and Corridor 2 (Bhesan to Saroli).
Corridor 3 (Majuragate to Ved) could be taken up in subsequent phase.

As decided by the High Power Committee, based on the initial ridership

numbers, transport model has been prepared to estimate the ridership only
for selected two corridors as below:-

i) Corridor 1:Sarthana to Dream City:21.61 Kms(via Nature

Park,VarachhaChopatiGarden,Surat Railway Station, Chowk Bazar,
Majuragate, AlthanGam, ExhibitionCentre, Khajod Char rasta)

ii) Corridor 2 : Bhesan to Saroli : 18.74 Kms(via Ugat Vaarigruh, LP

SavaniSchool, AdajanGam, Majuragate, Kamela Darwaza, Magob)

2.11 Auto (Private Vehicle) Assignment

Surat city has about 85% trips made by private modes as per the 2016
household survey undertaken. It is known that increased motorisation leads to
traffic congestion and increase in travel time. A strategic private travel demand
model was also developed for the study area to assess the congestion levels in
the study area in future years. This analysis has looked at private vehicle km
(VKT) and private vehicle hours traveled (VHT) savings.

DPR for Metro Rail Project in Surat, Gujarat December 2018 70/81
 Chapter 02 :Travel Demand Forecast

The Surat Development Plan 2035 has proposed the strategic road network for
the study area considering the future developments and land use. The same
has been adopted for the future year transport network coding. Similarly, in
terms of demand, both without and with metro demand scenarios were
considered for assigning on the future DP network. The model outputs of two
scenarios, i.e. Without metro and With metro have been compared and
analysed. The outputs have been presented below;
Table 2-35 Auto model outputs (Full day)
Without Metro
Year Demand
PT Share PCU Km PCU Hrs.
(PCU Demand)
2016 1.84% 3024090 22704150 781870
2021 10.60% 3496080 55751870 1939010
2026 15.00% 4144480 70394110 2585250
2036 25.65% 4812010 85407810 3217900
2046 26.85% 5398470 100748550 4131470
With Metro
Year Demand
PT Share PCU Km PCU Hrs.
(PCU Demand)
2016 1.80% 3024090 22704150 781870
2021 10.60% 3496080 55751870 1939010
2026 17.00% 4039970 67012090 2374700
2036 29.11% 4534210 76753680 2649570
2046 34.60% 4769730 83575470 2762090
Savings
Year Demand
PT Share PCU Km PCU Hrs.
(PCU Demand)
2016 - - 0.00% 0.00%
2021 - - 0.00% 0.00%
2026 - - 4.80% 8.14%
2036 - - 10.13% 17.66%
2046 - - 17.05% 33.15%

For the horizon year of 2046, 33% travel time and 17% vehicle km savings
have been observed in with metro scenario compared to Without metro
scenario from the model outputs.

2.11.1 Model Outputs for the Selected Network

Based on the inputs from High Power Committee, a detailed field assessment
of Corridor 1 and 2 was carried out by DMRC/SMC to finalise the station
locations. The following table and map presents the details of the stations for
both the corridors:

DPR for Metro Rail Project in Surat, Gujarat December 2018 71/81
 Chapter 02 :Travel Demand Forecast

Table 2-36: Stations Location Chainage

CORRIDOR-II: BHESHAN TO
CORRIDOR-I : SARTHANA TO DREAM SAROLI
CITY(Length: 21.61kms)
Sr.No (Length: 18.74 km)
Station Name Chainage(m) Station Name Chainage(m)
Dead End (-) 450 Dead End (-) 949.630
1 Sarthana 0.0 Bhesan 0.0
2 Nature Park 1238.1 Botanical Garden 950.60
3 VarachhaChopati Garden 2108.5 Ugat Vaarigruh 1617.5
Shri Swaminarayan Mandir
4 Kalakunj
3196.6 Palanpur Road 2738.9

5 Kapodra 4237.0 L.P. Savani school 3831.60

Performing Art
6 Labheshwar Chowk 5506.60
Centre
4421.80

7 Central Warehouse 6668.9 Adajan Gam 5155.00

8 Surat Railway Station 7255.6 Aquerium 5770.10
Badri Narayan
9 Maskati Hospital 8487.0
Temple
6891.50

10 Chowk Bazar 10289.8 AhthwaChopati 7863.50

11 Kadarsha Ni Nal 11721.7 Majura Gate 9019.20
12 Majura Gate 12313.8 Udhana Darwaja 10646.20
13 Roopali Canal 13611.5 Kamela Darwaja 11247.20
14 AlthanTenament 14696.2 Anjana Farm 12593.90
15 Althan Gam 15843.50 Model Town 13636.30
16 VIP Road 16699.1 Magob Gam 14763.10
Bharat Cancer
17 Surat Women ITI 17808.40
Hospital
15899.40

18 Bhimrad 18659.5 Saroli 17341.80

19 Convention Centre 19829.40 DEAD END 17791.90
20 Dream City 20710.3 18741.53
DEAD END 21160.3
21610.3
Source: DMRC

DPR for Metro Rail Project in Surat, Gujarat December 2018 72/81
 Chapter 02 :Travel Demand Forecast

Map 2-30: Final Metro Network

2.12 Results Summary

2.12.1.1 Boarding Summary and PHPDT

The summary model outputs in terms of boarding’s for PT modes are

presented in the tables below.

Table 2-37: Mode wise Boarding Summary(2021, 2026, 2036, 2046)

Transfer
Scenarios Mode Boarding’s % Boarding’s
rate
Bus 516,360 41%
2021
BRT 457,300 36%
Without 1.71
Metro 299,650 24%
TOD
Total 1,273,310 100%

2026 Bus 853,980 39%

Without BRT 793,170 1.64 36%
TOD Metro 533,890 24%

DPR for Metro Rail Project in Surat, Gujarat December 2018 73/81
 Chapter 02 :Travel Demand Forecast

Transfer
Scenarios Mode Boarding’s % Boarding’s
rate
Total 2,181,040 100%

Bus 869,130 37%

2026 BRT 825,650 35%
1.65
With TOD Metro 663,670 28%
Total 2,358,450 100%

Bus 2,129,440 43%

2036
BRT 1,791,850 37%
Without 1.74
Metro 974,310 20%
TOD
Total 4,895,600 100%

Bus 2,502,620 42%

2036 BRT 1,994,720 34%
1.81
With TOD Metro 1,395,160 24%
Total 5,892,500 100%

Bus 2,744,630 44%

2046
BRT 2,226,070 36%
Without 1.78
Metro 1,223,090 20%
TOD
Total 6,193,790 100%

Bus 3,623,590 44%

2046 BRT 2,812,810 34%
Metro 1,786,430 1.85 22%
With TOD
Total 8,222,830 100%

It can be seen that by the horizon year of 2046, around 12.2 lakh boardings is
expected on metro in ‘Without TOD’ scenario and 17.8 lakh boardings in ‘With
TOD’ scenario. Overall metro boarding summary has been presented in the
table below:
Table 2.38 : Overall Metro boardings summary (2021, 2026, 2036, 2046)

Metro Boardings
Sr. No. Scenarios
(Full Day)
2021 Without
1 299,650
TOD
2026 Without
2 533,890
TOD
3 2026 With TOD 663,670
2036 Without
4 974,310
TOD
5 2036 With TOD 1,395,160
2046 Without
6 1,223,090
TOD
7 2046 With TOD 1,786,430

DPR for Metro Rail Project in Surat, Gujarat December 2018 74/81
 Chapter 02 :Travel Demand Forecast

For maximum PHPDT for future years, same has been presented below:

Link load for maximum PHPDT for future years, has been presented below:
Table 2.39: Maximum PHPDT(2021, 2026, 2036, 2046)

2021_Wi 2026_Wi 2036_Wi 2046_W 2046_

2026_W 2036_W
thout thout thout ithout With
Sr. ith TOD ith TOD
Corridor TOD TOD TOD TOD TOD
No. (Peak (Peak
(Peak (Peak (Peak (Peak (Peak
Hour) Hour)
Hour) Hour) Hour) Hour) Hour)
Corridor 1b:
1 Sarthana -
6,549 13,340 16,099 20,856 28,144 24,247 32,065
Dream City
Corridor 1bR:
2 Sarthana-
6,992 13,536 16,424 20,677 25,872 26,587 33,543
Dream City
Corridor 2d:
3
Bheshan- Saroli 3,918 5,698 7,466 12,573 19,944 15,448 25,849
Corridor 2dR:
4
Bheshan- Saroli 3,693 5,236 6,951 12,098 19,902 15,175 25,165

Note: 1bR and 2dR are the name of reverse direction.

2.12.1.2 : Metro – Metro Transfers

There is only one metro-metro interchange at Majuragate because of the two

metro corridors. Below is the transfer passengers details for the year 2021
and 2046.

DPR for Metro Rail Project in Surat, Gujarat December 2018 75/81
 Chapter 02 :Travel Demand Forecast

Table2.40: Peak Hour Transfer passenger details (metro line – metro line)
Year 2021
MRT1: MRT1R: MRT2: MRT2R:
Line Dream city Sarthana to Bheshan to Saroli to Total
to Sarthana Dream city Saroli Bheshan
MRT1:
Dream city to - - 75 25 99
Sarthana
MRT1R: Sarthana - - 750 394 1144
to Dream city
MRT2: Bheshan to 330 23 - - 353
Saroli
MRT2R: Saroli to 603 100 - - 704
Bheshan
Total 933 123 824 419 2300
Year 2046 - Without TOD
MRT1: MRT1R: MRT2: MRT2R:
Line Dream city Sarthana to Bheshan to Saroli to Total
to Sarthana Dream city Saroli Bheshan
MRT1:
Dream city to - - 364 227 591
Sarthana
MRT1R: Sarthana - - 983 1953 2937
to Dream city
MRT2: Bheshan to 1805 316 - - 2122
Saroli
MRT2R: Saroli to 830 537 - - 1367
Bheshan
Total 2635 853 1347 2181 7016
Year 2046 - With TOD
MRT1: MRT1R: MRT2: MRT2R:
Line Dream city Sarthana to Bheshan to Saroli to Total
to Sarthana Dream city Saroli Bheshan
MRT1:
Dream city to
- 1322 654 1976
Sarthana -
MRT1R: Sarthana
- - 886 2238 3124
to Dream city
MRT2: Bheshan to
1985 775 - - 2760
Saroli
MRT2R: Saroli to
796 1640 - - 2436
Bheshan
Total 2781 2416 2208 2892 10296

2.12.1.3 Trip and link load for corridor finalized

Directional link loads including boarding and alighting are furnished for
Corridor-I (Sarthana-Dream City) in the Table 2.41 & for Corridor-II (Bhesan-
Saroli) in Table 2.42:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 76/81
 Chapter 02 :Travel Demand Forecast

Table 2.41: Corridor 1: Sarthana to Dream City (Peak hour)

2021_Without TOD (Peak 2026_Without TOD (Peak 2026_With TOD (Peak 2036_Without TOD (Peak 2036_With TOD (Peak 2046_Without TOD 2046_With TOD
Hour) Hour) Hour) Hour) Hour) (Peak Hour) (Peak Hour)
Stat Pas
Pass Pass
ion Pass. Pass. Pass. Pass. Pass. Pass. Pass. Pass Pass. s. Pass.
Link Link . . Link Link Link Link Pass. Link
Na Boardi Alight Boardi Alighti Boar Alight Boar Alight Board Alig Alighti
load load Boar Aligh load load load load Boarding load
me ng ing ng ng ding ing ding ing ing htin ng
ding ting
g
Dream City 93 - 93 538 - 538 1476 - 1476 1746 - 1746 5113 - 5113 2384 - 2384 7555 - 7555
Convention
27 - 119 41 - 579 347 0 1823 126 - 1872 1446 - 6558 174 - 2559 2251 - 9806
Center
Bhimrad 26 0 145 39 0 618 148 0 1971 114 2 1984 698 6 7250 155 4 2710 1037 10831
Woman ITI 24 0 169 37 0 655 141 0 2112 106 2 2087 667 6 7910 135 4 2841 1011 11 11832
VIP Road 1485 5 1649 2201 49 2807 2711 98 4725 3593 224 5456 4299 477 11732 4145 389 6598 4517 909 15439
Althan Gam 509 1 2158 751 5 3553 1291 11 6004 1408 20 6844 2400 43 14088 1683 29 8251 2566 59 17946
AlthanTenamen
488 1 2645 903 10 4447 839 17 6826 1260 3 8101 1797 8 15877 1326 3 9574 2169 12 20102
t
Rupali Canal 302 2 2945 497 26 4918 723 29 7520 1021 159 8963 1345 149 17073 1533 204 10903 2993 136 22960
Majura Gate - 1 1442 104 4283 2774 177 7515 3402 435 10486 3680 478 12165 4516 1660 19929 4342 646 14599 4640 2218 25381
Kadarsha Ni
383 7 4659 884 19 8380 959 36 11409 1406 47 13524 1416 132 21212 1690 51 16238 1656 192 26845
Nal
Chawk Bazar 1981 221 6420 4441 296 12525 4819 636 15591 7106 569 20062 8061 1640 27633 7397 1105 22530 7190 3549 30486
Maskati
343 213 6549 778 268 13035 934 426 16099 1058 264 20856 1160 649 28144 1968 251 24247 2246 667 32065
Hospital
Surat Railway
686 1085 6150 1840 1534 13340 1884 1901 16082 1900 3193 19562 2027 5525 24646 2540 3529 23258 2239 6035 28269
Station
Central
182 649 5683 378 943 12775 464 1162 15383 632 1250 18945 804 1894 23556 920 1375 22803 1045 1916 27398
Warehouse
LabheshwarCh
131 966 4847 277 1270 11782 322 1704 14001 396 1207 18134 479 1888 22147 413 1623 21594 459 2396 25461
owk
Kapodra 108 2057 2898 213 3890 8105 271 4849 9423 436 5590 12980 547 7116 15578 1176 4621 18149 1301 6312 20451
ShriSwaminaraya
26 910 2013 63 3383 4785 78 3071 6430 117 3294 9804 152 3124 12606 466 3022 15593 492 2753 18190
nMandirKalakunj
VarchaChopati
0 407 1606 0 975 3810 0 1367 5063 0 1356 8448 0 1720 10886 1 1449 14145 0 1826 16364
Garden
Nature Park - 939 667 - 1937 1873 - 2692 2371 - 3941 4507 - 5654 5232 - 7225 6920 - 9281 7083
Sarthana - 667 - - 1873 - - 2371 - - 4507 - - 5232 - - 6920 - - 7083 -
Total Boardings 8236 16655 20809 26105 36927 32448 45367
Sarthana 561 - 561 1719 - 1719 2134 - 2134 4331 - 4331 4918 - 4918 6976 - 6976 6817 - 6817
Nature Park 681 0 1242 1736 0 3455 2372 0 4506 3547 0 7879 4621 - 9539 4168 0 11145 4651 - 11467
VarchaChopatiGa
442 0 1684 1095 0 4550 1455 0 5961 1669 0 9548 2007 0 11546 2057 0 13201 2406 0 13873
rden
ShriSwaminaraya
954 12 2626 3546 36 8060 3214 43 9133 3955 63 13440 3683 91 15138 5754 119 18837 5978 171 19680
nMandirKalakunj
Kapodra 1683 29 4280 3122 94 11089 3818 111 12840 4874 160 18153 6323 154 21308 5201 357 23681 7068 190 26558
LabheshwarCho
1367 53 5594 1831 150 12770 2439 170 15108 1815 226 19743 2612 240 23680 1907 351 25236 2770 298 29030
wk
Central
685 62 6217 916 149 13536 1074 183 16000 1078 143 20677 1709 153 25237 1620 269 26587 2871 141 31760
Warehouse

DPR for Metro Rail Project in Surat, Gujarat December 2018 77/81
 Chapter 02 :Travel Demand Forecast

2021_Without TOD (Peak 2026_Without TOD (Peak 2026_With TOD (Peak 2036_Without TOD (Peak 2036_With TOD (Peak 2046_Without TOD 2046_With TOD
Hour) Hour) Hour) Hour) Hour) (Peak Hour) (Peak Hour)
Stat Pas
Pass Pass
ion Pass. Pass. Pass. Pass. Pass. Pass. Pass. Pass Pass. s. Pass.
Link Link . . Link Link Link Link Pass. Link
Na Boardi Alight Boardi Alighti Boar Alight Boar Alight Board Alig Alighti
load load Boar Aligh load load load load Boarding load
me ng ing ng ng ding ing ding ing ing htin ng
ding ting
g
Surat Railway
1439 663 6992 1888 1929 13495 2311 1886 16424 2411 3308 19781 3737 3101 25872 2983 4807 24763 5220 3438 33543
Station
Maskati Hospital 59 442 6609 71 1056 12510 137 1057 15505 114 1168 18727 328 1094 25107 193 1038 23917 640 861 33323
Chawk Bazar 275 2023 4860 479 4118 8871 831 4423 11912 1281 6804 13204 2853 7212 20748 1696 8700 16913 4193 9332 28184
Kadarsha Ni Nal 20 287 4593 51 697 8225 70 731 11251 95 1165 12134 191 1136 19803 118 1354 15678 306 1401 27089
Majura Gate - 1 129 1621 3101 250 3061 5414 513 3716 8049 671 3428 9377 2040 4236 17608 944 5159 11462 2690 5691 24088
Rupali Canal 1 376 2726 6 712 4708 18 918 7149 93 879 8591 89 1100 16597 140 985 10616 175 1219 23043
AlthanTenament 1 450 2277 19 793 3935 23 860 6311 52 1150 7493 81 1395 15283 82 642 10056 123 986 22180
Althan Gam 1 543 1734 4 842 3097 8 1387 4932 17 1562 5948 30 2542 12770 25 1926 8155 28 3174 19034
VIP Road 5 1567 173 63 2375 785 85 2868 2148 332 3634 2646 312 5235 7847 540 4903 3792 518 7556 11995
Woman ITI 0 25 148 0 40 745 0 148 2001 2 110 2538 6 674 7180 4 151 3646 11 1069 10937
Bhimrad 0 63 85 0 90 656 0 218 1783 2 264 2277 6 957 6229 4 378 3272 - 1495 9442
Convention
- 27 58 - 41 615 - 349 1435 - 127 2150 - 1463 4766 - 177 3095 - 2285 7157
Center
Dream City - 58 - - 615 - - 1435 - - 2150 - - 4766 - - 3095 - - 7157 -
Total Boardings 8303 16796 20502 26339 35546 34412 46465
Grand Total:
Corridor 1
16539 33451 41311 52444 72473 66860 91832
Boardings (Peak
hour)

DPR for Metro Rail Project in Surat, Gujarat December 2018 78/81
 Chapter 02 :Travel Demand Forecast

Table 2.42: Trip and Link Load for Bhesan – Saroli Corridor-2 (Peak hour)

2021_Without TOD (Peak Hour) 2026_Without TOD (Peak Hour) 2026_With TOD (Peak Hour) 2036_Without TOD (Peak Hour) 2036_With TOD (Peak Hour) 2046_Without TOD (Peak Hour) 2046_With TOD (Peak Hour)

Station Name
Pass. Pass. Pass Pass. Pass. Pass. Pass. Pass. Pass. Pass Pass. Pass. Pass. Pass.
Link Link Link Link Link Link
Boardi Alightin Link load Boardi Alightin Boardin Alighti Boardin Alightin Boardi Alightin Boardi Alightin Boardin Alightin
load load load load load load
ng g ng g g ng g g ng g ng g g g

Bheshan 57 - 57 185 - 185 334 - 334 907 - 907 2242 - 2242 1286 - 1286 3361 - 3361

Botanical
187 - 245 444 0 629 686 0 1020 1742 - 2649 3471 0 5714 2201 0 3487 4468 0 7828
Garden

UgatVaarigruh 492 0 737 861 0 1490 1134 - 2154 1501 - 4150 2276 0 7990 2396 - 5883 3669 0 11497

Palanpur Road 326 0 1063 481 0 1970 649 0 2803 1109 0 5258 1642 0 9632 1122 0 7005 1732 0 13229

L.P.Savani
540 3 1600 828 3 2795 1148 3 3948 1568 5 6821 2382 6 12008 1586 6 8585 2592 7 15814
School
Performing Art
272 6 1866 438 6 3226 616 5 4558 1464 5 8281 2374 7 14374 2135 6 10714 3359 9 19165
Centre

Adajan Gam 292 7 2151 517 6 3737 773 8 5324 1045 17 9309 1499 28 15846 1279 23 11970 1922 42 21045

Aquerium 424 29 2545 657 48 4346 800 53 6071 1373 137 10544 1860 225 17481 1592 166 13396 2198 261 22981

Badri Narayan
278 29 2794 661 62 4945 770 55 6786 1222 234 11532 1213 265 18430 1034 317 14112 1080 176 23884
Temple

AthwaChopati 334 18 3111 465 31 5379 546 40 7293 1143 102 12573 1687 173 19944 1468 132 15448 2121 241 25764

Majura Gate - 2 1048 409 3750 1308 1021 5666 1568 1394 7466 1257 1866 11963 2317 2870 19391 2074 2426 15096 3419 3334 25849

UdhnaDarwaja 575 562 3763 812 896 5581 927 1245 7148 1715 2243 11435 2317 3930 17778 1948 3015 14029 2888 5296 23441

KamelaDarwaja 570 415 3918 751 634 5698 747 763 7133 1473 979 11929 1612 1492 17897 1647 833 14842 1793 1535 23699

Anjana Farm 209 279 3848 240 523 5415 284 707 6710 440 793 11576 559 1246 17210 488 949 14381 644 1498 22846

Model Town 280 389 3739 275 657 5033 241 881 6071 218 1218 10576 281 1779 15712 655 1246 13790 1002 2051 21797

Magob 977 1384 3332 1302 2173 4161 1492 2395 5168 3931 4498 10009 5106 5127 15691 4333 4796 13327 6384 5727 22454

Bharat Cancer
- 67 3265 - 148 4013 - 229 4939 - 404 9605 - 905 14786 - 666 12661 - 1394 21060
Hospital

Saroli - 3265 - - 4013 - - 4939 - - 9605 - - 14786 - - 12661 - - 21060 -

Total Boardings 6861 10225 12715 22108 32838 27244 42632

Saroli 3160 - 3160 3876 - 3876 4813 - 4813 11013 - 11013 16277 - 16277 14584 - 14584 23498 - 23498

Bharat Cancer
61 1 3221 138 2 4012 226 4 5036 428 11 11430 953 27 17203 591 0 15175 1462 - 24960
Hospital

DPR for Metro Rail Project in Surat, Gujarat December 2018 79/81
 Chapter 02 :Travel Demand Forecast

2021_Without TOD (Peak Hour) 2026_Without TOD (Peak Hour) 2026_With TOD (Peak Hour) 2036_Without TOD (Peak Hour) 2036_With TOD (Peak Hour) 2046_Without TOD (Peak Hour) 2046_With TOD (Peak Hour)

Station Name
Pass. Pass. Pass Pass. Pass. Pass. Pass. Pass. Pass. Pass Pass. Pass. Pass. Pass.
Link Link Link Link Link Link
Boardi Alightin Link load Boardi Alightin Boardin Alighti Boardin Alightin Boardi Alightin Boardi Alightin Boardin Alightin
load load load load load load
ng g ng g g ng g g ng g ng g g g

Magob 1318 846 3693 1993 1271 4734 2387 1448 5974 4351 4091 11690 5865 5193 17874 4178 5496 13857 5584 7554 22991

Model Town 209 412 3490 375 388 4721 532 375 6131 437 832 11295 658 1155 17377 599 1009 13447 879 1672 22197

Anjana Farm 300 202 3587 519 220 5019 681 260 6551 916 433 11778 1434 554 18258 970 505 13912 1521 673 23045

KamelaDarwaja 518 448 3657 780 563 5236 976 577 6951 1349 1130 11998 2299 1273 19283 1292 1185 14020 2550 1393 24203

UdhnaDarwaja 435 656 3436 659 862 5034 841 1000 6793 1889 1788 12098 3037 2418 19902 2388 2051 14356 4076 3113 25165

Majura Gate - 2 480 1020 2897 1184 1236 4982 1675 1530 6937 1736 2049 11785 2754 3518 19139 2535 2301 14590 3400 3983 24582

AthwaChopati 31 170 2757 62 277 4768 88 325 6700 231 734 11283 364 965 18538 300 909 13980 440 1324 23698

Badri Narayan
13 335 2435 59 555 4272 46 738 6009 297 923 10657 4 1929 16612 447 979 13448 322 1495 22525
Temple

Aquerium 28 344 2119 57 520 3808 58 653 5415 198 969 9886 495 1352 15756 279 1112 12615 408 1702 21231

Adajan Gam 9 271 1856 8 477 3340 14 718 4711 26 778 9132 52 1091 14717 32 936 11711 22 1399 19854

Performing Art
1 235 1622 1 410 2931 2 588 4124 3 1125 8010 6 1568 13156 4 1401 10314 9 2003 17860
Centre
L.P.Savani
2 487 1136 2 743 2189 2 1078 3048 5 1292 6724 7 1957 11206 6 1495 8825 8 2494 15374
School

Palanpur Road 0 423 713 0 640 1549 0 845 2204 0 1292 5432 0 1839 9368 0 1407 7418 0 2078 13296

UgatVaarigruh 0 436 277 0 870 679 0 1142 1062 - 2728 2704 - 3961 5407 - 3556 3863 - 5345 7951

Botanical
- 190 87 - 418 260 - 603 458 - 1406 1298 - 2519 2888 - 1887 1976 - 3491 4460
Garden

Bheshan - 87 - - 260 - - 458 - - 1298 - - 2888 - - 1976 - - 4460 -

Total Boardings 6565 9713 12341 22879 34205 28205 44179

Grand Total:
Corridor
13426 19938 25056 44987 67043 55449 86811
2Boardings
(Peak hour)

DPR for Metro Rail Project in Surat, Gujarat December 2018 80/81
 Chapter 02 :Travel Demand Forecast

2.12.1.4 Trip length distribution for both the final corridors is given as under in Table: 2.43 as hereunder:-
Table 2.43: Trip Length Frequency Distribution – Metro Passengers

2021 Without TOD 2026 Without TOD 2026 With TOD 2036 Without TOD 2036 With TOD 2046 Without TOD 2046 With TOD
Distance
Range
C1 C2 C1+C2 C1 C2 C1+C2 C1 C2 C1+C2 C1 C2 C1+C2 C1 C2 C1+C2 C1 C2 C1+C2 C1 C2 C1+C2
(km)

0-2 1.6% 0.0% 0.9% 1.9% 0.0% 1.2% 1.4% 0.0% 0.9% 1.5% 0.0% 0.8% 1.1% 0.1% 0.6% 2.5% 0.0% 1.4% 1.1% 0.0% 0.6%

2-4 11.6% 30.7% 18.8% 10.3% 29.9% 15.9% 8.7% 26.0% 13.5% 11.0% 29.0% 18.4% 9.6% 24.8% 15.8% 11.0% 28.7% 18.1% 10.2% 24.0% 16.0%

4-6 18.2% 14.7% 14.4% 18.0% 15.4% 14.9% 15.3% 14.6% 12.9% 12.6% 11.3% 11.1% 10.4% 10.1% 9.3% 13.4% 10.3% 11.0% 10.5% 9.2% 9.0%

6-9 31.0% 29.2% 26.5% 31.1% 26.2% 26.5% 30.5% 27.2% 26.2% 29.5% 25.4% 25.4% 27.4% 26.0% 23.7% 27.3% 25.7% 24.0% 25.2% 25.4% 22.2%

9-12 24.9% 18.7% 23.2% 23.2% 19.6% 22.5% 25.1% 20.6% 24.3% 25.9% 20.5% 23.6% 26.8% 22.0% 24.9% 25.4% 19.7% 22.8% 26.4% 21.9% 24.4%

12-15 10.1% 5.7% 11.8% 11.9% 7.0% 13.8% 13.7% 9.3% 15.6% 12.9% 9.7% 12.8% 15.2% 12.1% 15.4% 12.6% 10.4% 12.8% 15.4% 13.0% 15.6%

15-18 2.4% 1.1% 3.6% 3.4% 1.9% 4.4% 4.7% 2.3% 5.4% 5.9% 3.9% 6.6% 7.5% 5.0% 8.3% 6.9% 5.1% 8.2% 8.7% 6.5% 9.9%

>18 0.1% 0.0% 0.8% 0.2% 0.0% 0.8% 0.7% 0.0% 1.1% 0.8% 0.0% 1.3% 2.0% 0.0% 2.0% 0.9% 0.0% 1.6% 2.4% 0.0% 2.2%

Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
C1: Corridor 1 – Sarthana to Dream City
C2: Corridor 2 – Bheshan to Saroli
C1+C2: Corridor 1 + Corridor 2

DPR for Metro Rail Project in Surat, Gujarat December 2018 81/81
 Chapter 02 :Travel Demand Forecast

2.12.1.5 Summary of hourly & day’s boarding for both the corridors(Sarthana-Dream City &Bhesan- Saroli) is given in
Table 2.44 and 2.45 as hereunder:-

Table 2.44: Peak Hour Ridership Summary

2021 - 2026 - 2026 - 2036 - 2036 - 2046 - 2046 -

Corridor Direction Without Without With Without With Without With
TOD TOD TOD TOD TOD TOD TOD
Sarthana-
8236 16655 20808 26107 36924 32450 45367
Corridor 1 Dream City
Sarthana-
8303 16796 20502 26341 35548 34411 46465
Corridor 1R Dream City
Bheshan-
6861 10225 12715 22106 32838 27244 42631
Corridor 2 Saroli
Bheshan-
Corridor 2R Saroli 6565 9713 12342 22877 34206 28204 44180

Total Ridership 29965 2.44: Full

Table 53389 66367 Summary
Day Ridership 97431 139516 122309 178643

Table 2.45: Full Day ridership summary

2021 - 2026 - 2026 - 2036 - 2036 - 2046 -
2046 -
Corridor Direction Without Without With Without With Without
With TOD
TOD TOD TOD TOD TOD TOD
Corridor
82360 166550 208080 261070 369240 324500 453670
1 Sarthana-Dream City
Corridor
83030 167960 205020 263410 355480 344110 464650
1R Sarthana-Dream City
Corridor
68610 102250 127150 221060 328380 272440 426310
2 Bheshan-Saroli
Corridor
65650 97130 123420 228770 342060 282040 441800
2R Bheshan-Saroli
Total Ridership 299650 533890 663670 974310 1395160 1223090 1786430

DPR for Metro Rail Project in Surat, Gujarat December 2018 82/81
 Chapter 03–System Selection

CHAPTER – 3

SYSTEM SELECTION

3.0 INTRODUCTION

Metro Rail Policy (2017) and the Appraisal Guidelines for Metro Rail Project
Proposals (September, 2017) issued by Government of India Ministry of Housing
and Urban Affairs (MOHUA) mandates compulsory incorporation of Alternatives
Analysis in the Detailed Project Report of Metro Rail for submitting the same to
the central government while seeking their approval.

More importantly, DPR for Surat Metro has been prepared to be in line with the
study “Comprehensive Transport Forecast Study done by Centre of Excellence in
Urban Transport (CEPT), Ahmedabad, who were commissioned by Surat
Municipal Corporation (SMC) in the year 2016 vide their letter No.
CE.Spl.Cell/Out/339 dated 31-08-2016 for undertaking demand assessment for
alternative metro corridor proposals whose final report was submitted to State
Government in April, 2017, in terms of content was analogous to a
Comprehensive Mobility Plan for Surat City and the study had proposed corridors
for different modes of urban transport based on a comprehensive Alternative
Analysis In this connection it is worthwhile to upfront examine, as to how the
content of the study match up to the content requirement of Alternative Analysis
as mandated by the new Appraisal Framework.

The following section provides a clear picture of whether CEPT University,

Ahmedabad analysis has done adequate Alternative Analysis or not before
factoring Surat Metro Rail Project in its report.

3.1 COMPARISON OF ALTERNATIVE ANALYSIS FRAME WORK IN CEPT’s

STUDY AND AS REQUIRED FOR IN THE NEW APPRAISAL GUIDELINES OF
GOI

The Metro Rail Policy (2017) outlines five broad categories of Mass Rapid Transit
Systems – Busways and Bus Rapid Transit Systems, Light Rail Transit (LRT),

DPR for Metro Rail Project inSurat, Gujarat December 2018 1/13
 Chapter 03–System Selection

Metro Rail and Regional Rail. The comprehensive study done by CEPT
University, Ahmedabad has after due analysis suggested as given hereunder:-

3.1.1 Bus Rapid Transit System (BRTS)

Currently city is operating a total of 102 km BRT network in addition to proposed

10 km of high mobility corridor. Based on the alternative analysis, additional 94
km of potential BRT corridor has been identified.

BRT system with the dedicated corridor is proposed as a complementary service

to the Metro system. This is to avoid competition among the two systems. From
railway station to Sarthana corridor, the passenger demand is very high.
Therefore to avoid overcrowding on the system and to provide easy commute,
along with existing BRT network, metro corridor has also been proposed to
accommodate the future demand.

3.1.2 Metro Corridors

The following three corridors are proposed as potential metro corridors:

1. Dream city – Kamrej (28.9 km)

2. Bhesan – Umbhel (26.3 km)

3. Majuragate to Karamala (15.8 km)

A total of 71 km of metro network has been proposed. Tentative distance between

two stations would be around 1km.

3.1.3 City Bus Services

City bus services are the primary mode of travel and also work as a feeder service
to the rapid transit system. In future, city bus would have to be planned around
900km network covering all the major roads which are above and equal to 18m
RoW. The concept of integrated services is proposed to be adopted by allowing
the city bus services to use the BRT corridor for short sections in order to provide
seamless transfer opportunities for passengers.

As per the future projections of passenger ridership of 36 lakhs/day on bus in the

year 2046, a total fleet of around 5000 buses would be required (assuming 700
passengers /bus/day).

DPR for Metro Rail Project inSurat, Gujarat December 2018 2/13
 Chapter 03–System Selection

Presently, route rationalization activities have been undertaken for the city bus
services. However, as the city grows, the city structure also undergoes
transformation and needs to be updated regularly. It is proposed to undertake a
route rationalization and operations planning exercise every five years, so that the
public transport system responds to the travel demand pattern of the city
residents.

3.2 Model Output for Public Transport assignment

Based on the observed traffic flows on the rapid transit corridors, following have
been screened as possible rapid transit corridors. The screening has been done on
the basis of flows more than 4000 passengers in the peak hour per direction.

Table 3.1: Proposed rapid transit corridors (2046)

S.N Corridor Name Via Km

1. Majuragate to Karamala Ved 15.80

2. Dream City – Kamrej/Vav
Sarthana – Exhibition
Centre, Bhatar Char rasta 29
and Sarsana, Majura Gate,
Rly Station and Sarthana

3. Bhesan – Umbhel
Adajan, Majura gate, 26.30
Kamela Darwaja and Saroli
4. Adajan to Hazira Pal 14
5. Sherdi to Unn (half ring)
Kapodara, Saroli, Devadh, 30
Saniya Kande
6. Jahangirpura to Olpad Talad 11
7. Kosad to Sayan Gothan 9
8. Punagam to Valthan Kosmada 11
9. Unn to Khajod - 6.3
10. Dindoli to Bhatiya - 10.2
11. Kamrej to Vav
2.3

Total length of Rapid Transit Corridor (Tentative) 165.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 3/13
 Chapter 03–System Selection

It can be seen that around 165 kms of rapid transit corridors are proposed for the
future year 2046. Further based on the ridership and passenger flow, following
three corridors may be considered as metro, while the other eight corridors for
BRTS system.

 Majuragate to Karamala
 Dream city - Kamrej
 Bhesan - Umbhel

Thus, in the year 2046, the CMP scenario proposes an integrated public
transport system consist of around 71 km of metro; 196 km of BRT and 889 km
of city bus network.

3.2.1 Proposed Multimodal Affordable Transport Authority (MATA)

Recently Gujarat Government has announced the setting up of a Multimodal

Affordable Transport Authority (MATA) to develop a holistic and integrated multi-
modal systems approach so as to move towards an energy efficient and
sustainable future. This authority will work for integrated transport management
of sky, land & water routes. This authority will be setup at the state level and will
ensure the integration of all modes of transport at the state level.

3.2.2 The alternative Analysis undertaken in CEPT’s study has to be juxtaposed with
the Alternative Analysis done in DPR of Surat Metro and the same has to be
further seen in the context of PHPDT along the selected corridors which exclude
other modes of public transport along the corridors.

In this connection it is again clarified upfront that the Mobility Planning of Surat
City is the responsibility of Government of Gujarat who has assigned this job of
comprehensive mobility study to CEPT University, Ahmedabad.

The comparison of Alternative Analysis proposed in CEPT’s study/DPR with the

requirement of the Appraisal of Guidelines is provided as under:

DPR for Metro Rail Project inSurat, Gujarat December 2018 4/13
 Chapter 03–System Selection

Table 3.2: Comparison of Alternative Analysis

S. Provisions of Appraisal Guidelines Covered in Chapters Paragraphs Covered
No. Framework CEPT’s
Report/DPR
1 Objective of Alternative Analysis Yes Chapter one of CEPT’s report itself
 .All transportation objectives succinctly puts all these objectives
covered upfront.
 All project impacts evaluated
 Stakeholders opinion considered
 Select locally preferred objective
2 Stage I Development, Qualitative Yes Described in various chapters
and Quantitative evaluation of below
screening criteria-
 Mobility Effects
 Conceptual Engineering Effects
 Financial and social effects
 Environmental and Social
Effects
 Cost Effectiveness and
Affordability
3 Evaluation Parameter for Mobility Yes Chapter 3 of CEPT’s report deals
Effect-Travel Demand Forecasting with existing Transport System,
Vehicular Growth, Intermediate
Public Transport (IPT) modes, Non-
Motorised Transport (NMT)
Benchmarking Urban Transport in
Surat etc.
Chapter-7 of CEPT’s report deals
with Growth Dynamics in Surat
Employment Projections, Travel
demand model, Development etc.
Chapter 10 of CEPT’s report deals
with priority of projects,

DPR for Metro Rail Project inSurat, Gujarat December 2018 5/13
 Chapter 03–System Selection

identification of funding agency,

multi-model affordable transport
authority etc.
4 Evaluation Criteria Conceptual Yes Chapter-9 of CEPT’s report deals
Engineering-parameters- with mobility improvement
geotechnical, civil structures, measures, road network
station planning (bus/rail), utilities, development plan, CMP network
rights of ways, other parameters development, ROWs./RUB/ROB,
parking, intermodal connectivity etc road alignment along DFC Corridor,
Urban Freight proposals, TOD,
NMT etc.
5 Evaluation Parameter- Social and Yes The Environment and Social
Environmental Assessment impact (EIA & SIA) analysis has
been got done for Surat Metro Rail
Project and included in DPR.
6. Evaluation Parameter- Cost Yes Chapter 9 of CEPT’s report deals
Effectiveness and with costing of roads, flyovers,
Affordability ROB/RUB etc. Chapter 19 of DPR
deals with working out cost
estimates of metro corridors, cost
reduction measures,
standardization, indigenization and
inducing competition etc.
7. Evaluation Parameter- Financial Yes Financial Internal Rate of Return
and Economic (FIRR) and Economic Internal Rate
of Return (EIRR) have been got
worked out and included in DPR.

Stage III: Alternative Evaluation Yes CEPT’s study

8. Identification of alternatives that are indicates/recommends the
most likely to meet implementation of Integrated
 Purpose and need identified for Public Transport System by the
the Project year 2046, as hereunder:-

DPR for Metro Rail Project inSurat, Gujarat December 2018 6/13
 Chapter 03–System Selection

 Avoid or minimize environmental

and community impacts  Metro : 71 Kms
 Allow for effective and feasible  BRTS : 196 Kms
project phasing and  City Bus Service: 889 Kms
constructability
 Provide a cost effective
transportation investment
 The evaluation of alternatives
should include a no build
alternative (without project)

3.3 JUSTIFICATION OF SURAT METRO BASED ON ALTERNATIVE ANALYSIS

It is instructive to note that Metro Rail Projects in Surat City has been proposed
/undertaken after conducting in-depth planning and dithering. In this connection it
is to be noted that CEPT’s study had done for both scenarios i.e. Gradual Growth
Scenario and Rapid Growth Scenario. CEPT’s analysis had substantively
focused on expansion of BRTS network and City Bus network in Surat, it has
recommended the integrated public transport system in the year 2046, consisting
of 71 Km of metro, 196 Km of BRTS and 889 Km of city bus network.

Further, the CEPT’s study report recommends the following corridors as potential
metro network:-

1) Dream City – Kamraj (28.90 kms)

2) Bhesan – Umbhel (26.30 kms)
3) Majura Gate – Karamala (15.80 kms)

Based on the demand analysis, it can be concluded that all of three corridors
may be considered for metro. However, in the 1st phase following two metro
corridors/corridor-sections are recommended:-

 Dream City – Sarthana

 Bhesan – Saroli

For Phase-II, Majura Gate - Ved can be considered. The extension to Karamala
based on road network developments and demand build can be considered after

DPR for Metro Rail Project inSurat, Gujarat December 2018 7/13
 Chapter 03–System Selection

demand assessment. Similarly, extensions from Sarthana – Kamrej/Vav and

Saroli-Umbhel can be taken up in subsequent phases.

3.4 OPTIONS FOR PUBLIC TRANSPORT SYSTEM

Over and above the above mentioned Alternative Analysis that emerges from the
CEPT’s study and which broadly follows the requirement of the New Appraisal
Guidelines, in this chapter of the DPR of Surat Metro, following detailed
Alternative Analysis has been done for which the following Mass Transit Modes
have been considered :

i) Heavy Metro System with a capacity of 90,000 passengers per hour per
direction of traffic (PHPDT). The capital city Delhi has gone for a Heavy
Metro System.

ii) Medium Capacity Metro with PHPDT of 30,000 to 45,000. Cities like
Bangalore, Chennai, Kolkata, etc. have gone for Medium Capacity Metro.

iii) Light Metro with PHPDT of upto 30,000. Trivandrum and Kozhikode cities are
planned for Light Metro Systems.

iv) Light Rail Transit Systems: 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.

v) Monorail System:

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.

vi) 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:

DPR for Metro Rail Project inSurat, Gujarat December 2018 8/13
 Chapter 03–System Selection

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) Bus Rapid Transit System(BRT)

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.

d) 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.

3.5 Salient features of various Mass Transit Systems

The salient features of the various Transit Systems are summarized as under:-

DPR for Metro Rail Project inSurat, Gujarat December 2018 9/13
 Chapter 03–System Selection

Table 3.3: Various Transit Systems

Heavy Medium Electric
Parameter Light Metro LRT
Metro Metro Bus
Axle Load 17 T 16T 11T to 12 T 10 T 10 T
More than
PHPDT More than
25000 and Upto 25000 Upto 10000 Upto 8000
range 45000
upto 45000
3 to 9
Number of 6 cars or
4 to 6 cars 3 to 4 cars units/cars Electric Bus
cars more
train
2.5 to 2.65
Length
2.9 m/3.2 m 2.9m/3.2m 2.7m/2.9m Length 7-8 M
Car 24m
wide wide wide and unit
dimensions Width
22 m long 22 m long 18 m long length 21m,
2.5M
33 m,43m
Car 300 persons 300 persons 200 persons 160 per
150 per bus
capacity per car per car per car Tram
Box Girder/ Box Girder/
Box Girder/ U
Viaduct U Girder/ U Girder/ Box Girder/ Box Girder/
Girder/ double
particulars double u double U U Girder U Girder
U Girder
Girder Girder
Length of
185m to
platform 140m 90m 50m 50m
210m
required
Rs 250 225
CAPEX/km 175 crore/km 120 crore/km 80 crore/km
Crore/Km crores/Km
O&M/km Depends on No. of Passengers carried/day and number of train trips
Deck width
9 m to 10 m 8.5m to 9.0 m 7.0 to 8.5 m 7.0 to 8.5 m 7.0 to 8.5 m
of viaduct

Distance 25m to 37m 25m to 37m 25m to 37m 25m to 37m 25m to 37m
between spans spans spans spans spans
pillars
Speed
85 KMPH 85 KMPH 85 KMPH 50 Kmph 50 Kmph
( Max)

3.6 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 is as follows:

DPR for Metro Rail Project inSurat, Gujarat December 2018 10/13
 Chapter 03–System Selection

Table 3.5: Guidelines for Choice of Different Modes

POPULATION AVG. TRIP
SYSTEM PHPDT IN 2021
IN 2011 LENGTH

>=15000 for at least 5km

Metro Rail # More than 20 Lakhs More than 7 Km
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 System >=4,000 and upto 20000 More than 10 Lakhs >5 Km

Organised City Bus Service >1 lac,

as per urban bus >50,000 in case of hilly >2 to 3 Km
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.

3.7 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 upon 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 upon the ROW. If ROW is 20 m or
more, elevated alignment is preferred over underground as the cost of
underground alignment is 2- 2½ times of elevated alignment.

3.8 DAILY RIDERSHIP ON CORRIDOR

Two corridors have been identified in Surat Metro Rail Project (Phase-I) as per
details given underneath:

 Corridor-I : Sarthana to Dream City

 Corridor-II : Bhesan to Saroli

DPR for Metro Rail Project inSurat, Gujarat December 2018 11/13
 Chapter 03–System Selection

TRAFFIC DATA
(As forwarded by Surat Municipal Corporation/CEPT)

a) Full Day Metro Boarding

Table 3.6: Full Day Metro Boarding

Metro Boardings
Scenario
Scenarios (Full Day)
No.
01 2021 Without TOD 2,99,650

02 2026 Without TOD 533,890

03 2036 Without TOD 9,74,310

04 2046 Without TOD 12,23,090

b) Full Day Boarding (Different Modes)

Table 3.7: Full Day Boarding

Mode
Scenarios Boardings Transfer rate %Boardings
2021 Without Bus 5,16,360 41%
TOD
BRT 4,57,300 1.71 36%
Metro 2,99,650 24%
Total 12,73,310 100%
2026 Without Bus 8,53,980 39%
TOD
BRT 7,93,170 1.64 36%
Metro 5,33,890 24%
Total 21,81,040 100%
2036 Without Bus 21,29,440 43%
TOD
BRT 17,91,850 1.74 37%
Metro 9,74,310 20%
Total 48,95,600 100%
2046 Without Bus 27,44,630 44%
TOD
BRT 22,26,070 1.78 36%
Metro 12,23,090 20%
Total 61,93,790 100%

DPR for Metro Rail Project inSurat, Gujarat December 2018 12/13
 Chapter 03–System Selection

c) Maximum Peak Hour Peak Direction Traffic (PHPDT)

Table 3.8: Peak Hour Peak Direction Traffic

(For the year 2021,2026,2036 & 2046)

Sr.No. Corridor 2021 Without 2026 2036 2046

TOD (Peak Without Without Without TOD
Hour) TOD TOD (Peak (Peak Hour)
(Peak Hour)
Hour)
 Corridor-I
1. Corridor 1b: Dream City- 6,549 13340 20,856 24,247
Sarthana (Up Direction)
2. Corridor 1bR: Sarthana- 6,992 13,536 20,677 26,587
Dream City (Down
Direction)
 Corridor-II

3. Corridor 2d: Bhesan- 3,918 5698 12,573 15,448

Saroli (Up Direction)
4. Corridor 2dR: Saroli- 3,693 5236 12,098 15,175
Bhesan (Down Direction)

3.9 MODE SELECTION FOR SURAT METRO CORRIDORS

Road-based 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. Light Metro system caters to a PHPDT upto 30,000
and for PHPDT in between 30,000 to 45,000 medium capacity metro will cater
adequately. Therefore, in view of PHPDT figures and other traffic data explained
in Para 3.4 above, it is hereby recommended to adopt Medium capacity metro
system, keeping in view the system being provided to be suitable for future 75
years

Moreover, if metro system is in place in Surat City, Gujarat, the daily and peak
hourly traffic on various sections of road is expected to be reduced considerably.
It may be seen that with the proposed metro corridors in Surat City, Gujarat, the
road traffic will be reduced not only on the road along the corridor but also in the
surrounding road network in its influence area.

Hence, keeping in view the above points, it is recommended to adopt an stable,

tested and reliable metro technology i.e. Medium Capacity Metro System in
Surat City, Gujarat.

DPR for Metro Rail Project inSurat, Gujarat December 2018 13/13
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

CHAPTER - 4

GEOMETRIC DESIGNING PARAMETERS AND

ALIGNMENT DESCRIPTION

4.1 GENERAL

This chapter deals with geometrical standards adopted for horizontal and
vertical alignments, route description, etc. The proposed corridors of Surat
Metro Rail Project (Phase-I) will consist of Standard Gauge (SG) lines, For
underground corridors, track centers are governed by the dimension of island
platform and for elevated (side platform), it is governed by sharpest curvature
on the alignment.

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 1.00km and trains will not be able to achieve higher speed.

The elevated tracks will be carried on box-shaped/U-shaped/Double U-

shaped elevated decking supported by single circular piers, generally spaced
at 25-m centres and located on the median of the road to extent possible. 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.

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 or NATM technique. Two stations are planned to be stacked
stations.

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

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 cant deficiency of 85 mm on Metro tracks, the safe speed on
curves of radii of 300 m or more is 80 km/h. On elevated sections minimum
radius of 120m has been used at one location having speed potential upto 40
km/h. However in underground section desirable minimum radius of curve
shall be 300 m for ease of working of Tunnel Boring Machine (TBM). For
maximum permissible speed on curve with various radii, Table 4.2may be
referred.

4.2.2 Horizontal Curves

Table 4.1

Underground Elevated
Description
Section Section
Desirable Minimum radius 300 m 200 m
Absolute minimum radius 200 m (only c/c) 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) 85 mm 85 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 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

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 rail level will be about
9.8 m above the road level, with U-girder rail level may come to about
9.5 m above ground level However, at stations which are located
above central median, the rail level will be 13.5 m above the road level
with concourse at mezzanine. These levels will, however, vary
marginally depending upon where the stations are located.

(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. However, this rail level may be further lowered if
alignment passing under built-up areas.

Track center in underground sections are follows:

Track center in underground sections are follows: 16.05 m (for lesser

Sections where stations are to be constructed width of platform,
by cut & cover and running section by TBM to track center to be
Accommodate 13 m wide platform reduced)
Sections where stations are to be constructed
by NATM and running section by TBM to facilitate 22.00 m
Construction of stations

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

(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 2.5 %. 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
(i) Desirable : 2500 m
(ii) Absolute minimum : 1500 m
 Other Locations : 1500 m
 Minimum length of vertical curve : 20 m

4.2.5 Design Speed

The maximum sectional speed will be 80 km/h. However, the applied cant,
and length of transition will be decided in relation to normal speeds at various
locations, as determined by simulation studies of alignment, vertical profile
and station locations. 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 -Cant, Permitted Speed & Minimum Transition Length for Curves

MINIMUM DISTANCE BETWEEN

MAXIMUM
ADJACENT TRACKS
RADIUS CANT PERMISSIBLE
ELEVATED AND
SPEED UNDERGROUND
AT-GRADE
meters mm kmph mm Mm
3000 15 80 3500 3650
2800 15 80 3500 3650
2400 20 80 3500 3650
2000 20 80 3500 3650
1600 25 80 3500 3650

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

MINIMUM DISTANCE BETWEEN

MAXIMUM
ADJACENT TRACKS
RADIUS CANT PERMISSIBLE
ELEVATED AND
SPEED UNDERGROUND
AT-GRADE
meters mm kmph mm Mm
1500 30 80 3500 3650
1200 35 80 3500 3650
1000 45 80 3500 3700
800 55 80 3550 3700
600 70 80 3550 3750
500 85 80 3600 3750
450 95 80 3600 3800
400 105 80 3650 3800
350 110 75 3650 3800
300 110 70 3700 3850
200 110 55 3800 3950
150* 110 45 4000 4050
150* 0 30 4000 4050
120* 110 40 4000 4150
120* 0 25 4000 4150
*The curves of 120 and 150 meters radii are used in depot and depot connections.

Notes: (a) The track spacing is without any column/structure between two
tracks and is with equal cant for both outer and inner tracks.
(b) Track spacing shown is not applicable to stations which should
be calculated depending on specific requirement.
(c) Figures for any intermediate radius of curvature may be
obtained by interpolating between two adjacent radii. For higher
radii, values may be extrapolated.

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 1.00 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

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 Surat Metro Rail
Project (Phase-I). The normal ballasted track in Depot (except inside the
Workshops, inspection lines and washing plant lines). The ballast less track is
recommended on Viaducts and inside tunnels as the regular cleaning and
replacement of ballast at such locations will not be possible.

For the depots, ballasted track is recommended as ballast less track on

formation is not suitable due to settlement of formations. Ballast less 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 track in Depot may be of the following types:

 Supported on steel pedestal for inspection lines.
 Embedded rail type inside the Workshop.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

 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

S. No. Description Turn out Type

01 Main Line 1 in 9
02 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

02 (Two) - Corridors identified for implementation in Phase-I of Surat Metro

Rail Project network are as follows:-

Table 4.4

S. No. Corridors Total (km)

i) Sarthana to Dream City 21.61 Kms.
ii) Bhesan to Saroli 18.74 Kms.
Total 40.35 Kms.

Both the above mentioned Corridors have been shown in Fig. 4.1

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

4.11 CORRIDOR–I : SARTHANA TO DREAM CITY

The features of Sarthana to Dream City along with the details of route
alignment have been described below:-

4.11.1 References

(a) Chainages

Chainage at Sarthana end (proposed Sarthana Metro Station) has been

reckoned as ‘0’ and it increases towards Dream City

(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 Sarthana to Dream City has been named as ‘Down line’
and ‘up line’ is converse of it.

4.11.2 Description of the Route Alignment of the Corridor

(Corridor-I :Sarthana to Dream City)

This corridor runs from North-Eastern parts of Surat to Central to Southern

parts of Surat. The corridor originates from Sarthana near to Gadhpur
Township on Varachha Road (Surat-Kamraj Road) where it gets integrated
with Poshottam Bus Stop of BRTS and moves further to take left turn towards
Nature Park by the side of existing Flyover before arriving at Varachha
Chopati Garden and then at Shri Swami Narayan Mandir Kalakunj and
alignment then ramps down to be underground with null point at chainage
3805mand then runs towards Kapodhora. Thereafter, it runs towards
Labheshwar Chowk and then Central Warehouse on Lambe Hanuman Road
before integrating at Surat Railway Station (Indian Railways) and existing
Surat Bus Terminal of Gujarat State Road Transport Corporation (GSRTC).
The alignment then crosses the railway lines atchainage 7420.50m by
underground construction method (TBM) beneath underpass as proposed due
to integration with Surat railway station Development MMTH project The
alignment further continues towards Chowk Bazar via Maskati Hospital on
GandhiBaug Road.After Chowk Bazar Station, the alignment ramps out at

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

chainage 10270m in Gandhi Baug Area to be elevated and runs towards

Kadarsha Ni Nal on Dayalji Ashram Margand then it gets integrated at Majura
Gate with Majura Gate Metro Station of Corridor-2 : Bhesan to Saroli and
then takes turn towards southern parts of Surat and reach Roopali Canal
Station on GurunanakMarg (Bhatar Road) and continues further towards
AlthanTenament and Althan Gam area on Shri Satya Sai Marg (Althan Road)
before reaching on VIP road. Thereafter, the corridor runs towards Women
ITI and Bhimrad Station on Bhimrad- Althan Canal Road and continues
further towards Convention Centre on Althan- Sarsana Road and crosses ring
road before terminating at Dream City on Dream City Road. One Train
Maintenance Depot has been proposed on right hand side of road in Dream
City. The Sarthana-Dream City Corridor has been shown in Fig. 4.2.

4.11.2.1 A list of Stations along with chainages, inter- station distance, type of station
etc. to be provided on Corridor: I (Sarthana to Dream City) is given in Table
4.4(A) as follows:-

Table 4.4(A): List of Stations onSarthana- Dream City Corridor

CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO
Inter Rail Ground Depth/
Distance Level Level Hight U/G
Station Chainage(
S.No Between / Remark's
Name m)
Two ELEVATED
Stations.
0 DEAD END (-) 450
1 SARTHANA 0.0 450 72.800 58.936 13.864 ELEVATED SIDE PLATEFORM
NATURE
2 1238.1 1238.1 72.500 58.722 13.778 ELEVATED SIDE PLATEFORM
PARK
VARCHHA
3 CHOPATI 2108.5 870.4 72.400 58.755 13.645 ELEVATED SIDE PLATEFORM
GARDEN
SHRI
SWAMINARA
4 YAN 3196.6 1088.1 71.700 58.067 13.633 ELEVATED SIDE PLATEFORM
MANDIR
KALAKUNJ
-
5 KAPODRA 4237.0 1040.4 44.000 58.059 U/G ILAND
14.059
- Side Plateformfor UP Line & Down
45.200 56.678 Line
11.478
LABHESHW at Different Level i.e One -Over
6 5506.6 1269.6 U/G (For
AR CHOWK -
36.200 56.654 Bottom Other
20.454
Line Track)
CENTRAL
-
7 WAREHOUS 6668.9 1162.3 41.600 55.390 U/G
13.790
E
SURAT
-
8 RAILWAY 7255.6 586.7 40.900 54.717 U/G ILAND
13.817
STATION
U/G (For Side Plateformfor UP Line & Down
-
43.300 54.376 Top Line Line
11.076
MASKATI Track) at Different Level i.e One -Over
9 8487.0 1231.4
HOSPITAL U/G (For Other
-
34.000 54.379 Bottom
20.379
Line Track)
CHOWK -
10 10289.8 1802.8 42.600 54.206 U/G ILAND
BAZAR 11.606
KADARSHA
11 11721.7 1431.9 67.600 52.818 14.782 ELEVATED SIDE PLATEFORM
NI NAL

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

MAJURA
12 12313.8 592.1 75.500 51.574 23.926 ELEVATED SIDE PLATEFORM
GATE
ROOPALI
13 13611.5 1297.7 67.300 53.625 13.675 ELEVATED SIDE PLATEFORM
CANAL
ALTHAN
14 14696.2 1084.7 65.300 51.692 13.608 ELEVATED SIDE PLATEFORM
TENAMENT
ALTHAN
15 15843.5 1147.3 64.600 50.867 13.733 ELEVATED SIDE PLATEFORM
GAM
16 VIP ROAD 16699.1 855.6 64.400 50.844 13.556 ELEVATED SIDE PLATEFORM
SURAT
17 17808.4 1109.3 63.700 50.044 13.656 ELEVATED SIDE PLATEFORM
WOMEN ITI
18 BHIMRAD 18659.5 851.1 62.500 49.000 13.500 ELEVATED SIDE PLATEFORM
CONVENTIO
19 19829.4 1169.9 62.800 49.300 13.500 ELEVATED SIDE PLATEFORM
N CENTRE
20 DREAM CITY 20710.3 880.9 62.500 49.000 13.500 ELEVATED SIDE PLATEFORM
DEAD END 21160.3 450.0

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

S. Chainage (m) Length
Remarks
No. From to (m)
After crossing Shri Swami Narayan Mandir
1 3560 4050 490m Kalakunj Station, sufficient space is available on
road to accommodate ramp structure.
2 10450 10490 440m In Gandhi Baug area near Chowk Bazar, sufficient
space is available to accommodate ramp structure.

4.11.4 Critical Locations

Few locations along the alignment are critical from alignment point of view.
These locations are:

 Crossing of Railway Lines (near Surat Railway Station) at deeper

depth beneath underpass road as proposed due to integration with
Surat railway station Development MMTH project.
 Crossing of existing Flyover and Surat Metro’s Corridor-2 (Bhesan to
Saroli) at Majura Gate
 Underground Alignment near to LabeshwarChowk Station and
Maskoti Hospital Station (one above other)

(a) Crossing of Railway Lines (near Surat Railway Station). Due to

integration with proposed Surat railway station MMTH project, the
existing underpass has been planned at -5m level and shall have to
be accommodated above the proposed Metro Station (Surat Railway
Station) at chainage 7255.60. Therefore, metro station needed to be

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

further deepened to accommodate the said underpass above its top

slab, with appropriate overburden etc. Therefore, the arrangement
showing the tunnels and station box etc. has been shown in fig.
Fig 4:3 Crossing of Railway Line (Near Surat Railway Station)

(b) F
:

(b) Crossing of existing Flyover and Surat Metro’s Line-2 at

Majuragate

This Corridor crosses existing Flyover and Surat Metro’s Corridor-2

(Bhesan –Saroli) at Majuragatenear chainage 9175m. The alignment
shall have to be made higher to cross over the above mentioned
structures safely by providing suitable vertical gradient. Therefore,
the arrangement indicating the said crossing is shown in Figure 4.4
hereunder:-
Fig.4.4: Crossing of Flyover and Metro Line-2 at Majura Gate

(c) Underground Alignment near to Labheshwar Chowk Station

and Moskati Hospital Station (one above other)

Due to space constraints and heavy congestion on road areas, two

underground stations namely Labheshwar Chowk and Moskati
Hospital have been planned on side platform pattern for UP line and
Down line at different levels i.e. one-over other. To accommodate
these two level stations up line and down line tunnels have been
planned one above other by tapering the inter tunnel distance on both
sides of the stations. Therefore, the said arrangement indicating
providing tunnels one over other is shown in Figure 4.5 hereunder:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Fig. 4.5 : Tapering of UP line & Down line Tunnels near Labheshwar Chowk Station and Maskati
Station

4.11.5 Archeological Survey of India (ASI) protected monuments along the

corridor

(a) Dargah Khwaja Dana Sahab Rouza

Alignment passes by the side of DargahKhwaja Dana SahabRouza at the

distance of 400m from the Metro Corridor-I.

(b) Old English Tomb

Alignment passes by the side of Old English Tomb and is situated

approximately 1450 m away from Metro’s Corridor-I.

(c) Tomb of Khwaja Safar Sulemani

Alignment passes by the side of “Tomb of Khwaja Safar Sulemani” which is

situated approximately 400m away from Metro’s Corridor-I.

(d) Old Dutch and Armenian Tomb and Cemetery

Old Dutch and Armenian Tomb and Cemetery is situated approximately

1100 m from Metro’s Corridor-I.

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 are certain stretches along the
corridor which are underground due to various reasons. The underground
stretches are as under:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table 4.6 -Details of underground sections

Chainage(m)
S. No Length(m)
From To
1. 3805.00 10270.00 6465m
Total 6465m

From chainage 3805.00m to chainage10270m, section has been envisaged

as Underground section due to inadequate space available on road in the
areas like Kapodra, Labheshwar Chowk, Central Warehouse, Surat Railway
Station, Muskati Hospital and Gandhi Baug and Row is less than 20m
through which alignment is passing and planning elevated metro alignment on
such narrow road will involve demolition of large number of structures. It is
also required to provide metro stations at interval of approximately 1.00 Km,
in this stretch to serve inhabitants, which further requires more width and
resulting in more demolitions.

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 4.7.

Table 4.7 -Details of Integrating Stations

S. No. Station Remarks

1. Sarthana Integration with existing Poshottam Bus stop of BRTS

Surat Railway Integration with proposed MMTH project comprising of

2.
Station railway station, GSRTC, BRT/City bus, IPT etc

Integration with proposed metro station on the Surat

3. Majura Gate
Metro’sCorridor-2 (Bhesan-Saroli).
4. VIP road Integration with existing Althan Bus Stop of BRTS
5. Gandhi Baug Integration with city bus depot
6. Rupali Canal Integration with BRT bus station

4.11.8 Depot

Land for depot location for this line has been identified in Dream City area. It
is about 2.0 km away from Ring Road/NH. Depot connectivity has been
planned from Dream City Station.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

4.11.9 Other Main Features of the Corridor

a) This corridor provides metro connectivity to Gadhpur Township,

Sarthana Nature Park, NanaVarachhe village, Kalakunj Junction,
Kapodra and Punavillage, Labheshwar Chowk area, Big Diamond
Market (Mini Bazar) of Surat, Retail Sari Market, Surat Railway Station,
Muskati Hospital,Bhagaljunction, Gandhi Bagh, Chowk Bazar,
MajuraGate, RoopaliCanal,Althan Treatment, Althan Gram, VIP road
Women IIT, Bhimrad, Convention City and Dream City.

b) This Corridor is integrated with Corridor-2 (Bhesan-Saroli) of Surat Metro

at Majura Gate. This integration provides metro connectivity to eastern
parts of Surat city.

c) Corridor is integrated with Surat Railway Station. This integration

provides metro connectivity to commuters of neighbouring cities.

d) About 32% length of the corridor is underground.

e) Total 20 stations have been proposed on this corridor; out of these 14

stations are elevated and remaining 06stations are underground.

4.11.10 Technical Features

(a) Route Length

The total route length from dead end to dead end is 21.61 Km as per the
break-up details given hereunder:

 Underground

i) TBM (i/c station length) : 6.005km

ii) Ramp : 0.465 km
 Elevated : 15.14 km
--------------
Total : 21.61 kms

(b) Horizontal Curves

There are total 62 curves on the alignment of this corridor. Sharpest radius
is 122.515m which has been used at twolocation in the elevated section
whereas largest radius is 20002.52m which has been used at one location.
Total length of alignment on curves is nearly 45.93 (including transition
length of curves). Details of curves are given in the Table 4.8A & 4.8B
below:-

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table 4.8(A) – Abstract of Horizontal Curves

Abstract of Horizontal Curves

CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO
Curved
S. Nos. Length % w. r. t. total curved
Radius (m)
No. Occurrences With length
TL (m)
1 >120m - 510m 35 6644.44 66.95%
2 >510m - 1010m 17 2454.58 24.73%
3 >1010m - 2010m 5 407.637 4.11%
4 >2010m - 5010m 2 190.47 1.92%
5 >5010m 3 227.441 2.29%
Total 62 9924.6 100.00%

Table 4.8 (B): Statement of Horizontal Curves

CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO (Horizontal Curve Details)
Hand Arc Staright
Curve of Radius Length Transition Included Length
No. Arc (m) (m) Length (m) Angle Tangen (m)
L1 L2 D M S t (m) 301.759
1 Right 1002.515 68.749 25 25 03 55 44.939 34.388 94.079
2 Left 1002.515 27.221 25 25 01 33 20.614 13.611 66.619
3 Right 1102.515 27.071 25 25 01 24 24.637 13.536 28.547
4 Right 402.515 45.676 55 32.918 06 30 06.455 22.863 0
5 Right 1002.515 100.74 32.918 25 05 45 26.923 50.412 64.057
6 Left 1002.515 33.338 25 25 01 54 19.296 16.671 360.977
7 Left 202.515 64.856 55 55 18 20 56.753 32.708 148.941
8 Right 202.515 79.149 55 25 22 23 34.758 40.086 141.546
9 Right 2002.515 42.301 25 25 01 12 37.090 21.151 78.946
10 Left 2012.515 25.234 25 25 00 43 06.230 12.617 29.911
11 Left 1802.515 27.723 25 25 00 52 52.349 13.862 185.818
12 Right 2112.515 25.236 45 45 00 41 04.016 12.618 63.745
13 Left 602.515 85.512 25 25 08 07 54.268 42.828 59.078
14 Left 1002.515 37.78 50 50 02 09 33.228 18.892 0
15 Right 302.515 37.205 50 50 07 02 47.507 18.626 25.514
16 Left 482.515 28.447 25 25 03 22 40.579 14.228 0
17 Right 1002.515 76.067 25 25 04 20 50.653 38.052 831.577
18 Right 1008.12 53.401 25 25 03 02 06.093 26.707 86.94
19 Left 1008.12 50.578 55 55 02 52 28.374 25.294 142.171
20 Left 308.12 140.983 55 55 26 12 58.083 71.748 303.896
21 Right 308.12 126.075 55 55 23 26 38.155 63.932 148.846
22 Right 308.12 27.156 55 55 05 02 58.745 13.587 182.808
23 Left 508.12 58.749 55 55 06 37 28.229 29.407 125.001
24 Left 308.12 94.978 55 55 17 39 41.119 47.869 146.934

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

25 Right 308.12 161.27 25 25 29 59 19.070 82.528 94.266

26 Left 1008.12 39.64 25 25 02 15 10.567 19.823 42.436
27 Left 1008.12 193.619 25 25 11 00 15.131 97.108 35.407
28 Right 1008.12 36.791 55 55 02 05 27.660 18.398 347.798
29 Left 308.12 80.482 55 55 14 57 57.030 40.471 528.285
30 Right 308.12 105.561 55 55 19 37 45.992 53.303 189.747
31 Right 308.12 181.229 55 55 33 42 00.407 93.321 664.177
32 Left 308.12 537.872 55 55 100 01 07.761 367.326 248.262
33 Right 178.12 159.056 55 55 51 09 48.783 85.271 34.515
34 Left 136.515 211.422 40 40 88 44 04.721 133.533 44.798
35 Right 280.515 53.008 40 40 10 49 37.281 26.583 0
36 Left 302.515 27.162 40 40 05 08 39.866 13.59 173.518
37 Right 1002.515 305.812 25 55.007 17 28 40.036 154.103 0
38 Right 292.515 159.629 55.007 45 31 16 01.232 81.856 0
39 Left 202.515 34.697 45 45 09 48 59.097 17.391 168.448
40 Left 502.515 101.526 55 55 11 34 33.010 50.937 42.116
41 Left 1002.515 40.526 25 25 02 18 58.165 20.266 45.285
42 Right 132.515 55.951 50 50 24 11 29.185 28.398 25.629
43 Left 502.515 39.829 50 50 04 32 28.361 19.925 477.837
44 Right 15002.52 48.152 20 20 00 11 02.030 24.076 704.554
45 Right 1502.515 33.943 25 25 01 17 39.744 16.972 95.912
46 Left 1502.515 26.599 25 25 01 00 51.542 13.3 84.444
47 Right 1002.515 171.318 25 25 09 47 28.302 85.868 123.623
48 Left 212.515 62.119 55 55 16 44 52.428 31.283 75.526
49 Right 1002.515 33.819 25 25 01 55 58.238 16.911 115.148
50 Right 252.515 36.238 55 55 08 13 20.585 18.15 295.226
51 Left 162.515 28.136 55 55 09 55 10.718 14.103 0
52 Right 182.515 25.082 55 55 07 52 25.645 12.561 127.704
53 Left 15002.52 37.495 20 20 00 08 35.501 18.747 1051.908
54 Left 20002.52 31.794 15 15 00 05 27.855 15.897 697.134
55 Right 1002.515 41.747 25 25 02 23 09.333 20.877 105.153
56 Left 202.515 45.851 55 55 12 58 20.332 23.024 170.934
57 Left 252.515 48.732 55 55 11 03 26.436 24.442 220.578
58 Right 132.515 34.894 55 55 15 05 14.218 17.549 42.156
59 Right 132.515 30.739 55 55 13 17 26.968 15.439 33.257
60 Left 152.515 83.181 55 55 31 14 56.369 42.653 1584.553
61 Right 122.515 54.785 55 55 25 37 15.974 27.858 53.303
62 Left 122.515 54.785 55 55 25 37 15.968 27.858 2250.559

(c) Gradient

Existing ground profile of corridor is rising from Sarthana towards Nature Park
in between chainage510 to 720.00 and 720.00 to 1080.00, @0.238% and
0.139% respectively. Thereafter, the terrain is almost flat upto chainage

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

1395. Then, there is a fall @-1.357% upto chainage 1689.80. After crossing
Varachha Chopati Garden there is a continuous rise upto chainage 2713.5@
0.60%. After crossing Shri Swami Narayan Mandir Kalakunj Station, there is
a fall @-3.36% in between chainage 3310.0 to 4134.30. Thereafter, after
crossing Labeshwar Chowk Station, there is a further fall @-3.486% in
between chainage 5670.90 to 5975.0. At Surat Railway Station location the
terrain is almost flat. Thereafter, a rise @2.042% is observed in between
chainage 8040 to 8397.40 followed by a fall @-1.778% in between chainage
8650.0 to 8920 and @-2.100% in between chainage 8920 to chainage
9420.00 before attaining a rise of 1.316% in between chainage 9420to
chainage 9800.00 and @ 2.429% upto chainage 10195.30. Further, there
shall be a rise before reaching Kadarsha Ni Nal Station at the rate of 3.247%
upto chainage 11155.4 and 0.029% upto chainage 11,600.

Change of grade takes place at 64 locations along this corridor. Flattest

grade is level which has been provided at the stations. Level gradient has
been provided at 21(Twenty one) locations and about 28.22% length of
corridor is on level gradient. Steepest gradient on the route is 3.486% which
has been provided in between chainage 5640.9 to 5975.00. 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 4.9A &
4.9B.

Table 4.9A: Abstract of Gradients

Abstract of Gradients
(CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO)

% w. r. t.
Nos. Length total
S. NO. Description
Occurrences (m) Alignment
length
1 Level 21 6097.74 28.22%
> 0% to =
2 16 5365.07 24.83%
1%
> 1% to =
3 18 6132.72 28.38%
2%
> 2% to =
4 5 1900.54 8.79%
3%
> 3% to =
5 4 2114.23 9.78%
4%
Total 64 21610 100.00%

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table 4.9 (B) : Statement of Gradients

CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO (Vertical Curve Details)

(As per centre Line)

Chainage Rail Level

S. No. Length Gradient Remarks
From To From To
1 -450.0 154.3 604.3 72.8 72.8 0.000% Level
2 154.3 510.0 355.7 72.8 71.5 -0.365% Fall
3 510.0 720.0 210.0 71.5 72 0.238% Rise
4 720.0 1080.0 360.0 72 72.5 0.139% Rise
5 1080.0 1395.0 315.0 72.5 72.5 0.000% Level
6 1395.0 1689.8 294.8 72.5 68.5 -1.357% Fall
7 1689.8 1958.9 269.1 68.5 72.4 1.449% Rise
8 1958.9 2280.0 321.1 72.4 72.4 0.000% Level
9 2280.0 2713.5 433.5 72.4 75 0.600% Rise
10 2713.5 2871.8 158.3 75 75 0.000% Level
11 2871.8 3100.0 228.2 75 71.7 -1.446% Fall
12 3100.0 3310.0 210.0 71.7 71.7 0.000% Level
13 3310.0 4134.3 824.3 71.7 44 -3.360% Fall
14 4134.3 4415.0 280.7 44 44 0.000% Level
15 4415.0 4720.0 305.0 44 37 -2.295% Fall
16 4720.0 5010.0 290.0 37 37.7 0.241% Rise
17 5010.0 5230.0 220.0 37.7 45.2 3.409% Rise
18 5230.0 5670.9 440.9 45.2 45.2 0.000% Level
19 5670.9 5975.0 304.1 45.2 34.6 -3.486% Fall
20 5975.0 6560.0 585.0 34.6 41.6 1.197% Rise
21 6560.0 6790.0 230.0 41.6 41.6 0.000% Level
22 6790.0 7140.0 350.0 41.6 40.9 -0.200% Fall
23 7140.0 7360.0 220.0 40.9 40.9 0.000% Level
24 7360.0 7780.0 420.0 40.9 34.5 -1.524% Fall
25 7780.0 8040.0 260.0 34.5 36 0.577% Rise
26 8040.0 8397.4 357.4 36 43.3 2.042% Rise
27 8397.4 8650.0 252.6 43.3 43.3 0.000% Level
28 8650.0 8920.0 270.0 43.3 38.5 -1.778% Fall
29 8920.0 9420.0 500.0 38.5 28 -2.100% Fall
30 9420.0 9800.0 380.0 28 33 1.316% Rise
31 9800.0 10195.3 395.3 33 42.6 2.429% Rise
32 10195.3 10389.5 194.2 42.6 42.6 0.000% Level
33 10389.5 11155.4 765.8 42.6 67.47 3.247% Rise
34 11155.4 11600.0 444.6 67.47 67.6 0.029% Rise
35 11600.0 11812.5 212.5 67.6 67.6 0.000% Level

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

36 11812.5 12155.3 342.8 67.6 75.5 2.305% Rise

37 12155.3 12480.0 324.7 75.5 75.5 0.000% Level
38 12480.0 13280.0 800.0 75.5 63.6 -1.488% Fall
39 13280.0 13510.0 230.0 63.6 67.3 1.609% Rise
40 13510.0 13710.0 200.0 67.3 67.3 0.000% Level
41 13710.0 14030.0 320.0 67.3 62.4 -1.531% Fall
42 14030.0 14320.0 290.0 62.4 62 -0.138% Fall
43 14320.0 14585.7 265.7 62 65.3 1.242% Rise
44 14585.7 14805.0 219.3 65.3 65.3 0.000% Level
45 14805.0 15140.0 335.0 65.3 61.7 -1.075% Fall
46 15140.0 15480.0 340.0 61.7 61.4 -0.088% Fall
47 15480.0 15740.0 260.0 61.4 64.6 1.231% Rise
48 15740.0 16010.5 270.5 64.6 64.6 0.000% Level
49 16010.5 16310.0 299.5 64.6 60.4 -1.402% Fall
50 16310.0 16600.0 290.0 60.4 64.4 1.379% Rise
51 16600.0 16800.0 200.0 64.4 64.4 0.000% Level
52 16800.0 17100.0 300.0 64.4 59.2 -1.733% Fall
53 17100.0 17380.0 280.0 59.2 60.9 0.607% Rise
54 17380.0 17700.0 320.0 60.9 63.7 0.875% Rise
55 17700.0 17920.0 220.0 63.7 63.7 0.000% Level
56 17920.0 18200.0 280.0 63.7 59.4 -1.536% Fall
57 18200.0 18505.5 305.5 59.4 62.5 1.015% Rise
58 18505.5 18833.8 328.2 62.5 62.5 0.000% Level
59 18833.8 19300.0 466.2 62.5 59 -0.751% Fall
60 19300.0 19725.0 425.0 59 62.8 0.894% Rise
61 19725.0 19940.0 215.0 62.8 62.8 0.000% Level
62 19940.0 20220.0 280.0 62.8 60 -1.000% Fall
63 20220.0 20480.0 260.0 60 62.5 0.962% Rise
64 20480.0 21160.3 680.3 62.5 62.5 0.000% Level

(d) Two Nos. underground Stations namely (i) Labheshwar Chowk Station and (ii)
Maskati Hospital Station shall be constructed as two level stations i.e. Side
platform for up line and Down line at different levels (one-over other). Therefore,
one tunnel shall run beneath the other in order to retrieve in station box at
different levels. The vertical Curve details for upline and bottom line in between
chainage 4100 to 10500 have been shown in Table : 4.9© and 4.9(d).

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table: 4.9(c)
(As per UP Line Track CH: 4100 to 10500)
Chainage Rail Level
S. No. Length Gradient Remarks
From To From To
1 4129.7 4415.0 285.3 44 44 0.000% Level
2 4415.0 4720.0 305.0 44 37 -2.295% Fall
3 4720.0 5010.0 290.0 37 36 -0.345% Fall
4 5010.0 5402.0 392.0 36 45.2 2.347% Rise
5 5402.0 5636.0 234.0 45.2 45.2 0.000% Level
6 5636.0 5994.3 358.3 45.2 34.35 -3.028% Fall
7 5994.3 6560.0 565.7 34.35 41.6 1.282% Rise
8 6560.0 6790.0 230.0 41.6 41.6 0.000% Level
9 6790.0 7140.0 350.0 41.6 40.9 -0.200% Fall
10 7140.0 7360.0 220.0 40.9 40.9 0.000% Level
11 7360.0 7780.0 420.0 40.9 34.5 -1.524% Fall
12 7780.0 8040.0 260.0 34.5 31.5 -1.154% Fall
13 8040.0 8390.0 350.0 31.5 43.3 3.371% Rise
14 8390.0 8664.0 274.0 43.3 43.3 0.000% Level
15 8664.0 8949.0 285.0 43.3 32.9 -3.649% Fall
16 8949.0 9420.0 471.0 32.9 28 -1.040% Fall
17 9420.0 9800.0 380.0 28 33 1.316% Rise
18 9800.0 10180.0 380.0 33 42.6 2.526% Rise
19 10180.0 10385.0 205.0 42.6 42.6 0.000% Level
20 10385.0 11155.4 770.4 42.6 67.47 3.228% Rise
21 11155.4 11600.0 444.6 67.47 67.47 0.000% Fall

Table: 4.9(d)
(As per Bottom Line Track CH: 4100 to 10500)

CORRIDOR-I (SARTHANA TO DREAM CITY) OF SURAT METRO (Vertical Curve Details)

(As per Bottom Line Track CH: 4100 to 10500)

S. Chainage Rail Level

Length Gradient Remarks
No. From From To
To
2 4133.0 4415.0 282.0 44 44 0.000% Level
3 4415.0 4720.0 305.0 44 37 -2.295% Fall
4 4720.0 5160.0 440.0 37 39 0.455% Rise
5 5160.0 5380.0 220.0 39 36.2 -1.273% Fall
6 5380.0 5636.0 256.0 36.2 36.2 0.000% Level
7 5636.0 5960.0 324.0 36.2 38.5 0.710% Rise
8 5960.0 6560.0 600.0 38.5 41.6 0.517% Rise

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

9 6560.0 6790.0 230.0 41.6 41.6 0.000% Level

10 6790.0 7140.0 350.0 41.6 40.9 -0.200% Fall
11 7140.0 7360.0 220.0 40.9 40.9 0.000% Level
12 7360.0 7780.0 420.0 40.9 34.5 -1.524% Fall
13 7780.0 8120.0 340.0 34.5 36.8 0.676% Rise
14 8120.0 8300.0 180.0 36.8 34 -1.556% Fall
15 8300.0 8680.0 380.0 34 34 0.000% Level
16 8680.0 8930.0 250.0 34 40.1 2.440% Rise
17 8930.0 9420.0 490.0 40.1 28 -2.469% Fall
18 9420.0 9800.0 380.0 28 33 1.316% Rise
19 9800.0 10209.3 409.3 33 42.6 2.346% Rise
20 10209.3 10399.7 190.5 42.6 42.6 0.000% Level
21 10399.7 11155.4 755.6 42.6 67.47 3.291% Rise
22 11155.4 11600.0 444.6 67.47 67.6 0.029% Rise

4.12 Corridor - 2 : Bhesan to Saroli

4.12.1 References

(a) Chainages

Chainage starting from Bhesan Station as 0.00 increases towards Saroli.

(b) Co-ordinates

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 Bhesan to Saroli has been named as ‘Up line’ and ‘Down line’
is converse of it.

4.12.2 Description of the Route Alignment of the Corridor

(Corridor 2: Bhesan to Saroli)

This Corridor runs from North-Western parts of Surat to Central area and
finally terminate in South-Eastern parts of Surat. The entire corridor is
elevated corridor. It originates at Bhesan on Rander-Bhesan Road and
connected with the proposed Train Maintenance Depot at Bhesan. From
Bhesan it runs towards Botanical Garden and Ugat Vaarigruh on Ugat road

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

and reaches Palanpur Road. Then the alignment runs on LP Savani Road
and reaches LP Savani School Station and Performing Art Centre near Star
Bazar Mall. Alignment then takes turns on Old Adanjan Road and reaches
Adjan Gam, Aquarium and Badri Narayan Temple before crossing Tapi River
in between chainage 7143 m to 7500 m. After crossing Tapi River, the
alignment reaches at Athwa Chopati Centre and continues further on Surat-
Dumas Road and reaches Majura Gate where it integrates with the proposed
station on Surat Metro’s Corridor-I (Sarthana-Dream City) near chainage 9175
m and runs parallel to the existing Flyover and reaches Udhana Darwaja and
Kamela Darwaja on ring road (Jaya Prakash Narayan Marg). The alignment
then switch over on Mithi Khadi road and reaches Anjana Farm and Model
Town before following canal road to arrive at Magub, Bharat Cancer Hospital
and finally terminates at Saroli on Bardoli Road. The Bhesan-Saroli Corridor
has been shown in Fig.4.6.

4.12.2.1 A list of stations along with chainages, inter-station distances, type of

stations etc. proposed to be provided on Corridor:2 (Bhesan to Saroli) is given in
Table: 4.10(A) as follows:-
Table: 4.10(A)
List of Stations on Bhesan- Saroli Corridor

CORRIDOR-II BHESHAN TO SAROLI OF SURAT METRO

Inter Rail Ground Depth/
Distance Level Level Hight
U/G
Between
S.No Station Name Chainage(m) / Remark's
Two
ELEVATED
Stations.

0 DEAD END (-) 949.630

SIDE
1 BHESHAN 0.0 949.63 65.900 52.362 13.538 ELEVATED
PLATEFORM
SIDE
2 BOTANICAL GARDEN 950.6 950.6 65.800 52.015 13.785 ELEVATED
PLATEFORM
SIDE
3 UGAT VAARIGRUH 1617.5 666.9 65.400 51.682 13.718 ELEVATED
PLATEFORM
SIDE
4 PALANPUR ROAD 2738.9 1121.4 65.000 51.482 13.518 ELEVATED
PLATEFORM
SIDE
5 L.P. SAVANI SCHOOL 3831.6 1092.7 65.100 51.449 13.651 ELEVATED
PLATEFORM
SIDE
6 PERFORMING ART CENTRE 4421.8 590.2 65.500 51.604 13.896 ELEVATED
PLATEFORM
SIDE
7 ADAJAN GAM 5155.0 733.2 65.300 51.247 14.053 ELEVATED
PLATEFORM
SIDE
8 AQUARIUM 5770.1 615.1 63.600 50.009 13.591 ELEVATED
PLATEFORM
SIDE
9 BADRI NARAYAN TEMPLE 6891.5 1121.4 64.400 50.714 13.686 ELEVATED
PLATEFORM
SIDE
10 AHTHWA CHAUPATI 7863.5 972.0 66.300 52.529 13.771 ELEVATED
PLATEFORM
SIDE
11 MAJURA GATE 9019.2 1155.7 67.100 53.431 13.669 ELEVATED
PLATEFORM
SIDE
12 UDHANA DARWAJA 10646.2 1627.0 67.700 53.804 13.896 ELEVATED
PLATEFORM
SIDE
13 KAMELA DARWAJA 11247.2 601.0 68.000 54.535 13.465 ELEVATED
PLATEFORM
SIDE
14 ANJANA FARM 12593.9 1346.7 68.000 54.135 13.865 ELEVATED
PLATEFORM
SIDE
15 MODAL TOWN 13636.3 1042.4 68.500 54.935 13.565 ELEVATED
PLATEFORM

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

SIDE
16 MAGOB GAM 14763.1 1126.8 76.500 55.692 20.808 ELEVATED
PLATEFORM
BHARAT CANCER SIDE
17 15899.4 1136.3 68.300 54.914 13.386 ELEVATED
HOSPITAL PLATEFORM
SIDE
18 SAROLI 17341.8 1442.4 71.500 57.310 14.190 ELEVATED
PLATEFORM
DEAD END 17791.9 450.1

4.12.3 Main features of the corridor

Main features of the corridor are as detailed below:

(a) This corridor provides connectivity to North Western, Central and South
Eastern parts of Surat.
(b) The route provides integration with Surat Metro’s proposed line
(Sarthana-Dream City) at Majura Gate enabling the passengers to go
in almost all directions of Surat.
(c) Prominent areas like Bhesan Treatment Plant, International Cricket
Stadium, SMC Botanical Garden, Palanpur, LP Savani School,
Performing Art Centre, TGB Circle, Aquerium, Badri Narayan Temple,
Star Bazar, Tapi River, Athawa Chopati, Majura Gate, Udhana
Darwaja, Kamala Darwaja, Anjana Junction, Parvat Pataya, Magub
Village, Bharat Cancer Hospital, Saroli etc. are connected through this
route.

4.12.4 Interchange Stations

An interchange provides a great utility and flexibility for the system as a

whole and it decreases the time required for travel within the city. The
proposed corridor has one interchange stations namely Majura Gate.

4.12.5 Depot

Land for depot locations for this corridor has been identified in Bhesan Area.
It is situated on Rander-Bhesan Road and is approximately 1.0 km away
from proposed Bhesan Station-Depot – Connectivity has been planned from
Bhesan Station.

4.12.6 Critical Locations

(a) Sharp S-Curve in between Ugat Vaarigruh and Palanpur Road

From alignment point of view providing a sharp curve to follow road with two
right angle turnings within a short length enabling alignment to reach at LP
Savani Road is a critical location. Providing of sharp S-Curve has been
shown in Figure 4.7 hereunder:

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

After Badri Narayan Temple on OldAdajan Road the alignment crosses Tapi River at Chainage
7143m to Chainage 7500m before reaching AthwaChopati Station on Surat-Dumas Road.
Crossing of Tapi River has been shown in Figure 4.5 hereunder:-

Fig. 4.7: Sharp S-curve in between UgatVaarigruh and Palanpur Road

(b) Crossing Tapiriver : AfterBadri Narayan Temple on old Adajan Road, the
alignment crosses Tapi River at Chainage 7143 m to Chainage 7500 m before
reaching AthwaChopatiStation on Surat-Dumas Road. Crossing of Tapi River
has been shown in Fig.4.8 hereunder:-

Fig.4.8: Crossing Tapi River

(c) Crossing of Railway Lines of Indian Railways at Surat –Mumbai Route.

This alignment crosses Railway Line (Indian Railways) onSurat to Mumbai
Route) at Chainage 12,400m. One underpass also exists at this location.
Crossing of Railway Line has been shown in Figure 4.9 as here under:-

Fig. 4.9: Crossing of Railway Lines on Surat – Mumbai Route

4.12.7 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 proposed metro system,
railways, BRTS etc. as far as possible. The details of stations which will have
integration with other mode of Transport are given in Table 4.10(b).

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table 4.10 (b) – Details of Integrating Stations

S.No. Name of Station Remarks

01 Palanpore Road Integration with city bus station

02 LPSwani Road Integrating with city bus station

03 Aquarium Integrating with BRT station

04 Majura Gate Metro intersection junction

05 Udhna Darwaja Integration with BRT station

06 Model Township Integration with BRT station

07 Magob Integration with BRT station

4.12.8 Technical Features

(a) Route Length

The total route length from Bhesan to Saroli Station is 18.74 km. Whole
alignment is elevated alignment.

(b) Horizontal Curves

There are total 66 curves on the alignment of this corridor. Sharpest radius
is 122.515 m, whereas largest radius is 8002.515m. Details of curves are
given in the Table 4.11 (A) & 4.11 (B) below:-

Table 4.11(A)- Abstract of Horizontal Curves

Abstract of Horizontal Curves

(CORRIDOR-II BHESHAN TO SAROLI) OF SURAT METRO)

Curved
S. Nos. Length % w. r. t. total
Radius (m)
No. Occurrences With TL curved length
(m)
1 >120m - 510m 33 5978.59 59.07%
2 >510m - 1010m 15 2055.98 20.31%
3 >1010m - 2010m 8 842.807 8.33%
4 >2010m - 5010m 7 809.236 8.00%
5 >5010m 3 434.694 4.29%
Total 66 10121 100.00%

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

Table 4.11 (B) : Statement of Horizontal Curves

CORRIDOR-II BHESHAN TO SAROLI) OF SURAT METRO (Horizontal Curve Details)
Transi
Staright
Hand Arc tion Included
Tangen Length
Curve of Radius Length Length Angle
t (m) (m)
No. Arc (m) (m) (m)
L1 L2 D M S 230.652
1 Left 1802.515 29.198 25 25 00 55 41.121 14.599 238.734
2 Left 1002.515 63.98 25 25 03 39 23.682 32.001 96.264
3 Right 1002.515 94.771 25 25 05 24 58.958 47.421 386.012
4 Right 2002.515 249.076 25 25 07 07 35.588 124.699 280.82
5 Left 2602.515 25.193 25 25 00 33 16.710 12.597 52.064
6 Right 1002.515 33.306 25 25 01 54 12.546 16.654 91.126
7 Right 122.515 195.485 25 25 91 25 16.574 125.592 28.771
8 Left 1002.515 126.943 25 25 07 15 18.280 63.557 94.539
9 Left 142.515 30.127 55 55 12 06 44.100 15.12 26.123
10 Right 182.515 27.413 55 55 08 36 19.642 13.732 55.62
11 Right 502.515 33.868 55 55 03 51 41.567 16.94 33.826
12 Right 602.515 27.026 40 40 02 34 12.154 13.515 0
13 Left 602.515 26.629 40 40 02 31 56.092 13.317 110.413
14 Left 1002.515 93.961 25 25 05 22 12.140 47.015 36.237
15 Right 362.515 27.082 55 55 04 16 49.088 13.547 0
16 Left 1802.515 26.419 25 25 00 50 23.194 13.21 35.127
17 Right 1702.515 27.517 25 25 00 55 33.764 13.759 25.147
18 Left 3002.515 30.109 20 20 00 34 28.430 15.055 157.167
19 Right 3002.515 27.686 25 25 00 31 41.925 13.843 149.103
20 Left 122.515 34.623 55 55 16 11 30.701 17.428 61.141
21 Right 1002.515 58.376 25 25 03 20 10.779 29.196 74.784
22 Left 5502.515 26.11 25 25 00 16 18.760 13.055 395.272
23 Right 8002.515 251.751 25 25 01 48 08.873 125.886 293.497
24 Left 8002.515 26.833 15 15 00 11 31.629 13.417 109.803
25 Right 502.515 26.994 40 40 03 04 39.953 13.5 58.123
26 Left 142.515 188.317 55 55 75 42 35.560 110.765 140.643
27 Left 182.515 57.143 50 50 17 56 18.253 28.807 82.87
28 Right 122.515 192.485 35 35 90 01 05.088 122.554 0
29 Left 192.515 27.308 35 35 08 07 38.576 13.677 0
30 Right 192.515 71.051 35 35 21 08 45.601 35.934 0
31 Left 122.515 129.834 55 55 60 43 06.531 71.762 141.699
32 Right 122.515 148.87 55 55 69 37 15.089 85.183 331.046
33 Left 122.515 129.027 55 55 60 20 27.752 71.221 240.287
34 Right 122.515 73.051 55 55 34 09 47.661 37.648 128.673
35 Left 1102.515 31.236 25 25 01 37 23.848 15.619 0
36 Right 802.515 82.323 45 45 05 52 38.979 41.198 102.593
37 Left 202.515 33.244 55 55 09 24 19.799 16.66 276.094
38 Left 302.515 90.792 55 55 17 11 44.939 45.74 333.477

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

39 Right 1602.515 27.255 25 25 00 58 28.025 13.628 54.089

40 Left 552.515 156.547 50 50 16 14 02.154 78.801 0
41 Right 452.515 32.233 55 55 04 04 52.488 16.123 0
42 Left 452.515 51.049 55 55 06 27 49.031 25.552 0
43 Right 252.515 40.529 55 55 09 11 45.734 20.308 54.613
44 Right 1202.515 26.743 25 25 01 16 27.153 13.372 0
45 Left 1002.515 42.231 25 25 02 24 48.961 21.119 72.6
46 Left 172.515 41.434 55 55 13 45 40.413 20.817 99.918
47 Right 302.515 26.313 50 50 04 59 01.236 13.165 173.056
48 Left 152.515 25.976 50 50 09 45 29.941 13.019 0
49 Right 122.515 121.522 50 50 56 49 53.111 66.287 0
50 Left 202.515 37.092 50 50 10 29 38.476 18.598 0
51 Right 232.515 30.861 55 55 07 36 16.768 15.453 273.455
52 Right 2502.515 25.357 25 25 00 34 50.029 12.679 105.825
53 Left 2502.515 36.541 25 25 00 50 11.827 18.271 166.814
54 Left 122.515 31.81 55 55 14 52 34.187 15.995 248.973
55 Left 1002.515 67.536 25 25 03 51 35.332 33.781 0
56 Right 1002.515 84.181 25 25 04 48 39.963 42.115 57.788
57 Left 502.515 100.045 45 45 11 24 24.848 50.188 95.22
58 Right 1502.515 25.363 25 25 00 58 01.874 12.682 397.478
59 Right 152.515 70.373 55 55 26 26 14.639 35.825 192.46
60 Left 302.515 42.428 55 55 08 02 08.601 21.249 400.026
61 Right 602.515 61.81 55 55 05 52 39.861 30.932 265.448
62 Right 2502.515 36.84 25 25 00 50 36.505 18.421 520.357
63 Right 802.515 36.359 45 45 02 35 45.000 18.182 63.54
64 Left 322.515 146.48 55 55 26 01 21.427 74.526 106.097
65 Right 502.515 323.732 50 50 36 54 40.526 167.707 148.645
66 Left 3002.515 287.51 25 25 05 29 11.142 143.865 226.026

(c) Gradient

Existing ground profile of the corridor is falling @-2.056% in between

chainage 220 to chainage 400 after taking off at Bhesan Station and then
rising @ 0.115% in between chainage 400 to 660 and @ 1.833% in between
chainage 660 to 840 before reaching Botanical Garden Station. After
crossing Botanical Garden there is a rise @ 1.837% in between chainage
1280.0 to 1481.4 and thereafter there is flat terrain upto chainage 1725.0.
Before reaching Palanpur Road Station there is a rise @ 0.922% in between
chainage 2198.5 to 2600. Level gradient has been provided at 19 (Nineteen)
locations and about 30.36% length of Corridor is on level gradient steepest
gradient on the route is 2.519% which has been provided to between
chainage 14870 to 15140.
Change of grade takes place at 62 locations along this corridor. Flattest grade
is level which has been provided at the stations. While designing the vertical
alignment efforts have been made to place stations on higher altitude than the

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

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 4.12(A) & 4.12 (B).

Table 4.12(A)
Abstract of Gradients
Corridor-II Bhesan to Saroli of Surat Metro

% w. r. t. total
Nos.
S. NO. Description Length (m) Alignment
Occurrences
length
1 Level 19 5689.46 30.36%
2 > 0% to = 1% 20 7347.05 39.20%
3 > 1% to = 2% 16 4077.54 21.76%
4 > 2% to = 3% 7 1627.43 8.68%
5 > 3% to = 4% 0 0 0.00%
Total 62 18741 100.00%

Table 4.12(B)
Statement of Gradients
CORRIDOR-II BHESHAN TO SAROLI) OF SURAT METRO (Vertical Curve Details)
Chainage Rail Level
S. No. Length Gradient Remarks
From To From To
1 -949.6 -680.0 269.6 61.9 61.9 0.000% Level
2 -680.0 -340.0 340.0 61.9 62.2 0.088% Rise
3 -340.0 -100.0 240.0 62.2 65.9 1.542% Rise
4 -100.0 220.0 320.0 65.9 65.9 0.000% Level
5 220.0 400.0 180.0 65.9 62.2 -2.056% Fall
6 400.0 660.0 260.0 62.2 62.5 0.115% Rise
7 660.0 840.0 180.0 62.5 65.8 1.833% Rise
8 840.0 1088.8 248.8 65.8 65.8 0.000% Fall
9 1088.8 1280.0 191.2 65.8 61.7 -2.144% Rise
10 1280.0 1481.4 201.4 61.7 65.4 1.837% Rise
11 1481.4 1725.0 243.6 65.4 65.4 0.000% Level
12 1725.0 2198.5 473.5 65.4 61.3 -0.866% Fall
13 2198.5 2600.0 401.5 61.3 65 0.922% Rise
14 2600.0 2877.1 277.1 65 65 0.000% Level
15 2877.1 3194.9 317.8 65 61.1 -1.227% Fall
16 3194.9 3495.0 300.1 61.1 60.8 -0.100% Fall
17 3495.0 3686.2 191.2 60.8 65.1 2.249% Rise
18 3686.2 3960.0 273.8 65.1 65.1 0.000% Level
19 3960.0 4130.0 170.0 65.1 62 -1.824% Fall
20 4130.0 4320.0 190.0 62 65.5 1.842% Rise
21 4320.0 4530.0 210.0 65.5 65.5 0.000% Level
22 4530.0 4820.0 290.0 65.5 61.6 -1.345% Fall

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/29
 CHAPTER 04: GEOMETRIC DESIGNING PARAMETERS AND
ALIGNMENT DESCRIPTION

23 4820.0 5040.0 220.0 61.6 65.3 1.682% Rise

24 5040.0 5289.6 249.6 65.3 65.3 0.000% Level
25 5289.6 5610.0 320.4 65.3 63.6 -0.531% Fall
26 5610.0 5920.0 310.0 63.6 63.6 0.000% Level
27 5920.0 6220.0 300.0 63.6 61 -0.867% Fall
28 6220.0 6520.0 300.0 61 60.5 -0.167% Fall
29 6520.0 6740.0 220.0 60.5 64.4 1.773% Rise
30 6740.0 7060.0 320.0 64.4 64.4 0.000% Level
31 7060.0 7300.0 240.0 64.4 61.5 -1.208% Fall
32 7300.0 7520.0 220.0 61.5 64.4 1.318% Rise
33 7520.0 7700.0 180.0 64.4 66.3 1.056% Rise
34 7700.0 7965.0 265.0 66.3 66.3 0.000% Level
35 7965.0 8140.0 175.0 66.3 62.7 -2.057% Fall
36 8140.0 8510.0 370.0 62.7 62.3 -0.108% Fall
37 8510.0 8900.0 390.0 62.3 67.1 1.231% Rise
38 8900.0 9210.0 310.0 67.1 67.1 0.000% Level
39 9210.0 9691.9 481.9 67.1 66.6 -0.104% Fall
40 9691.9 9960.0 268.1 66.6 64.4 -0.821% Fall
41 9960.0 10520.0 560.0 64.4 67.7 0.589% Rise
42 10520.0 10750.0 230.0 67.7 67.7 0.000% Level
43 10750.0 11105.7 355.7 67.7 68.1 0.112% Rise
44 11105.7 11404.9 299.2 68.1 68.1 0.000% Level
45 11404.9 11757.9 353.1 68.1 62 -1.728% Fall
46 11757.9 12100.0 342.1 62 61.3 -0.205% Fall
47 12100.0 12465.2 365.2 61.3 68 1.834% Rise
48 12465.2 12746.2 281.0 68 68 0.000% Level
49 12746.2 13120.0 373.8 68 66 -0.535% Fall
50 13120.0 13490.0 370.0 66 68.5 0.676% Rise
51 13490.0 13780.0 290.0 68.5 68.5 0.000% Level
52 13780.0 14220.0 440.0 68.5 68.2 -0.068% Fall
53 14220.0 14580.0 360.0 68.2 76.5 2.306% Rise
54 14580.0 14870.0 290.0 76.5 76.5 0.000% Level
55 14870.0 15140.0 270.0 76.5 69.7 -2.519% Fall
56 15140.0 15440.0 300.0 69.7 65.4 -1.433% Fall
57 15440.0 15800.0 360.0 65.4 68.3 0.806% Rise
58 15800.0 16010.0 210.0 68.3 68.3 0.000% Level
59 16010.0 16380.0 370.0 68.3 64.9 -0.919% Fall
60 16380.0 16740.0 360.0 64.9 65.7 0.222% Rise
61 16740.0 17000.0 260.0 65.7 71.5 2.231% Rise
62 17000.0 17791.9 791.9 71.5 71.5 0.000% Level

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/29
 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

For the underground section running under the road, cut and cover method of the
underground construction can be employed for the construction of the
underground sections. However keeping in view the inconvenience to the traffic
movement, it is proposed to tunnel through by using Tunnel Boring Machine
(TBM) or New Austrian Tunneling Method (NATM) in the overburden soil mass.
Tunnel excavation for a major length of underground section is expected to be
carried out by Tunnel Boring Machines. There are few stretches along the
underground 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 minimum finished internal diameter of 5.6 m.
can be successfully employed for boring tunnels through this stratum. The
tunnels are proposed with a minimum overburden of 6.0m.

5.2.2 Underground Stations

All the 06 underground stations have been proposed to be constructed by cut

and cover with top-down or bottom up methods depending upon geological
conditions and land/space availibilities. The diaphragm walls for such station
constructions would be 80 to 120 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 other phases of Delhi Metro station construction. 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 1/91
 CHAPTER 5: CIVIL ENGINEERING

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.

(a) It is rigid type of support system and therefore ensures the maximum safety
against settlement to the adjacent structures.

(b) Can be used as part of the permanent structure and, therefore, considered
economical.

(c) 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 2/91
 CHAPTER 5: CIVIL ENGINEERING

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 of
Casing pile which is then grouted with cement slurry. This is considered suitable
in case of shallow level, non-uniform, uneven nature of rock head surface which
render the construction of sheet piles/diaphragm wall impracticable. These are
suitable up to 7-meter depth. The common diameter used for such casing pile is
2.00-2.50 m dia.

(c) Soldier Piles and Lagging

Steel piles (H Section or I section) are driven into the ground at suitable interval
(normally 1-1.5 m) centre-to-centre depending on the section and depth of
excavation. The gap between two piles is covered with suitable lagging of timber
planks/shot-creting /steel sheets/GI sheets during the process of excavation.

(d) Secant Piles

Secant Piles are cast-in-situ bored piles constructed contiguously to each other

DPR for Metro Rail Project inSurat, Gujarat December 2018 3/91
 CHAPTER 5: CIVIL ENGINEERING

so that it forms a rigid continuous wall. This is considered an alternative to

diaphragm wall where due to soil conditions it is not advisable to construct
diaphragm wall from the consideration of settlement during the trenching
operation. 800 to 1000 mm dia piles are commonly used. Two alternate soft piles
are driven and cast in such a way that the new pile partly cuts into earlier
constructed piles. This new pile is constructed with suitable reinforcement. With
this, alternate soft and hard pile is constructed. This has got all the advantages of
diaphragm wall. However, this wall cannot be used as part of permanent
structure and permanent structure has to be constructed in- side of this
temporary wall.

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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 4/91
 CHAPTER 5: CIVIL ENGINEERING

• 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.

5.2.8 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.

(c) Double U-girder with internal pre-stressing

(d) I-girder with internal pre-stressing ( in transition spans)

Comparative advantages/disadvantages of the above types are given below:

(a) Pre-cast Segmental Box Girder using External Unbounded Tendon.

This essentially consists of precast segmental construction with external pre-

stressing 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 5/91
 CHAPTER 5: CIVIL ENGINEERING

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 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:

DPR for Metro Rail Project inSurat, Gujarat December 2018 6/91
 CHAPTER 5: CIVIL ENGINEERING

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.

(c) Double U-girder with internal pre-stressing

Girders of various spans(19m,22m, 25m and 30m) are cast in casting yard,
pre-stressed internally. These girders are transported to site in trailors and
launched in position by using double cranes of suitable capacity one on either
end. Great advantage of these girders is launching being done in the night
without disturbing the normal traffic. It will have better quality control due to
the fact that all the girders are shop manufactured.

(d) I-girders with internal pre-stressing

In transition spans and other locations, where found necessary due to

ir-regular widths and spans, I-girders with internal pre-stressing may be
provided in order to have continuous structure.

Twin U-girders are normally economical as compared to segmental

U-girders and box girders.

In view of above, Twin U-girders is recommended for adoption.

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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 7/91
 CHAPTER 5: CIVIL ENGINEERING

• 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
3.0 ha to 3.5 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 8/91
 CHAPTER 5: CIVIL ENGINEERING

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 25.0m. 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 31.0 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 construction 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 9/91
 CHAPTER 5: CIVIL ENGINEERING

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

To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of
1.0 m height above existing road level has been provided all around the pier. A
gap of 25 mm has also been provided in between the crash barrier and outer
face of pier. The shape of upper part of pier has been so dimensioned that a
required clearance of 5.5 m is always available on road side beyond vertical
plane drawn on outer face of crash barrier. In such a situation, the minimum
height of rail above the existing road is 8.4 m.

The longitudinal center to center spacing of elastomeric/pot bearing over a pier

would be about 1.8 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 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 10/91
 CHAPTER 5: CIVIL ENGINEERING

one span and transferring it to the temporary brackets attached to 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 one-end pre-stressing shall be used.

The pre-stressing steel and pre-stressing system steel accessories shall be

subjected to an acceptance test prior to their actual use on the works. The tests
for the system shall be as per FIP Recommendations as stipulated in the special
specifications. Only multi-strand jacks shall be used for tensioning of cables.
Direct and indirect force measurement device (e.g. Pressure Gauge) shall be
attached in consultation with system manufacturer.

The Contractor shall be responsible for the proper handling, lifting, storing,
transporting and erection of all segments so that they may be placed in the
structure without damage. Segments shall be maintained in an upright position
at all times and shall be stored, lifted and/or moved in a manner to prevent
torsion and other undue stress. Members shall be lifted, hoisted or stored with
lifting devices approved on the shop drawings.

5.5.4 Epoxy Bonded Joints and Shear Keys

A minimum compressive stress of 3 kg/sq cm shall be provided uniformly over

the cross-section 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 manufacturer’s 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 11/91
 CHAPTER 5: CIVIL ENGINEERING

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 at most of the locations to minimize land acquisition. Because of different
entity than viaduct, a separate structural configuration is required to be
proposed, although this may necessitate the break in the launching operations at
each station location

In the cross section of station structure, viaduct column will be located on the
median/footpath and other supporting columns/piers shall be provided on other
sides of the road within ROW.

In some the cases which suffer space constraint, the cross section is supported
by a single viaduct column and cantilever arms to eliminate the columns in the
right of way.

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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 12/91
 CHAPTER 5: CIVIL ENGINEERING

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.

5.6.4 TUNNELLING

5.6.4.1 TBM

A tunnel boring machine (TBM), also known as a "mole", is a machine used to

excavate tunnels with a circular cross section through a variety of soil and rock
strata.
Tunnel boring machines are used as an alternative to drilling and
blasting methods in rock and conventional "hand mining" in soil. TBMs have the
advantages of limiting the disturbance to the surrounding ground and producing a
smooth tunnel wall. This significantly reduces the cost of lining the tunnel, and
makes them suitable to use in heavily urbanized areas.. This is because
tunneling with TBMs is much more efficient and results in shortened completion
times.

DPR for Metro Rail Project inSurat, Gujarat December 2018 13/91
 CHAPTER 5: CIVIL ENGINEERING

5.6.4.2 NATM

The New Austrian tunneling method (NATM), also known as sequential

excavation method (SEM), is a method of modern tunnel design and
construction. The name NATM was intended to distinguish it from the old
Austrian tunnelling approach. The fundamental difference between this new
method of tunneling, as opposed to earlier methods, comes from the economic
advantages made available by taking advantage of the inherent geological
strength available in the surrounding rock mass to stabilize the tunnel

5.6.4.3 Cross Passage

Cross-passages are reinforced concrete structures built in between either two

tunnels (as in case of twin tunnel systems) or a tunnel and the ground surface.
They are provided to serve two primary purposes namely, emergency escape
and maintenance work. As a standard practice, during construction of a tunnel
system, depending upon length of the tunnel and soil characteristics, a pre-
calculated number of cross-passages are planned.

5.6.4.4 Precast Tunnel Segments

Tunnels play a key role in assisting the movement of people, goods, and special
services. The functionality of tunnels depends on the structural and durability
performance of its lining system. Tunnel lining systems act as lines of defense
against large overburden loads and complex geotechnical surrounding
conditions. The use of precast concrete tunnel segments has been escalating
due to its efficient and economical installation process compared to that of
normal cast in-situ lining practice. Generally, precast concrete tunnel segments
are designed for 120 years of service life. Normally, each ring consists of 05
segments and 01 key stone. Each segment weighs about 3 tons.

5.7 GEO-TECHNICAL INVESTIGATIONS

5.7.1 Methodology of Investigation

The investigation has been planned to obtain the subsurface stratification in the
proposed project area and collect soil samples for laboratory testing to determine
the engineering properties such as shear strength, along with basic engineering
classification of the subsurface stratum to arrive at the foundation design
parameters.

DPR for Metro Rail Project inSurat, Gujarat December 2018 14/91
 CHAPTER 5: CIVIL ENGINEERING

For Geotechnical investigation work, boring / drilling rig has been installed at the
specified borehole locations. Stability of rig was ensured by making the ground
level. Boring has been advanced by shell and auger method in soil and sampling
carried out at regular interval in the bore hole.

The rig deployed was suitable for and had arrangement for boring, conducting
Standard Penetration Test (SPT), collection of Undisturbed Soil Sample (UDS)
and Disturbed Soil Samples (DS).

5.7.2 Standard Penetration Tests (SPT)

Standard Penetration Tests (SPT) has been conducted at different depths in

these bore holes. SPT split spoon sampler of standard dimensions has been
driven into the soil from the borehole bottom using 63.5 kg hammer falling from
75 cm height. The SPT weight was mechanically lifted to the specified height and
allowed to fall freely on the anvil with the use of cathead winch with one to one
and half turn of the drum. The efficiency of the SPT blows is expected to be 65 to
75% in this system, and can be directly used in most of analyses involving “N”
values.

Blow counts for the penetration of every 15 cm were recorded and the N is
reported as the blow counts for 30 cm penetration of the sampler leaving the first
15 cm penetration as seating driver.

When the number of blows exceeded 50 to penetrate the first or second 15 cm

length of the sampler, the SPT N is regarded as more than 100 as described in
IS 2131 – 1981. The test is terminated in such case and a record of penetration
of the sampler under 50 blows is made. SPT refusal is recorded when there is no
penetration of the sampler at any stage and also when a rebound of the sounding
system is recorded. These tests were conducted at close intervals of 1.5m at
shallow depths so that a continuous SPT N profile is available.

5.7.3 Disturbed Sampling in Boreholes:

Disturbed soil samples collected in the SPT sampler have been preserved in
polythene covers and transported to the laboratory. One more polythene cover
was provided to prevent the loss of moisture during the transit period.

5.7.4 Undisturbed Sampling in Boreholes

Undisturbed samples were collected using 100mm dia and 600mm long MS
tubes as per IS 2132:1981 provided with sampler head with ball check
arrangement. These samples are expected to be “good” for conducing direct
shear tests and for determining filed density and void ratio.

DPR for Metro Rail Project inSurat, Gujarat December 2018 15/91
 CHAPTER 5: CIVIL ENGINEERING

The laboratory testing was done following the testing procedures given in the
relevant parts of IS-2720. No rock has been encountered near both the corridors
of Surat Metro under Phase I

5.7.5 Laboratory Investigation

The following laboratory tests were conducted on the selected samples

recovered from the test boreholes:
Tests conducted on Soil Samples
(a) Particle size analysis:

(i) Sieve analysis

(ii) Hydrometer analysis

(b) Consistency tests

(i) Liquid limit

(ii) Plastic limit

(c) Bulk & Dry density

(d) Water content

(e) Specific gravity

(f) Direct shear test

(g) Tri-axial test

All the above laboratory tests were carried out as per relevant Indian Standards.
All the samples were identified and classified as per IS: 1498-1970.

5.7.6 General Geology & Related Characteristics

The sites investigated are located in Surat City for both the corridors proposed
under Surat Metro Rail network (Phase-I). The general features are described
below:

Introduction

Surat is a port city situated on the banks of the Tapi river. Damming of the Tapi
caused the original port facilities to close; the nearest port is now in the Magdalla
and Hazira area of Surat Metropolitan Region. The city is located
at 21°18′N 72°83′E& has a total geographical area of 4109.74 sq. km. The district
is situated in the southern part of the state. It is bounded by the Arabian Sea on

DPR for Metro Rail Project inSurat, Gujarat December 2018 16/91
 CHAPTER 5: CIVIL ENGINEERING

the west, Bharuch in the North, the Valsad district in the south, Dangs district in
the south-east, and the Tapi district of the in the east. The district has been
divided into nine talukas.

Geology

Major geological formations exposed in the district are Quaternary alluvium,

Tertiary limestone and sandstones and Deccan Trap basalt. Geographically, the
district belongs to the western coastlands of the Deccan peninsula. The main
Sahyadri scarp is a little outside the limits of the district towards east, but it gives
the district its orientation, landscape features and drainage pattern. Distinct
zones, viz., hilly areas, piedmont slopes, alluvial plains and coastal plains.

Drainage

The Tapi is the major river which passes through the central parts of the district
and flows towards the west. The river is perennial in nature. It originates in
Madhya Pradesh near Betul and has about 62225 sq. Km. of catchment area.
The average width of the river upstream of Kathorbridge in about 500m.
Downstream of the bridge the average being about 700m.

Soil Type

The basaltic lava flows are covered by black clayey to loamy soil. It is in general
ranges in thickness up to one meter. The colour of the soil turns brown due to
high iron content at places. In the piedmont slope area the soil is shallow to
moderately deep, moderate to severely eroded and non calcareous in nature.
The texture is silt clay loam to clay loams. The clay content varies from 30 to
60%. The water holding capacity of the soil is moderate. In the midland and flood
plain areas, the soil is deep to very deep, light greyish to yellowish brown in
colour. The texture is fine clay loam to sandy loam. The clay content varies from
25 to 60%. In coastal region the soil is deep to very deep dark grey to black
colour. The texture is clay loam to silty loam. The area is affected by tide as well
as leaching of salts from up land forming saline alkali soils. The content of clay in
this is high and permeability is low (mud flats).

Hydrometeorology

The district has the meteorological station in the district town Surat, therefore, the
climatological data of Surat IMD station is discussed here. There are many rain
gauge stations being monitored by different state government agencies. The
Water Resources Investigation Circle (WRI) under the department of Narmada

DPR for Metro Rail Project inSurat, Gujarat December 2018 17/91
 CHAPTER 5: CIVIL ENGINEERING

Water Resources, Govt. of Gujarat, monitors most of the rain gauges stations
and also collects and compiles the rainfall data collected by different agencies.

Fig-5.1 Climatological Data

Fig- 5.2: Geological Map of Gujarat & Daman &Diu

DPR for Metro Rail Project inSurat, Gujarat December 2018 18/91
 CHAPTER 5: CIVIL ENGINEERING

5.7.7 Seismicity

The seismic hazard map of India was updated in 2002 by the Bureau of Indian Standards
(BIS) as per IS:1893 (Part-1)-2002. The area under study and its surroundings are
seismically active falls in Seismic Zone–III. In seismic design Zone factor, Z of 0.16 is
recommended. The Seismic map & recent earthquake map is as follows.

Fig-5.3: Seismic Zone of India (IS: 1893(Part-I)-2002)

DPR for Metro Rail Project inSurat, Gujarat December 2018 19/91
 CHAPTER 5: CIVIL ENGINEERING

Fig-5.4: Earthquake Hazard Map of India

DPR for Metro Rail Project inSurat, Gujarat December 2018 20/91
 CHAPTER 5: CIVIL ENGINEERING

5.7.8 Field Investigations:

Detailed field investigations have been carried out during 2016-17 along both the
corridors under Surat Metro network (Phase-1).

5.7.9 Foundations

Type of Foundation: Considering the nature of soil, type of proposed structures

and expected loads on foundations, the recommended type of foundations is Pile
Foundation. For the prevailing soil conditions and type of structures, bored cast-
in-situ piles shall be adopted.

BRIEF DETAILS OF GEO-TECHNICAL INVESTIGATIONS

5.8 CORRIDOR-I : SARTHANA TO DREAM CITY

Total of 43 boreholes were drilled up to a maximum depth of 30.0-m below

existing ground level. A map indicating the locations of boreholes on Sarthana to
Dream City Corridor is shown in Figure 5.5.

DPR for Metro Rail Project inSurat, Gujarat December 2018 21/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. 5.5: Location of Bore Holes on Sarthana to Dream City, Corridor

DPR for Metro Rail Project inSurat, Gujarat December 2018 22/91
 CHAPTER 5: CIVIL ENGINEERING

5.8.1 Coordinates and other details for Bore Holes on Corridor-1(Sarthana to Dream
city) are given in Table 5.1.
Table No. 5.1: Coordinates of Bore Holes on Corridor-I Sarthana-Dream City

S.No. Corrido Bore Location Ground Investi Depth Coordinates

r No. hole RL (m) gation of
No. Depth Water
(m)
N E
01 CI 01 SarthanaJakat 58.53 30.00 18.00 21 ͦ13’49.31”N 72 ͦ54’4.69”E
Naka-
overbridge
02 CI 02 Nr.deepkamal 59.59 30.00 18.50 21 ͦ13’44.74”N 72 ͦ53’54.91”E
Complex
03 CI 03 Simada Naka 59.27 30.00 17.00 21 ͦ13’40.47”N 72 ͦ53’40.43”
04 CI 04 Nana 56.00 30.00 13.00 21 ͦ13’34.23”N 72 ͦ53’20.41”E
Varachha
Over Bridge
05 CI 05 Foot Over 59.32 30.00 15.00 21 ͦ13’27.21”N 72 ͦ53’6.84”E
Bridge-
Chopati
06 CI 06 Nr. CNG Pump 58.58 30.00 16.50 21 ͦ13’19.65”N 72 ͦ52’51.46”E
07 CI 07 Nr. Kapodra 58.16 30.00 10.80 21 ͦ13’18.58”N 72 ͦ52’38.33”E
Police Station
08 CI 08 Nr. Jalaram 59.04 30.00 15.30 21ͦ13’10.24”N 72 ͦ52’18.76”E
Furniture
09 CI 09 KapodraChha 58.46 30.00 16.00 21 ͦ13’2.25”N 72 ͦ51’59.43”E
r Rasta
10 CI 10 Nr Rachna 57.13 30.00 15.20 21 ͦ12’47.09”N 72 ͦ52’3.24”E
Circle
11 CI 11 Gayatri Three 57.62 30.00 10.50 21 1
ͦ 2’41.84”N 72 ͦ51’53.58”E
Road
12 CI 12 Ghanshyam 57.65 30.00 10.80 21 ͦ12’39.12”n 72 ͦ51’40.11”E
Nagar
13 CI 13 Nr. Matawadi 56.00 30.00 7.60 21 ͦ12’35.17”N 72 ͦ51’19.91”E
Circle-
Labheshwar
14 CI 14 Nr. 55.50 30.00 9.50 21 ͦ12’22.13”N 72 ͦ50’57.57”E
VasantBhikha
niwadi
15 CI 15 Nr. Bhavani 55.30. 30.00 13.50 21 ͦ12’14.05”N 72 ͦ50’46.20”E
Circle-Afil
Tower
16 CI 16 LH Temple 54.50 30.00 15.00 21 ͦ12’7.75”N 72 ͦ50’31.77”E
Nr. Garnala
17 CI 17 Tower Road- 55.60 30.00 N.O 21 ͦ12’7.75”N 72 ͦ50’18.80”E
Nr. Hotel
Ostria
18 CI 18 Mahidharpur 54.12 30.00 20.00 21 ͦ11’54,26”N 72 ͦ50’4.46”E
a post office
19 CI 19 Bhagat Char 54.73 30.00 N.O 21 ͦ11’52.86”N 72 ͦ49’47.69”E
Rasta

DPR for Metro Rail Project inSurat, Gujarat December 2018 23/91
 CHAPTER 5: CIVIL ENGINEERING

20 CI 20 Lal Gate 55.33 30.00 13.00 21 ͦ11’55.82”N 72 ͦ49’34.50”E

21 CI 21 Nr. Chowk- 52.58 30.00 7.80 21 ͦ11’48.36”N 72 ͦ49’9.83”E
ITI College
22 CI 22 Near Gandhi 52.25 30.00 4.50 21 ͦ11’39.74”N 72 ͦ49’6.20”E
Baug
23 CI 23 Makaipul to 51.41 30.00 8.30 21 ͦ11’25.39”N 72 ͦ49.3.23”E
Nanpura road
24 CI 24 Nr. SMC Multi 49.63 30.00 10.00 21 ͦ11’25.39”N 72 ͦ49’3.23”E
level Parking
25 CI 25 Sharda 50.95 30.00 13.50 21 ͦ10’59.28”N 72 ͦ49’7.73”E
Hospital
26 CI 26 Nr. Income 53.40 30.00 10.00 21 ͦ10’41.98”N 72 ͦ49’7.32”E
Tax Office
27 CIB 01 Nr. Fire 53.75 30.00 10.00 21 ͦ10’32.70”N 72 ͦ49’5.45”E
Station-
GhodDod
Road
28 CIB 02 Nr. Canal-Old 52.98 30.00 7.00 21 ͦ10’16.68”N 72 ͦ48’58.01”E
Raj Empire,
SMC, Plot
29 CIB 03 Opp. Amar 52.37 30.00 8.00 21 ͦ10’1.70"N 72 ͦ48’51.05”E
Kunj, Gangor
Sweet
30 CIB 04 Bhatar Char 51.57 30.00 11.00 21 ͦ9’44.81”N 72 ͦ48’42.15”E
Rasta
31 CIB 05 Nr. Shopping 51.63 30.00 10.00 21 ͦ9’36.36”N 72 ͦ48’37.82”E
Complex-B/H
Bhatar
Housing
32 CIB 06 Shree Ram 51.08 30.00 6.00 21 ͦ9’17.33”N 72 ͦ48’32.19”E
Marble
33 CIB 07 SohamCircalA 51.36 30.00 9.00 21 ͦ9’3.12”N 72 ͦ48’25.43”E
lthan canal
34 CIB 08 Althan Canal 50.46 30.00 9.00 21 ͦ8’49.98”N 72 ͦ48’20.83”E
– Blue Arc site
35 CIB 09 Nr. Atlantis 50.99 30.00 7.10 21 ͦ8’34.09”N 72 ͦ48’14.58”E
Shopping-
Canal Road,
Char Rasta
36 CIB 10 Raghuveer- 50.44 30.00 10.00 21 ͦ8’20.86”N 72 ͦ48’8.69”E
New Khadi
Bridge
Junction/VIP
Gelleria
37 CIB 11 Shiv 49.81 30.00 6.50 21 ͦ8’5.31”N 72 ͦ48’1.52”E
Someshwar
Enclave Char
Rasta
38 CIB 12 B/H. Shiv 48.11 30.00 7.00 21 ͦ7’53.38”N 72 ͦ47’56.37”E
Resi-
Bhimrad-
Althan Canal
End
39 CIB 13 HappAmdavai 47.90 30.00 6.60 21 ͦ7’43.32”N 72 ͦ47’38.72”E

DPR for Metro Rail Project inSurat, Gujarat December 2018 24/91
 CHAPTER 5: CIVIL ENGINEERING

Tava Fry-
Sarsana
40 CIB 14 Sarsana 49.77 30.00 8.00 21 ͦ7’27.77”N 72 ͦ47’32.60”E
Village Road
41 CIB 15 NH-06 46.87 30.00 4.50 21 ͦ7’8.52”N 72ͦ47’31.67”E
Junction-
KhajodChakdi
42 CIB 16 500m 46.39 30.00 5.00 21 ͦ6’51.82”N 72 ͦ47’31.67”E
towards
Dream City
43 CIB 17 1 KM towards 46.57 30.00 5.00 21 ͦ6’32.60”N 72 ͦ47’35.39”E
Dream City

5.8.2 Properties of Sub Soil Strata

Borehole wise details of soil strata are available in Detailed Geo-Technical

report.

5.8.3 Discussion and Type of Foundation

(a) Bored Cast in situ RCC Pile

Depending on the field and laboratory observations of subsoil strata, test results
and the type of structures proposed at site, the most feasible soil-foundation
system is recommended as normal bored cast in situ R.C.C. piles foundations of
1.00m & 1.20m diameter at different depths with cut-off level at 2.00m depth
below existing Ground level. The safe load carrying capacities of these piles are
given in following table.
Table 5.2: Safe Load carrying Capacities of Bored Piles on Corridor-I Sarthana-Dream City

Pile Shaft Length from Cut off level (m)

Capacity 1000mm Dia 1200mm Dia
Pile Cut off
Borehole Type
Level (m)
No. (Tonne) 24.00 25.00 26.00 24.00 25.00 26.00

Vertical 294.00 305.00 316.00 523.00 541.00 558.00

C1-01 Uplift 2.00 190.00 203.00 217.00 261.00 280.00 300.00
Lateral 12.64 16.00
Vertical 291.00 303.00 314.00 506.00 524.00 541.00
C1-02 Uplift 2.00 181.00 195.00 209.00 178.00 192.00 206.00
Lateral 15.00 21.00

Vertical 337.00 348.00 359.00 573.00 591.00 607.00

C1-03 Uplift 2.00 229.00 243.00 256.00 308.00 328.00 347.00
Lateral 11.00 15.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 25/91
 CHAPTER 5: CIVIL ENGINEERING

Vertical 364.00 375.00 386.00 606.00 624.00 640.00

C1-04 Uplift 2.00 255.00 269.00 283.00 245.00 259.00 273.00
Lateral 12.00 16.00

Vertical 362.00 374.00 386.00 599.00 617.00 634.00

C1-05 Uplift 2.00 243.00 257.00 272.00 233.00 247.00 261.00
Lateral 13.00 18.00
Vertical 324.00 336.00 347.00 556.00 574.00 591.00
C1-06 Uplift 2.00 219.00 233.00 246.00 303.00 323.00 342.00
Lateral 14.00 19.00
Vertical 357.00 368.00 380.00 593.00 611.00 628.00
C1-07 Uplift 2.00 244.00 259.00 273.00 320.00 340.00 359.00
Lateral 12.00 16.00

Vertical 295.00 306.00 317.00 517.00 535.00 552.00

C1-08 Uplift 2.00 194.00 207.00 221.00 267.00 287.00 306.00
Lateral 18.00 24.00
Vertical 247.00 257.00 268.00 444.00 462.00 479.00
C1-09 Uplift 2.00 159.00 172.00 184.00 221.00 240.00 258.00
Lateral 11.00 15.00

Vertical 266.00 276.00 286.00 469.00 487.00 504.00

C1-10 Uplift 2.00 205.00 218.00 232.00 275.00 295.00 314.00
Lateral 10.00 14.00

Vertical 256.00 267.00 277.00 462.00 480.00 497.00

C1-11 Uplift 2.00 160.00 173.00 186.00 222.00 241.00 260.00
Lateral 13.00 17.00

Vertical 305.00 317.00 328.00 528.00 546.00 563.00

C1-12 Uplift 2.00 202.00 216.00 230.00 273.00 293.00 312.00
Lateral 11.00 15.00

Vertical 277.00 289.00 300.00 494.00 511.00 528.00

C1-13 Uplift 2.00 161.00 176.00 190.00 221.00 241.00 260.00
Lateral 13.00 17.00

Vertical 354.00 365.00 376.00 594.00 612.00 629.00

C1-14 Uplift 2.00 261.00 274.00 288.00 345.00 365.00 384.00
Lateral 11.00 14.00
Vertical 356.00 367.00 379.00 598.00 616.00 633.00
C1-15 2.00
Uplift 245.00 259.00 273.00 327.00 347.00 366.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 26/91
 CHAPTER 5: CIVIL ENGINEERING

Lateral 16.00 22.00

Vertical 341.00 352.00 363.00 579.00 597.00 614.00
C1-16 Uplift 2.00 237.00 250.00 264.00 317.00 336.00 356.00
Lateral 9.00 12.00
Vertical 348.00 359.00 370.00 589.00 607.00 624.00
C1-17 Uplift 2.00 247.00 260.00 274.00 328.00 347.00 367.00
Lateral 11.00 15.00
Vertical 360.00 372.00 383.00 601.00 619.00 636.00
C1-18 Uplift 2.00 251.00 265.00 279.00 333.00 352.00 372.00
Lateral 12.00 17.00
Vertical 349.00 360.00 371.00 588.00 606.00 623.00
C1-19 Uplift 2.00 246.00 260.00 274.00 330.00 349.00 369.00
Lateral 12.00 16.00
Vertical 310.00 321.00 332.00 540.00 558.00 574.00
C1-20 Uplift 2.00 232.00 246.00 260.00 311.00 331.00 350.00
Lateral 10.00 13.00
Vertical 404.00 417.00 429.00 674.00 692.00 709.00
C1-21 Uplift 2.00 249.00 263.00 278.00 329.00 348.00 368.00
Lateral 12.00 16.00
Vertical 352.00 364.00 376.00 599.00 617.00 634.00
C1-22 Uplift 2.00 219.00 233.00 247.00 289.00 309.00 328.00
Lateral 10.00 14.00
Vertical 411.00 423.00 435.00 678.00 696.00 713.00
C1-23 Uplift 2.00 256.00 270.00 285.00 333.00 353.00 372.00
Lateral 10.00 13.00
Vertical 370.00 381.00 393.00 627.00 645.00 662.00
C1-24 Uplift 2.00 229.00 242.00 256.00 306.00 326.00 345.00
Lateral 10.00 14.00
Vertical 411.00 424.00 437.00 678.00 696.00 713.00
C1-25 Uplift 2.00 256.00 271.00 287.00 328.00 348.00 367.00
Lateral 15.00 20.00
Vertical 408.00 421.00 434.00 685.00 703.00 720.00

C1-26 Uplift 223.00 238.00 254.00 282.00 302.00 321.00

2.00
Lateral 17.00 23.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 27/91
 CHAPTER 5: CIVIL ENGINEERING

Vertical 308.00 319.00 331.00 526.00 544.00 561.00

C1B-01 2.00
Uplift 201.00 215.00 229.00 260.00 280.00 299.00

Lateral 13.00 17.00

Vertical 298.00 309.00 320.00 519.00 537.00 554.00

C1B-02 Uplift 2.000 195.00 209.00 222.00 261.00 281.00 300.00

Lateral 13.00 18.00

Vertical 346.00 358.00 369.00 584.00 602.00 619.00

C1B-03 Uplift 2.00 241.00 255.00 268.00 324.00 343.00 363.00

Lateral 11.00 15.00

Vertical 322.00 333.00 345.00 550.00 568.00 585.00

C1B-04 2.00 187.00 201.00 215.00 255.00 274.00 294.00

Uplift
12.00 17.00
Lateral
Vertical 300.00 311.00 322.00 526.00 544.00 561.00

C1B-05 Uplift 2.00 196.00 210.00 224.00 272.00 292.00 311.00

Lateral 12.00 16.00

Vertical 296.00 307.00 319.00 522.00 540.00 557.00

C1B-06 Uplift 2.00 164.00 178.00 193.00 220.00 240.00 259.00

12.00 16.00
Lateral

Vertical 218.00 209.00 206.00 319.00 307.00 301.00

C1B-07 Uplift 2.00 201.00 213.00 224.00 259.00 274.00 288.00

12.00 16.00
Lateral

Vertical 337.00 349.00 361.00 567.00 585.00 602.00

C1B-08 Uplift 2.00 234.00 248.00 262.00 310.00 330.00 349.00

Lateral 9.00 12.00

Vertical 258.00 269.00 280.00 449.00 466.00 483.00

C1B-09 Uplift 2.00 157.00 170.00 184.00 204.00 224.00 243.00

Lateral 10.00 14.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 28/91
 CHAPTER 5: CIVIL ENGINEERING

Vertical 282.00 292.00 302.00 492.00 510.00 527.00

C1B-10 Uplift 2.00 192.00 205.00 218.00 263.00 281.00 300.00

Lateral 9.00 12.00

Vertical 374.00 386.00 398.00 616.00 634.00 651.00

C1B-11 Uplift 2.00 261.00 276.00 290.00 342.00 362.00 381.00

Lateral 8.00 11.00

Vertical 262.00 273.00 284.00 467.00 485.00 502.00

C1B-12 Uplift 2.00 144.00 158.00 172.00 197.00 217.00 236.00

10.00 13.00
Lateral
Vertical 292.00 303.00 315.00 516.00 534.00 551.00

C1B-13 Uplift 2.00 142.00 157.00 171.00 191.00 211.00 230.00

Lateral 11.00 15.00

Vertical 260.00 272.00 283.00 458.00 476.00 493.00

C1B-14 Uplift 2.00 157.00 171.00 184.00 215.00 234.00 254.00

Lateral 12.00 17.00

Vertical 371.00 384.00 396.00 610.00 628.00 645.00

C1B-15 Uplift 2.00 263.00 278.00 293.00 339.00 359.00 378.00

Lateral 11.00 15.00

Vertical 224.00 234.00 245.00 379.00 396.00 412.00

C1B-16 Uplift 2.00 136.00 149.00 162.00 187.00 205.00 224.00

Lateral 11.00 14.00

Vertical 288.00 300.00 312.00 487.00 505.00 522.00

C1B-17 Uplift 2.00 137.00 152.00 166.00 186.00 205.00 225.00

Lateral 12.00 16.00

(b) Open Foundation

Depending on the field and laboratory observations of subsoil strata, test results
and the type of structures proposed at site, the types of foundations, depths and
net safe bearing capacities recommended for design purposes are given in the
following table. The net SBC/SBP in the following table are the lower of the

DPR for Metro Rail Project inSurat, Gujarat December 2018 29/91
 CHAPTER 5: CIVIL ENGINEERING

values obtained from shear failure criterion as per IS: 6403 and settlement failure
criterion as per IS: 8009, Part-I.
Table 5.3: Safe Bearing Capacities & Foundation Details (Corridor-I)Sarthana-Dream City

Foundation Details Safe Settlement based on Recommende

Size Bearing SPT-N
d Load
Borehole Depth Capacity /Consolidation
No. from Values (maximum)
Width Length Ground
(SBC) t /m2
t /m2 under recommended
(m) (m) Level (m) value of SBC (mm) (kN/m2)
(kN/m2)
23.00 23.00
2.75 3.00 26
(226.00) (226.00)
C1-01 23.00 23.00
2.50 2.75 2.50 23
(226.00) (226.00)
23.00 23.00
2.25 2.50 20
(226.00) (226.00)
21.00 21.00
2.75 3.00 29
(206.00) (206.00)
C1-02 21.50 21.50
2.50 2.75 2.50 27
(212.00) (212.00)
22.00 22.00
2.25 2.50 25
(216.00) (216.00)
24.00 24.00
2.75 3.00 29
(235.00) (235.00)
C1-03 24.00 24.00
2.50 2.75 2.50 27
(235.00) (235.00)
24.00 24.00
2.25 2.50 25
(235.00) (235.00)
24.00 24.00
2.75 3.00 35
(235.00) (235.00)
C1-04 24.00 24.00
2.50 2.75 2.50 34
(235.00) (235.00)
24.00 24.00
2.25 2.50 33
(235.00) (235.00)
25.00 25.00
2.75 3.00 43
(245.00) (245.00)
C1-05 25.00 25.00
2.50 2.75 2.50 39
(245.00) (245.00)
25.00 25.00
2.25 2.50 35
(245.00) (245.00)
24.00 24.00
2.75 3.00 44
(235.00) (235.00)
C1-06 25.00 25.00
2.50 2.75 2.50 40
(245.00) (245.00)
25.00 25.00
2.25 2.50 36
(245.00) (245.00)
26.00 26.00
2.75 3.00 38
(255.00) (255.00)
C1-07 26.50 26.50
2.50 2.75 3.50 34
(260.00) (260.00)
27.00 27.00
2.25 2.50 31
(265.00) (265.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 30/91
 CHAPTER 5: CIVIL ENGINEERING

22.00 22.00
2.75 3.00 34
(216.00) (216.00)
C1-08 22.50 22.50
2.50 2.75 2.50 32
(221.00) (221.00)
23.00 23.00
2.25 2.50 28
(226.00) (226.00)
25.00 25.00
2.75 3.00 37
(245.00) (245.00)
C1-09 25.50 25.50
2.50 2.75 5.00 34
(250.00) (250.00)
26.00 26.00
2.25 2.50 32
(255.00) (255.00)
23.00 23.00
2.75 3.00 47
(226.00) (226.00)
C1-10 23.50 23.50
2.50 2.75 4.00 43
(230.00) (230.00)
24.00 24.00
2.25 2.50 40
(235.00) (235.00)
24.00 24.00
2.75 3.00 28
(235.00) (235.00)
C1-11 25.00 25.00
2.50 2.75 4.00 25
(245.00) (245.00)
26.00 26.00
2.25 2.50 23
(255.00) (255.00)
24.00 24.00
2.75 3.00 31
(235.00) (235.00)
C1-12 24.00 24.00
2.50 2.75 3.00 28
(235.00) (235.00)
24.00 24.00
2.25 2.50 26
(235.00) (235.00)
25.00 25.00
2.75 3.00 48
(245.00) (245.00)
C1-13 26.00 26.00
2.50 2.75 3.00 44
(255.00) (255.00)
26.00 26.00
2.25 2.50 39
(255.00) (255.00)
24.00 24.00
2.75 3.00 34
(235.00) (235.00)
C1-14 24.00 24.00
2.50 2.75 3.00 31
(235.00) (235.00)
25.00 25.00
2.25 2.50 29
(245.00) (245.00)
24.00 24.00
2.75 3.00 31
(235.00) (235.00)
C1-15 24.00 24.00
2.50 2.75 3.00 28
(235.00) (235.00)
25.00 25.00
2.25 2.50 25
(245.00) (245.00)
22.00 22.00
2.75 3.00 29
(216.00) (216.00)
C1-16 22.00 22.00
2.50 2.75 3.00 27
(216.00) (216.00)
22.00 22.00
2.25 2.50 24
(216.00) (216.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 31/91
 CHAPTER 5: CIVIL ENGINEERING

24.00 24.00
2.75 3.00 31
(235.00) (235.00)
C1-17 24.00 24.00
2.50 2.75 3.00 28
(235.00) (235.00)
25.00 25.00
2.25 2.50 26
(245.00) (245.00)
21.00 21.00
2.75 3.00 49
(206.00) (206.00)
C1-18 22.00 22.00
2.50 2.75 3.00 44
(216.00) (216.00)
22.00 22.00
2.25 2.50 39
(216.00) (216.00)
22.00 22.00
2.75 3.00 49
(216.00) (216.00)
C1-19 22.00 22.00
2.50 2.75 3.00 45
(216.00) (216.00)
22.00 22.00
2.25 2.50 40
(216.00) (216.00)
22.00 22.00
2.75 3.00 27
(216.00) (216.00)
C1-20 22.00 22.00
2.50 2.75 3.00 25
(216.00) (216.00)
22.00 22.00
2.25 2.50 22
(216.00) (216.00)
23.00 23.00
2.75 3.00 46
(226.00) (226.00)
C1-21 23.00 23.00
2.50 2.75 3.00 42
(226.00) (226.00)
23.00 23.00
2.25 2.50 37
(226.00) (226.00)
23.00 23.00
2.75 3.00 29
(226.00) (226.00)
C1-22 23.50 23.50
2.50 2.75 3.00 26
(230.00) (230.00)
24.00 24.00
2.25 2.50 24
(235.00) (235.00)
16.00 16.00
2.75 3.00 14
(157.00) (157.00)
C1-23 16.50 16.50
2.50 2.75 4.00 13
(162.00) (162.00)
17.00 17.00
2.25 2.50 12
(167.00) (167.00)
27.00 27.00
2.75 3.00 45
(265.00) (265.00)
C1-24 27.50 27.50
2.50 2.75 4.50 42
(270.00) (270.00)
28.00 28.00
2.25 2.50 38
(275.00) (275.00)
24.00 24.00
2.75 3.00 31
(235.00) (235.00)
C1-25 25.00 25.00
2.50 2.75 3.00 28
(245.00) (245.00)
25.00 25.00
2.25 2.50 25
(245.00) (245.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 32/91
 CHAPTER 5: CIVIL ENGINEERING

24.00 24.00
2.75 3.00 37
(235.00) (235.00)
C1-26 25.00 25.00
2.50 2.75 3.00 33
(245.00) (245.00)
25.00 25.00
2.25 2.50 30
(245.00) (245.00)
23.00 23.00
2.75 3.00 41
(226.00) (226.00)
C1-B-01 23.00 23.00
2.50 2.75 2.50 40
(226.00) (226.00)
24.00 24.00
2.25 2.50 39
(235.00) (235.00)
26.00 26.00
2.75 3.00 24
(255.00) (255.00)
C1-B-02 26.00 26.00
2.50 2.75 2.50 22
(255.00) (255.00)
26.00 26.00
2.25 2.50 19
(255.00) (255.00)
23.00 23.00
2.75 3.00 20
(226.00) (226.00)
C1-B-03 23.00 23.00
2.50 2.75 2.50 18
(226.00) (226.00)
23.00 23.00
2.25 2.50 16
(226.00) (226.00)
25.00 25.00
2.75 3.00 24
(245.00) (245.00)
C1-B-04 25.00 25.00
2.50 2.75 3.00 22
(245.00) (245.00)
26.00 26.00
2.25 2.50 20
(255.00) (255.00)
23.00 23.00
2.75 3.00 27
(226.00) (226.00)
C1-B-05 23.50 23.50
2.50 2.75 3.00 25
(230.00) (230.00)
24.00 24.00
2.25 2.50 22
(235.00) (235.00)
23.00 23.00
2.75 3.00 27
(226.00) (226.00)
C1-B-06 24.00 24.00
2.50 2.75 3.00 24
(235.00) (235.00)
24.00 24.00
2.25 2.50 22
(235.00) (235.00)
22.00 22.00
2.75 3.00 22
(216.00) (216.00)
C1-B-07 22.50 22.50
2.50 2.75 3.00 20
(221.00) (221.00)
23.00 23.00
2.25 2.50 18
(226.00) (226.00)
25.00 25.00
2.75 3.00 28
(245.00) (245.00)
C1-B-08 25.00 25.00
2.50 2.75 4.00 26
(245.00) (245.00)
26.00 26.00
2.25 2.50 24
(255.00) (255.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 33/91
 CHAPTER 5: CIVIL ENGINEERING

22.00 22.00
2.75 3.00 24
(216.00) (216.00)
C1-B-09 23.00 23.00
2.50 2.75 3.00 22
(226.00) (226.00)
23.00 23.00
2.25 2.50 20
(226.00) (226.00)
25.00 25.00
2.75 3.00 40
(245.00) (245.00)
C1-B-10 26.00 26.00
2.50 2.75 5.50 39
(255.00) (255.00)
27.00 27.00
2.25 2.50 38
(265.00) (265.00)
19.00 19.00
2.75 3.00 39
(186.00) (186.00)
C1-B-11 19.00 19.00
2.50 2.75 2.50 38
(186.00) (186.00)
20.00 20.00
2.25 2.50 37
(196.00) (196.00)
23.00 23.00
2.75 3.00 48
(226.00) (226.00)
C1-B-12 24.00 24.00
2.50 2.75 5.00 47
(235.00) (235.00)
24.00 24.00
2.25 2.50 46
(235.00) (235.00)
16.00 16.00
2.75 3.00 28
(157.00) (157.00)
C1-B-13 16.00 16.00
2.50 2.75 3.00 26
(157.00) (157.00)
16.00 16.00
2.25 2.50 23
(157.00) (157.00)
24.00 24.00
2.75 3.00 29
(235.00) (235.00)
C1-B-14 25.00 25.00
2.50 2.75 2.50 26
(245.00) (245.00)
25.00 25.00
2.25 2.50 23
(245.00) (245.00)
23.00 23.00
2.75 3.00 33
(226.00) (226.00)
C1-B-15 23.50 23.50
2.50 2.75 2.50 30
(230.00) (230.00)
24.00 24.00
2.25 2.50 27
(235.00) (235.00)
18.00 18.00
2.75 3.00 25
(176.00) (176.00)
C1-B-16 18.00 18.00
2.50 2.75 3.00 23
(176.00) (176.00)
18.00 18.00
2.25 2.50 20
(176.00) (176.00)
23.50 23.50
2.75 3.00 26
(230.00) (230.00)
C1-B-17 24.00 24.00
2.50 2.75 4.00 24
(235.00) (235.00)
25.00 25.00
2.25 2.50 22
(245.00) (245.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 34/91
 CHAPTER 5: CIVIL ENGINEERING

5.9 CORRIDOR – 2: BHESAN TO SAROLI

Total of 35 boreholes were drilled up to a maximum depth of 30.0-m below

existing ground level. A map indicating locations of bore holes on Bhesan to
Saroli Corridor is shown in Figure 5-6.

Fig. 5.6: Location of Bore Holes on Bhesan to Saroli Corridor

5.9.1 Co-ordinates and other details for Bore Holes on Corridor-2 (Bhesan to Saroli)
are given in Table 5.4.
Table 5.4: Co-ordinates of Bore Holes on Corridor-2 (Bhesan-Saroli)
Depth of Coordinates
Corridor Borehole Ground Investigation
Sr. No Location Water
No. No. RL (m) Depth (m) N E
Table (m)
01 C2A 01 Bhesan Road -Gaurav Path Junction 52.05 30.00 5.70 21°13'9.00"N 72°46'1.05"E
02 C2A 02 Bhesan Road - GHB site 52.04 30.00 4.80 21°13'13.36"N 72°46'17.51"E
03 C2A 03 Bhesan Road - Canal Junction 52.63 30.00 4.70 21°13'16.62"N 72°46'38.86"E
04 C2A 04 Bhesan Road - Nr. Rander Water Works 51.36 30.00 5.20 21°13'17.26"N 72°46'52.16"E
05 C2A 05 Palanpur road - Curve Road 51.08 30.00 5.60 21°13'0.30"N 72°46'52.62"E
06 C2A 06 Pyramid Marble 51.24 30.00 6.00 21°12'48.86"N 72°46'57.21"E
07 C2A 07 Palanpur Patia 51.28 30.00 6.50 21°12'32.58"N 72°46'57.22"E
08 C2A 08 vidhya Kunj school 51.06 30.00 6.20 21°12'14.58"N 72°46'56.09"E
09 C2A 09 LP Savani School 50.56 30.00 5.50 21°12'3.41"N 72°46'54.43"E
10 C2A 10 Nr. IOCL Pump - Bhagat party plot 51.48 30.00 5.30 21°11'50.51"N 72°47'3.92"E
11 C2A 11 TGB Circle 51.34 30.00 5.50 21°11'37.41"N 72°47'12.54"E
12 C2A 12 Trinity circle to shell pump road 50.93 30.00 6.00 21°11'19.15"N 72°47'23.86"E
13 C2A 13 B/h. Cine police- Star Bazar 49.80 30.00 4.60 21°11'11.31"N 72°47'32.31"E
14 C2A 14 Adajan Village circle 50.66 30.00 5.00 21°11'22.78"N 72°47'45.41"E
15 C2A 15 Badrinath Temple Road 51.06 30.00 4.00 21°11'15.94"N 72°48'4.09"E
16 C2A 16 Athwalines Chopati 52.70 30.00 8.00 21°11'2.41"N 72°48'21.82"E
17 C2A 17 Athwalines Circle 52.33 30.00 7.50 21°11'6.94"N 72°48'38.96"E
18 C2A 18 Opp. RTO - Vanita Vishram 52.42 30.00 10.00 21°10'59.73"N 72°48'49.03"E
19 C2A 19 Civil Hospital Kidny hospital 52.98 30.00 18.00 21°10'48.62"N 72°49'11.00"E
20 C2AB1 20 Center point - Sub Jail 53.65 30.00 19.20 21°10'50.53"N 72°49'29.15"E
21 C2AB1 21 Udhna Darwaja - Gujarat Samachar 54.62 30.00 16.50 21°10'58.39"N 72°49'51.29"E
22 C2AB1 22 GHB Office Udhna Darwaja 53.33 30.00 11.30 21°10'53.04"N 72°49'54.32"E
23 C2AB1 23 Kharvar Nagar Char Rasta 52.77 30.00 7.30 21°10'40.59"N 72°50'1.81"E
24DPR for Metro Rail
C2AB1 24 Project inSurat,
Opp. BJP Gujarat
Office- Dada Mill 51.19 30.00 December
6.20 2018
21°10'26.12"N 35/91
72°50'17.79"E
25 C2AB1 25 Udhna Three Road 51.23 30.00 8.10 21°10'9.31"N 72°50'25.37"E
26 C2AB1 26 Opp. Udhna GSRTC Bus Stand 53.88 30.00 9.40 21° 9'54.21"N 72°50'26.18"E
27 C2AB1 27 Foot Over Bridge Opp BAPS Temple 54.40 30.00 8.00 21° 9'40.91"N 72°50'32.50"E
28 C2AB1 28 Nishan Show Room 53.78 30.00 8.00 21° 9'26.11"N 72°50'38.21"E
 CHAPTER 5: CIVIL ENGINEERING

22 C2-AB3 01 Man Darwaja-Bamba Gate 54.410 30.00 12.00 21 1

ͦ 1’9.42”N 72 5
ͦ 0’11.85”E

23 C2-AB3 02 KamelaDarwaja-Over Bridge 54.810 30.00 10.00 21 1

ͦ 11’16.38”N 72 5
ͦ 0’23.87”E

Someshwar Textile Market

24 C2-AB3 03 50.840 30.00 8.00 21 1
ͦ 1’12.77”N 72 5
ͦ 0’41.87”E
Chokdi-B/H.Millenium
25 C-2AB3 04 Nr. Railway Under Bridge 50.400 30.00 10.00 ͦ 1’9.29”N
21 1 72 5
ͦ 0’51.68”E
Anjana Over Bridge – Canal
26 C2-AB3 05 55.200 30.00 8.30 21 1
ͦ 1’4.59”N 72 5
ͦ 1’3.12”E
Road
27 C2-AB3 06 SamratVidhyalay BRTS Station 54.670 30.00 12.00 21 1
ͦ 1’11.17”N 72 5
ͦ 1’19.85”E
28 C2-AB3 07 Model Town BRTS Station 54.740 30.00 13.00 21 1
ͦ 1’16.14”N 72 5
ͦ 1’33.67”E
29 C2-AB3 08 ParvatPatiaChokdi 54.340 30.00 11.00 21 1
ͦ 1’27.63”N 72 5
ͦ 1’49.64”E
30 C2-AB3 09 Opp.CNG Pump 54.890 30.00 12.00 21 1
ͦ 1’25.50”N 72 5
ͦ 2’5..42”E
31 C2-AB3 10 Rajput SamajBhavan-Bhakti 54.290 30.00 7.80 21 1
ͦ 1’24.85”N 72 5
ͦ 2’19.33”E
32 C2-AB3 11 Opp. Landmark Gate 54.230 30.00 9.00 21 1
ͦ 1’25.47”N 72 5
ͦ 2’32.20”E
100m Towards ParvatPatia from
33 C2-AB3 12 54.130 30.00 6.0 21 1
ͦ 1’21.20”N 72 5
ͦ 2’56.26”E
Nirali Hospital

34 C2-AB3 13 Nr.Saroli Gate 55.080 30.00 13.00 ͦ 1’22.89”N

21 1 72 5
ͦ 3’14.14”E
35 C2-AB3 14 KumbhariaKhadi Bridge 53.720 30.00 14.00 21 1
ͦ 1’21.90”N 72 5
ͦ 3’28.07”E

5.9.2 Properties of Sub Soil Strata

Borehole wise details of soil strata are available in Detailed Geo-Technical

Report

5.9.3 Discussion and Type of Foundation

5.9.3.1 Bored Cast –in-situ RCC Pile

Depending on the field and laboratory observations of subsoil strata, test

results and the type of structures proposed at site, the most feasible soil-
foundation system is recommended as normal bored cast in situ R.C.C. piles
foundations of 1.00m & 1.20m diameter at different depths with cut-off level at
2.00m depth below existing Ground level. The safe load carrying capacities of
these piles are given in following table.

DPR for Metro Rail Project inSurat, Gujarat December 2018 36/91
 CHAPTER 5: CIVIL ENGINEERING

Table 5.5: Safe Load Carrying Capacities of Bored Piles on Corridor-2

Pile Shaft Length from Cut off level (m)

Capacity
Borehole Pile Cut off
Type 1000mm Dia 1200mm Dia
No: Level (m)
(Tonne)
24.00 25.00 26.00 24.00 25.00 26.00

Vertical 337.00 349.00 360.00 568.00 586.00 603.00

C2A-01 Uplift 2.00 228.00 242.00 256.00 303.00 323.00 342.00

Lateral 11.00 15.00

Vertical 247.00 257.00 267.00 445.00 463.00 480.00

C2A-02 Uplift 2.000 201.00 217.00 233.00 279.00 301.00 324.00

Lateral 11.00 15.00

Vertical 259.00 270.00 281.00 463.00 481.00 498.00

C2A-03 Uplift 2.00 149.00 163.00 176.00 202.00 222.00 241.00

Lateral 14.00 19.00

Vertical 314.00 325.00 336.00 537.00 555.00 572.00

C2A-04 Uplift 2.00 213.00 226.00 240.00 281.00 301.00 320.00

11.00 15.00
Lateral
Vertical 325.00 336.00 346.00 560.00 578.00 595.00

C2A-05 Uplift 2.00 238.00 251.00 264.00 318.00 336.00 355.00

Lateral 12.00

Vertical 387.00 399.00 412.00 657.00 675.00 692.00

C2A-06 Uplift 2.00 247.00 262.00 276.00 325.00 345.00 364.00

Lateral 9.00 12.00

Vertical 364.00 376.00 387.00 616.00 634.00 651.00

C2A-07 Uplift 2.00 228.00 243.00 257.00 296.00 316.00 335.00

10.00 13.00
Lateral
Vertical 2.00 349.00 361.00 373.00 596.00 613.00 630.00
C2A-08 Uplift 215.00 230.00 244.00 274.00 294.00 313.00
Lateral 13.00 18.00

Vertical 448.00 461.00 474.00 723.00 741.00 758.00

2.00
C2A-09 Uplift 280.00 296.00 311.00 352.00 371.00 391.00
Lateral 11.00 12.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 37/91
 CHAPTER 5: CIVIL ENGINEERING

Vertical 416.00 429.00 441.00 688.00 706.00 723.00

C2A-10 Uplift 2.00 269.00 284.00 299.00 344.00 364.00 383.00

Lateral 12.00 16.00

Vertical 338.00 350.00 363.00 580.00 598.00 615.00

C2A-11 Uplift 2.00 193.00 208.00 223.00 247.00 266.00 286.00

9.00 12.00

Vertical 370.00 382.00 393.00 616.00 634.00 651.00

C2A-12 Uplift 2.00 260.00 274.00 288.00 344.00 364.00 383.00

Lateral 9.17 12.00

Vertical 411.00 424.00 436.00 677.00 695.00 711.00

C2A-13 Uplift 2.000 268.00 283.00 298.00 347.00 367.00 386.00

Lateral 19.00 26.00

Vertical 341.00 353.00 365.00 576.00 594.00 611.00

C2A-14 Uplift 2.00 213.00 227.00 242.00 281.00 300.00 320.00

Lateral 13.00 18.00

Vertical 414.00 426.00 438.00 681.00 699.00 716.00

C2A-15 Uplift 2.00 247.00 261.00 274.00 330.00 350.00 369.00

Lateral 10.00 14.00

Vertical 217.00 226.00 217.00 310.00 322.00 309.00

C2A-16 Uplift 2.00 191.00 201.00 210.00 239.00 251.00 261.00
15.00 20.00
Lateral
Vertical 183.00 174.00 283.00 259.00 247.00 400.00
C2A-17 Uplift 2.00 155.00 163.00 182.00 194.00 205.00 228.00
Lateral 11.00 15.00
Vertical 285.00 296.00 307.00 487.00 505.00 522.00
C2A-18 Uplift 2.00 170.00 183.00 197.00 220.00 239.00 259.00

Lateral 11.00 15.00

Vertical 360.00 373.00 385.00 618.00 636.00 653.00
C2A-19 Uplift 2.00 224.00 239.00 254.00 299.00 318.00 338.00

Lateral 13.00 18.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 38/91
 CHAPTER 5: CIVIL ENGINEERING

Vertical 336.00 347.00 358.00 564.00 582.00 598.00

C2AB1-
Uplift 2.00 240.00 254.00 267.00 322.00 341.00 361.00
20
Lateral 35.00 47.00

Vertical 345.00 357.00 368.00 587.00 605.00 622.00

C2AB1-
Uplift 2.00 247.00 261.00 275.00 332.00 352.00 371.00
21
Lateral 21.00 29.00
Vertical 274.00 285.00 296.00 485.00 503.00 520.00
C2AB3-
Uplift 2.00 146.00 156.00 166.00 200.00 214.00 229.00
01
Lateral 13.00 17.00
522.00
Vertical 276.00 286.00 297.00 487.00 505.00
C2AB3-
Uplift 2.000 137.00 147.00 157.00 189.00 203.00 218.00
02
Lateral 10.00 13.00

Vertical 344.00 355.00 367.00 580.00 598.00 615.00

C2AB3-
Uplift 2.00 173.00 184.00 194.00 235.00 251.00 266.00
03
Lateral 12.00 16.00

Vertical 350.00 361.00 372.00 593.00 610.00 627.00

C2AB3-
2.00 198.00 208.00 218.00 265.00 279.00 294.00
04 Uplift
11.00 15.00
Lateral
Vertical 321.00 333.00 345.00 554.00 572.00 589.00
C2AB3-
Uplift 2.00 157.00 168.00 178.00 216.00 231.00 246.00
05
Lateral 27.00 36.00

Vertical 420.00 433.00 446.00 688.00 706.00 723.00

C2AB3-
Uplift 2.00 208.00 219.00 231.00 278.00 295.00 311.00
06
17.00 23.00
Lateral

Vertical 284.00 296.00 306.00 485.00 503.00 519.00

C2AB3-
Uplift 2.00 167.00 177.00 185.00 212.00 227.00 242.00
07
10.00 13.00
Lateral

C2AB3- Vertical 2.00 325.00 336.00 348.00 554.00 572.00 589.00

DPR for Metro Rail Project inSurat, Gujarat December 2018 39/91
 CHAPTER 5: CIVIL ENGINEERING

08
Uplift 169.00 180.00 191.00 227.00 242.00 258.00

Lateral 17.00 23.00

Vertical 349.00 360.00 372.00 587.00 605.00 622.00

C2AB3-
Uplift 2.00 196.00 207.00 217.00 264.00 279.00 294.00
09
Lateral 14.00 19.00

Vertical 376.00 389.00 402.00 622.00 639.00 656.00

C2AB3-
Uplift 2.00 169.00 181.00 193.00 232.00 249.00 267.00
10
Lateral 15.00 20.00

Vertical 404.00 417.00 429.00 652.00 670.00 687.00

C2AB3-
Uplift 2.00 214.00 225.00 237.00 286.00 302.00 318.00
11
15.00 21.00
Lateral

Vertical 345.00 356.00 367.00 586.00 604.00 621.00

C2AB3-
Uplift 2.00 187.00 197.00 207.00 254.00 269.00 284.00
12
13.00 17.00
Lateral

Vertical 369.00 380.00 392.00 613.00 630.00 647.00

C2AB3-
Uplift 2.00 200.00 211.00 221.00 268.00 284.00 299.00
13
11.00 15.00
Lateral

Vertical 399.00 411.00 424.00 645.00 663.00 680.00

C2AB3-
Uplift 2.00 210.00 222.00 233.00 281.00 298.00 314.00
14
15.00 20.00
Lateral

5.9.3.2 Open Foundation

Depending on the field and laboratory observations of subsoil strata, test results
and the type of structures proposed at site, the types of foundations, depths and
net safe bearing capacities recommended for design purposes are given in the
following table. The net SBC/SBP in the following table are the lower of the
valies obtained from shear failure criterian as per IS;6403 and settlement failure
criterion as per IS:8009, Part-I.

DPR for Metro Rail Project inSurat, Gujarat December 2018 40/91
 CHAPTER 5: CIVIL ENGINEERING

Table 5.6: Safe Bearing Capacities & Foundation Details (Corridor-2)

Foundation Details Safe Settlement based on

SPT-N Recommended
Size Bearing Load
Depth /Consolidation
Borehole Capacity
from Values (maximum)
No. (SBC)
Width Length Ground under t /m2
(m) (m) t /m2 recommended
Level (m) (kN/m2)
(kN/m2) value of SBC (mm)
21.00 21.00
2.75 3.00 30
(206.00) (206.00)
C2A-01 21.50 21.50
2.50 2.75 3.00 27
(211.00) (211.00)
22.00 22.00
2.25 2.50 25
(216.00) (216.00)
20.00 20.00
2.75 3.00 31
(196.00) (196.00)
C2A-02 20.50 20.50
2.50 2.75 2.50 28
(201.00) (201.00)
21.00 21.00
2.25 2.50 25
(206.00) (206.00)
18.00 18.00
2.75 3.00 27
(206.00) (206.00)
C2A-03 18.00 18.00
2.50 2.75 3.00 24
(206.00) (206.00)
19.00 19.00
2.25 2.50 22
(186.00) (186.00)
19.00 19.00
2.75 3.00 33
(186.00) (186.00)
C2A-04 20.00 20.00
2.50 2.75 3.00 30
(196.00) (196.00)
20.00 20.00
2.25 2.50 27
(196.00) (196.00)
21.00 19.00
2.75 3.00 39
(206.00) (186.00)
C2A-05 21.50 20.00
2.50 2.75 3.00 35
(211.00) (196.00)
22.00 20.00
2.25 2.50 32
(216.00) (196.00)
21.00 21.00
2.75 3.00 63
(206.00) (206.00)
C2A-06 22.00 22.00
2.50 2.75 3.00 62
(216.00) (216.00)
22.00 22.00
2.25 2.50 61
(216.00) (216.00)
22.00 22.00
2.75 3.00 27
(216.00) (216.00)
C2A-07 22.00 22.00
2.50 2.75 3.00 24
(216.00) (216.00)
22.00 22.00
2.25 2.50 22
(216.00) (216.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 41/91
 CHAPTER 5: CIVIL ENGINEERING

22.00 22.00
2.75 3.00 41
(216.00) (216.00)
C2A-08 22.00 22.00
2.50 2.75 3.00 37
(216.00) (216.00)
23.00 23.00
2.25 2.50 33
(226.00) (226.00)
21.00 21.00
2.75 3.00 32
(206.00) (206.00)
C2A-09 21.00 21.00
2.50 2.75 3.00 29
(206.00) (206.00)
22.00 22.00
2.25 2.50 26
(216.00) (216.00)
21.00 21.00
2.75 3.00 28
(206.00) (206.00)
C2A-10 22.00 22.00
2.50 2.75 3.00 25
(216.00) (216.00)
22.00 22.00
2.25 2.50 23
(216.00) (216.00)
22.00 22.00
2.75 3.00 26
(216.00) (216.00)
C2A-11 23.00 23.00
2.50 2.75 3.00 24
(226.00) (226.00)
23.00 23.00
2.25 2.50 21
(226.00) (226.00)
21.00 21.00
2.75 3.00 33
(206.00) (206.00)
C2A-12 21.00 21.00
2.50 2.75 3.00 31
(206.00) (206.00)
22.00 22.00
2.25 2.50 28
(216.00) (216.00)
21.00 21.00
2.75 3.00 29
(206.00) (206.00)
C2A-13 22.00 22.00
2.50 2.75 3.00 27
(216.00) (216.00)
22.00 22.00
2.25 2.50 25
(216.00) (216.00)
21.00 21.00
2.75 3.00 30
(206.00) (206.00)
C2A-14 21.00 21.00
2.50 2.75 3.00 29
(206.00) (206.00)
21.00 21.00
2.25 2.50 28
(206.00) (206.00)
16.00 16.00
2.75 3.00 34
(157.00) (157.00)
C2A-15 16.00 16.00
2.50 2.75 3.00 33
(157.00) (157.00)
16.00 16.00
2.25 2.50 32
(157.00) (157.00)
25.00 25.00
2.75 3.00 33
(245.00) (245.00)
25.00 25.00
C2A-16 2.50 2.75 3.50 30
(245.00) (245.00)
26.00 26.00
2.25 2.50 27
(255.00) (255.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 42/91
 CHAPTER 5: CIVIL ENGINEERING

22.00 22.00
2.75 3.00 41
(216.00) (216.00)
C2A-17 22.00 22.00
2.50 2.75 3.00 37
(216.00) (216.00)
23.00 23.00
2.25 2.50 33
(226.00) (226.00)
19.00 19.00
2.75 3.00 27
(186.00) (186.00)
C2A-18 19.00 19.00
2.50 2.75 2.50 24
(186.00) (186.00)
19.00 19.00
2.25 2.50 21
(186.00) (186.00)
22.00 22.00
2.75 3.00 32
(216.00) (216.00)
22.00 22.00
2.50 2.75 2.50 29
C2A-19 (216.00) (216.00)
22.00 22.00
2.25 2.50 26
(216.00) (216.00)
19.00 19.00
2.75 3.00 28
(186.00) (186.00)
C2AB1-20 19.00 19.00
2.50 2.75 2.50 25
(186.00) (186.00)
19.00 19.00
2.25 2.50 22
(186.00) (186.00)
23.00 23.00
2.75 3.00 25
(226.00) (226.00)
C2AB1-21 24.00 24.00
2.50 2.75 2.50 24
(235.00) (235.00)
24.00 24.00
2.25 2.50 23
(235.00) (235.00)

Foundation Details Safe Settlement based on Recommende

Bearing SPT-N /Consolidation d Load
Values
Type Size Depth Capacity under recommended (maximum)
from (SBC) value of SBC (mm) t /m2
Ground t /m2 (kN/m2)
Width Length
Level (m) (kN/m2)
(m) (m)
23.00 23.00
2.75 3.00 44
(226.00) (226.00)

01 24.00 24.00
2.50 2.75 3.50 40
(235.00) (235.00)
24.00 24.00
2.25 2.50 36
(235.00) (235.00)

27.00 27.00
2.75 3.00 27
(265.00) (265.00)

02 5.00 28.00 28.00

2.50 2.75 25
(275.00) (275.00)
29.00 29.00
2.25 2.50 23
(284.00) (284.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 43/91
 CHAPTER 5: CIVIL ENGINEERING

19.00 19.00
2.75 3.00 26
(186.00) (186.00)

03 19.00 19.00
2.50 2.75 3.50 25
(186.00) (186.00)
19.00 19.00
2.25 2.50 24
(186.00) (186.00)
25.00 25.00
2.75 3.00 32
(245.00) (245.00)

04 26.00 26.00
2.50 2.75 3.00 29
(255.00) (255.00)
26.00 26.00
2.25 2.50 26
(255.00) (255.00)
24.00 24.00
2.75 3.00 32
(235.00) (235.00)

05 24.00 24.00
2.50 2.75 4.00 29
(235.00) (235.00)
24.00 24.00
2.25 2.50 26
(235.00) (235.00)
21.00 21.00
2.75 3.00 31
(206.00) (206.00)

06 21.00 21.00
2.50 2.75 2.50 30
(206.00) (206.00)
21.00 21.00
2.25 2.50 29
(206.00) (206.00)
24.00 24.00
2.75 3.00 43
(235.00) (235.00)

07 24.00 24.00
2.50 2.75 2.50 39
(235.00) (235.00)
25.00 25.00
2.25 2.50 35
(235.00) (235.00)
22.00 22.00
2.75 3.00 33
(216.00) (216.00)

08 23.00 23.00
2.50 2.75 2.50 31
(226.00) (226.00)
23.00 23.00
2.25 2.50 28
(226.00) (226.00)
22.00 22.00
2.75 3.00 31
(216.00) (216.00)
22.00 22.00
09 2.50 2.75 2.50 28
(216.00) (216.00)
22.00 22.00
2.25 2.50 25
(216.00) (216.00)

DPR for Metro Rail Project inSurat, Gujarat December 2018 44/91
 CHAPTER 5: CIVIL ENGINEERING

22.00 22.00
2.75 3.00 33
(216.00) (216.00)
22.00 22.00
10 2.50 2.75 2.50 30
(216.00) (216.00)
23.00 23.00
2.25 2.50 27
(226.00) (226.00)
25.00 25.00
2.75 3.00 31
(245.00) (245.00)
25.00 25.00
11 2.50 2.75 2.50 30
(255.00) (245.00)
26.00 26.00
2.25 2.50 29
(255.00) (255.00)
22.00 22.00
2.75 3.00 30
(216.00) (216.00)
23.00 23.00
12 2.50 2.75 2.50 27
(226.00) (226.00)
23.00 23.00
2.25 2.50 24
(226.00) (226.00)
24.00 24.00
2.75 3.00 34
(235.00) (235.00)
25.00 25.00
13 2.50 2.75 2.50 31
(245.00) (245.00)
25.00 25.00
2.25 2.50 28
(245.00) (245.00)
23.00 23.00
2.75 3.00 37
(226.00) (226.00)

14 2.50 23.00 23.00

2.50 2.75 34
(226.00) (226.00)
23.00 23.00
2.25 2.50 30
(226.00) (226.00)

5.10 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. Further, some land
is required for various purposes as detailed below:

DPR for Metro Rail Project inSurat, Gujarat December 2018 45/91
 CHAPTER 5: CIVIL ENGINEERING

5.10.1 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)

5.10.2 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.

5.10.3 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. 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.
Traffic integration facilities are provided wherever the same are required and, but
no land is proposed for acquisition.

The normal viaduct structure of elevated Metro is about 10 m (edge to edge)

wide. Ideally the required right of way is 10m. However, for reasons of safety a
clean marginal distance / setback of about 5 m is necessary from either edge of
the viaduct (or 10 m on both sides of the centre line) wherein no structures are to
be located.. Also, it ensures road access and working space all along the viaduct
for working of emergency equipments 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.

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

DPR for Metro Rail Project inSurat, Gujarat December 2018 46/91
 CHAPTER 5: CIVIL ENGINEERING

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.

5.10.4 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. On this
corridor, three such ramps are provided on the both the corridors.

5.10.5 Land for Traffic integration

As indicated in station planning para certain land is required for traffic integration
at the each station. Efforts have been made to identify land required for traffic
integration at each station to facilitate park and ride facility, but it is not possible
to find open space at all the locations. Hence land for traffic integration has been
marked in the drawing wherever is available.

5.10.6 Land for Traction and Receiving Substation and Radio Towers

Two RSS are proposed to be located for Sarthana-Dream City Corridor (i) near
Nature Park (4000 Sq.m)and (ii)Kapodra Station (3000 Sq.m)and oneRSS
having area as (4000 Sq.m) near Magub Station for Bhesan to Saroli Corridor.
Hence, an area of 11000Sq.m has been earmarked for RSS. No additional land
proposed for locating radio towers. These will be accommodated in the land
already acquired. Land required for RSS will be as under:-

Table 5.7 : Details of Land for RSS

S. No. Name of Corridor Area (m2) Ownership

1. Sarthana-Dream City 7000 Government
2. Bhesan–Saroli 4000 Government
11000
Total

5.10.7 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned
is sufficiently wide and hence no land is required for acquisition as long as the

DPR for Metro Rail Project inSurat, Gujarat December 2018 47/91
 CHAPTER 5: CIVIL ENGINEERING

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 foot paths. 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 , stations,
ramp, parking, property development etc are indicated in the Tables 5.8 to 5.13

Table 5.8 - Details of Land Required for Depot

S.No. Location Area(ha) Ownership Purpose

SARTHANA TO DREAM CITY CORRIDOR

1. Dream City 24.09 GoG Depot

BHESAN TO SAROLI
2. Bhesan 16.95 SMC Depot

Total 41.04

Table 5.9 – Details of Land Required for Running Section

Corridor-I :Sarthana – Dream City

S.No. Plot No. Area (Sqm) Remarks

1. RS1 69.25 Sqm. Government
2. RS2 124.38 Sqm. Government
3. RS 69.00 Sqm. Government
4. RS4 140.24 Sqm. Government
5. RS5 276.41 Sqm. Government
6. RS6 360.82 Sqm. Government
7. RS7 279.00 Sqm. Government
8. RS8 835.70 Sqm. Government
9. RS9 40.70 Sqm. Government
10. RS10 281.30 Sqm. Government
11. RS11 497.80 Sqm. Government
12. RS12 518 Sqm. Government
Total 3492.82 Sqm.

DPR for Metro Rail Project inSurat, Gujarat December 2018 48/91
 CHAPTER 5: CIVIL ENGINEERING

Table 5.10 – Details of Land Required for Running Section

Corridor-II: Bhesan - Saroli

S.No. Plot No. Area (Sqm) Remarks

1. RS1 45.00 Sqm. Government
2. RS2 95.80 Sqm. Government
3. RS3 59.30 Sqm. Government
4. RS4 77.00 Sqm. Government
5. RS5 58.47 Sqm. Government
6. RS6 129.00 Sqm. Government
7. RS7 159.70 Sqm. Government
8. RS8 89.60 Sqm. Government
9. RS9 54.00 Sqm. Government
10. RS10 106.40 Sqm. Government
11. RS11 225.50 Sqm. Government
12. RS12 118.67 Sqm. Government
13. RS13 58.02 Sqm. Government
14. RS14 25.48 Sqm. Government
Total 1301.94 Sqm.

Table 5.11 A - Details of Land Required for Stations

Corridor 1 Sarthana to Dream City

Station
No.

Station LOCATION AS PER OWNERS

PLOT NO AREA REMARKS
Name TP HIP

21 (SARTHANA-
SN-1 535.9 Pvt.
SIMADA) FP - 61
1 Sarthana Open+shed
22 (SARTHANA-VALAK)
SN-2 574.5 Pvt.
FP - 3

38 (NANAVARACHHA)
BN-1 505.5 Pvt. house+Open
FP - 23
2 Nature Park
38 (NANAVARACHHA) maruti
BN-2 548.1 Pvt.
FP - 31 bakery+Open

DPR for Metro Rail Project inSurat, Gujarat December 2018 49/91
 CHAPTER 5: CIVIL ENGINEERING

20 (NANAVARACHHA-
JS-1 494.6 SMC Open + School
Varachha KAPADRA) FP - 90
3 Choupati
Garden
20 (NANAVARACHHA-
JS-2 481.9 Pvt. Open plot
KAPADRA) FP - 24

MP-1 439.0 16 (KAPADRA) FP - 12 Pvt. Open plot

Kalakunj
4 Swaminaray
an Mandir
mamta park
MP-2 466.9 16 (KAPADRA) FP - 13 Pvt.
society

SS-1 180.7 16 (KAPADRA) FP - 44 SMC open plot

5 Kapodra

16 (KAPADRA) FP -
SS-2 175.1 SMC open plot
51+52

AS-1 690.1 17 (FULPADA) FP - 6 Pvt. open+house

Labheshwar
6 AS-2 562.1 17 (FULPADA) FP - 5 Pvt. open plot
Chowk

AS-3 688.1 17 (FULPADA) FP - 2 Pvt. open+house

KN-1 174.8 8(UMARWADA) FP-13 SMC Open plot

Central
7
Warehouse
4(ASHWANIKUMAR-
KN-2 173.3 SMC Open Plot
NAVAGAM) FP - M/7

DPR for Metro Rail Project inSurat, Gujarat December 2018 50/91
 CHAPTER 5: CIVIL ENGINEERING

LAMBE HUNUMAN
SR-1 185.9 SMC Surat Rly. Stn
ROAD
Surat
8 Railway
Station LAMBE HUNUMAN Surat Rly. Open
SR-2 180.5 SMC
ROAD area

WARD NO - police Stn.+police

SMC-1 1902.2 4,C.S.NO.680 + 681 GOVT. qutr.
AREA = 4611 SQ.MT. (to be acquired)
Maskati WARD NO - 4, C-8
9
Hospital (C.S.NO.693 TO
708,709/P,710/P TO under acquisition
SMC-2 723.0 Pvt.
731/P,732,735/C,75/17 ( MOCHINI CHAL)
)
AREA = 5592 SQ.MT.

WARD NO - 10,(P-
GB-1 166.5 29),C.S.NO.2272/P GOVT.
AREA = 4923.00 SQ.MT.

10 Chowk Bazar
GB-2 162.2 S.M.C.
WARD NO -
(CENTRAL office+open
11,C.S.NO.2038, 2085
GOVT.)
GB-3 1073.7

WARD NO -
SC-1 535.9 2,C.S.NO.1961 SMC shopping complex
AREA - 8811 SQ.MT.
Kadarsha ni
11
Nal
TP. NO-2 (NANPURA)
water treatment
SC-2 589.0 F.P.NO-27 SMC
plant
14812 SQ.MT.

MG-1 PVT.
TP. NO-2 (NANPURA)
12 Majura Gate F.P.NO-33
AREA 36625
MG-2 PVT.

FINAL T.P.SNO -6 NEAR RUPALI

13 Rupali Canal SN-1 574.5 (MAJURA-KHATODARA) SMC CANAL CHAR
FP NO-12 Paikee RASTA

DPR for Metro Rail Project inSurat, Gujarat December 2018 51/91
 CHAPTER 5: CIVIL ENGINEERING

ROAD FINAL T.P.SNO

SN-2 535.8 -9(MAJURA) SMC ROAD
NEAR FP NO-167

PRELIMINARY T.P.SNO
SV-1 574.5 -28 (ALTHAN-BHATAR) SUDA OPEN PLOT
FP.NO - 108

Althan GRAM
14 PRELIMINARY T.P.SNO
Tenament PANCHAYA
-28 (ALTHAN-BHATAR)
T,
FP.NO-109 Paikee
BHATAR

ROAD DRAFT T.P.SNO

SV-2 535.8 -27 (BHATAR-MAJURA) SMC ROAD OPEN PLOT
NEAR FP NO-62

PRELIMINARY T.P.SNO
COMMUNITY
AN-1 518.6 -28 (ALTHAN-BHATAR) SMC
CENTRE
FP.NO - 51 Paikee
15 Althan Gam
PRELIMINARY T.P.SNO -
AN-2 578.3 28 (ALTHAN-BHATAR) SMC OPEN PLOT
FP.NO - 139 Paikee

ROAD , PRELIMINARY
T.P.SNO -28 (ALTHAN-
OPEN PLOT
AP-1 440.4 BHATAR) SMC ROAD
( VIP ROAD )
NEAR, FP.NO - 10, FP
16 VIP Road NO-11
FINAL T.P.SNO -37
OPEN PLOT
AP-2 533.2 (ALTHAN-SOUTH) SMC
(P-54)
FP.NO 38 Paikee

PRELIMINARY T.P.SNO -
BM-1 535.5 42 (BHIMRAD) SMC. OPEN PLOT
FP NO -74 Paikee
17 Women ITI
FINAL T.P.SNO -43
BM-2 595 (BHIMRAD) SMC. OPEN PLOT
FP. NO 86 Paikee

PRELIMINARY T.P.SNO -
18 Bhimrad SW-1 574.5 42 (BHIMRAD) SMC. OPEN PLOT
FP NO -78

DPR for Metro Rail Project inSurat, Gujarat December 2018 52/91
 CHAPTER 5: CIVIL ENGINEERING

PRELIMINARY T.P.SNO
-42 (BHIMRAD)
FP. NO 79 SMC+GOV
SW-2 535.8 OPEN PLOT
FINAL T.P.SNO -43 T.
(BHIMRAD)
FP. NO 48
KHAJOD URBAN
CC-1 574.5 DEVELOPMENT KHUDA
AUTHORITY

KHAJOD URBAN
Convention
19 CC-2 535.8 DEVELOPMENT KHUDA
Centre
AUTHORITY

KHAJOD URBAN
CC-3 536.8 DEVELOPMENT KHUDA
AUTHORITY

KHAJOD URBAN
DC-1 574.5 DEVELOPMENT KHUDA
AUTHORITY
20 DREAM CITY
KHAJOD URBAN
DC-2 535.8 DEVELOPMENT KHUDA
AUTHORITY

21498.8

Table 5.11 B - Details of Land Required for Stations

Corridor 2 Bhesan to Saroli

Station Station
No. Name PLOT NO AREA LOCATION AS PER TP OWNERSHIP REMARKS

TPS 43 (Jahangirabad)
BN-1 499.6 FP 44/P Near Bhesan SMC Open
Treatment Plant
1 Bhesan
TPS 9 (Palanpor
BN-2 564.0 SMC Open
Bhesan) FP 188

T.P.S. NO.- 43
UT1 557.6 SMC Open
(Jahangirabad) FP 41/p
Botanical
2
Garden
Moje Jahangirabad B.No
UT-2 536.2 Pvt. Open
26

DPR for Metro Rail Project inSurat, Gujarat December 2018 53/91
 CHAPTER 5: CIVIL ENGINEERING

TPS 42 (Jahangirabad) Open +

MS-1 594.1 Pvt.
FP 136/p Bldg.
Ugat
3
Varigruh
Moje Jahangirabad B.No
MS-2 536.2 Pvt. Open
240/p and 217/p

T.P.S. NO.- 13 (Adajan)

RS-1 594.8 SMC Open
FP 261

Palanour TPS 13 (Adajan) FP Apprt. D, G

4 536.2 Pvt.
Road 260/p and 258/p Block
RS-2

165.0 On 18 mt TP Road ROAD -

T.P.S. NO.- 32 (Adajan)

LP-1 529.1 SMC Front Open
FP 61 & 62

L P Savani T.P.S. NO.- 32 (Adajan)

5 LP-2 638.3 SMC Front Open
School FP 61

- - - - -

T.P.S. NO.- 32 (Adajan)

GA-1 524.2 Pvt. Open
Performin FP 8
6 g Art
Centre T.P.S. NO.- 32 (Adajan) Open +
GA-2 477.8 Pvt.
FP 13 Gate

T.P.S. NO.- 31 (Adajan)

MT-1 490.0 SMC Open
FP 195/p and 13/p
Adajan
7
Gam Open +
T.P.S. NO.- 31 (Adajan)
MT2 497.4 Pvt. Under
FP 84/P &196/P
Const. Bldg.

T.P.S. NO.- 31(Adajan) Road and

SB-1 514.2 SMC
FP 40 Open
8 Aquarium
T.P.S. NO.- 31(Adajan) Shed +
SB2 514.2 SMC
FP 189 & 43/P House

Badri
TPS 10 (Adajan) FP Bldg. +
9 Narayan BN-1 531.6 Pvt.
50/p Road
Temple

DPR for Metro Rail Project inSurat, Gujarat December 2018 54/91
 CHAPTER 5: CIVIL ENGINEERING

Shed +
Toilet
Moje Adajan Sr.No Premvati
BN-2 536.7 Pvt.
598/p Uphar gruh
Swaminaray
an Temple
WARD NO 13
CH-1 453.4 C.S.NO SMC OPEN PLOT
648/P
Athwa
10
Chaupati
FINAL
CH-2 629.0 TP- 5 ATHWA UMRA ROAD OPEN PLOT
FP-428

TP NO- 2 (NANPURA),
Majura
11 MG-1 464.3 F.P.NO - 33TOTAL AREA Pvt. dyal ji mandal
Gate
36625 SQMT

WARD NO - 2,C.S.NO - 4 ,5
UD-1 429 Pvt. -
AREA = 8448

As discussed
UDHANA in
12
DARWAJA meeting,stati
on to be
TP-6(MAJURA-
UD-2 537.3 SMC shifted in P-
KHATODARA),F.P.389
6( MAJURA-
KHATODRA)
F.P. NO. - 389
Area - 5686

TP-1 529.5 open

Kamela TP. 7 ( ANJANA)
13 Pvt.
Darwaja F.P.190
TP-2 535.8 open

TP. 7 ( ANJANA) Buld.Front

AF-1 535.8 Pvt.
F.P.99 open
Anjana
14
Farm
TP. 7 ( ANJANA) Govt.school+
AF-2 487.2 SMC
F.P.98 smc toilet

Model TP. 33( DUMBHAL)

15 MT-1 533.0 Pvt. temple+open
Town F.P.35

DPR for Metro Rail Project inSurat, Gujarat December 2018 55/91
 CHAPTER 5: CIVIL ENGINEERING

TP. 33( DUMBHAL)

MT-2 440.0 Pvt. open area
F.P.51

TP. 53(MAGOB -
MG-1 523.2 DUMBHAL) Pvt. open plot
F.P.64
16 Magob
TP. 64(MAGOB -
MG-2 475.5 DUMBHAL) ROAD road
F.P.19/A

SV-1 595.8 Nr.TP. 35,F.P.225/1 ROAD road row

Bharat
17 Cancer
Hospital Buld.Front
SV-2 593.8 TP. 35,F.P.225/2 Pvt.
open

SL-1 595.9 TP. 35,F.P.187 Pvt. open

18 Saroli
build.front
SL-2 401.2 TP. 35,F.P.188 Pvt.
open

18596.9

LAND FOR RAMP

Corridor-I :Sarthana to Dream City
Table 5.12: Details of Land for Ramp
S.No. Plot No. Area (Sq.m) Ownership
1. RS1 5280 Govt.
2. RS2 5880 Govt.

Total 11160

LAND FOR PARKING AND PROPERTY DEVELOPMENT

Table 5.13A Corridor-I : Sarthana to Dream City

AREA AVAILABLE FOR
Station
No.

Station
FOR PARKING FOR DEVELOPMENT REMARKS
Name
NOTATIO NOTATIO
N FOR LOCATION AREA N FOR LOCATION AREA
PARKING P.D.

1 Sarthana

2 Nature Park

DPR for Metro Rail Project inSurat, Gujarat December 2018 56/91
 CHAPTER 5: CIVIL ENGINEERING

TPS NO.-20
(NANAVARAC
Varachha SMC
C1P1 HHA 1500
3 Choupati (SCHOOL)
-KAPADRA)
Garden F.P. NO.-90

Kalakunj
4 Swaminaray
an Mandir
SMC
TPS NO.-16 (LOCAL
C1PD1 (KAPADRA) 2000 COMMERCI
F.P. NO.-44 AL
CENTRE)
5 Kapodra
TPS NO.-16
(KAPADRA)
C1P2 3000
F.P. NO.- 51 +
52

Labheshwar
6
Chowk

TPS NO.- 4
(ASHWANIK SMC
Central
7 UMAR- (EXISTING
Warehouse C1PD2 1500
NAVAGAM) PUMPING
F.P. NO.- STATION)
M/7
Surat
8 Railway
Station

WARD NO -
WARD NO - 4, 4, C-8
S.M.C.
C-8 (C.S.NO.693
Under
Maskati (C.S.NO.693 TO
9 C1P3 2000 C1PD3 1700 acquisition
Hospital TO 708,709/P 708,709/P
( MOCHINI
,710/P TO ,710/P TO
CHAL)
731/P,732,735 731/P,732,7
/C,75/17) 35/C,75/17)

WARD NO-11
10 Chowk Bazar C.S.NO-2085, S.M.C.
C1P4 2038 P 2000.0 (CENTRAL
OLD BIRD GOVT.)
HOUSE

DPR for Metro Rail Project inSurat, Gujarat December 2018 57/91
 CHAPTER 5: CIVIL ENGINEERING

WARD NO-2
C.S.NO-
C1PD4 1958 2000
EXE.VEHICL
Kadarsha ni E DEPOT
11 S.M.C
Nal
TP. NO-2
C1P5 (NANPURA) 500
F.P.NO-27

12 Majura Gate

FINAL
T.P.SNO -6 Station
(MAJURA- development
KHATODAR on PPP basis
C1PD5 A) ,FP NO- 4000 by SMC
13 Rupali Canal through
12 Paikee
NEAR metro
RUPALI company
CANAL

DRAFT
PRELIMINA
T.P.SNO -27 Station
RY T.P.SNO
(BHATAR- development
-28
MAJURA) , on PPP basis
(ALTHAN-
C1P6 FP NO-30 FP 2500 C1PD6 5000 by SMC
Althan BHATAR) through
14 NO -63 Paikee
Tenament FP.NO - metro
(PVT.)
108, FP.NO- company
NEAR BHATAR
109 Paikee
CHAR RASTA

PRELIMINARY
T.P.SNO -28
(ALTHAN-
BHATAR),
C1P7 2000 SMC
FP.NO - 51
Paikee
NEAR SOHAM
15 Althan Gam
CIRCLE
PRELIMINARY
T.P.SNO -28
(ALTHAN-
C1P8 145.7
BHATAR)
FP.NO - 139
Paikee

DPR for Metro Rail Project inSurat, Gujarat December 2018 58/91
 CHAPTER 5: CIVIL ENGINEERING

FINAL
16 VIP Road
T.P.SNO -37
(ALTHAN-
C1P9 3000 SMC
SOUTH)
FP.NO 38
Paikee
PRELIMINA
RY T.P.SNO -
42
C1PD7 (BHIMRAD) 3080 SMC
,
FP NO -74
17 Women ITI
Paikee
FINAL
T.P.SNO -43
C1PD8 (BHIMRAD) 13303 SMC
, FP. NO 86
Paikee
PRELIMINARY
T.P.SNO -42
C1P10 2500 SMC
(BHIMRAD)
,FP NO -78
PRELIMINA
RY T.P.SNO
18 Bhimrad -42
(BHIMRAD)
C1PD9 FP. NO 79 5000 SMC+GOVT.
FINAL
T.P.SNO -43
(BHIMRAD)
FP. NO 48

Convention
19
Centre

20 DREAM CITY

19145.7 37583.0

DPR for Metro Rail Project inSurat, Gujarat December 2018 59/91
 CHAPTER 5: CIVIL ENGINEERING

Table 5.13 B Details of Land for Parking & Property Development (Corridor-2)

AREA AVAILABLE FOR

REMARKS
FOR PARKING FOR DEVELOPMENT
Station Station
No. Name NOTATION

NOTATION
PARKING

FOR P.D.
FOR
LOCATION AREA LOCATION AREA

Near Bhesan
Near Bhesan
STP
STP SMC
T.P.S. NO.-
C2P1 T.P.S. NO.- 43 2000 C2PD1 3000 (Sale for
43
(Jahangirabad Resi.)
(Jahangiraba
1 Bhesan ) F.P 44
d) F.P 44
TPS 9
SMC
(Palanpor
- - C2PD2 2500 (sale For
Bhesan) FP
Comm.)
188

Near Ugat - -
Botanic Canal SMC
2 al C2P2 T.P.S. NO.- 43 3000 - (Sale for
Garden (Jahangirabad Comm.)
) F.P 41 - -

- - - Opp. Ugat C-28

Ugat
WTP Moje - WDC
3 Varigru C2PD3 3900
Jahangirabad reservatio
h
- - - B.NO 248/P n

Opp. Hidayat
Police Chowki
C2P3 T.P.S. NO.- 13 1800 - - -
(Adajan) F.P SMC
Palanou 261 (Municipal
4 Ward Off.)
r Road
- - - - - -

- - - - - - -

Pal Transport - - -
LP SMC
station
(Pal
5 Savani C2P4 T.P.S. NO.- 32 2000
Transport
School (Adajan) FP
- - - station )
61

DPR for Metro Rail Project inSurat, Gujarat December 2018 60/91
 CHAPTER 5: CIVIL ENGINEERING

Opp. Pal
Transport
SMC
station
- - C2PD4 4836 (Sub
.T.P.S. NO.-
Centre)
32 (Adajan)
FP 75

- - - - - - -
Perform
6 ing Art
Centre
- - - - - - -

- - - - - - -

Adajan Nr. White

7 SMC
Gam Orchid
(Sale for
C2P5 T.P.S. NO.- 31 1000 - - -
Comm.
(Adajan) F.P
use)
196
Station
B/H Star development
Bazar on PPP basis
Aquariu C2P6 T.P.S. NO.- 1000 - - - by SMC
8 31(Adajan) through
m metro
F.P 189
company
- - - - - - -

Badri - - - - - - -
9 Narayan
Temple
- -- - - - - -
Station
development
CHAUPATI on PPP basis
- C2PD5 SWIMMING 1906.6 by SMC
Athwa through
POOL
10 Chaupat metro
i company

- - - - -

Majura
11 - - - -
Gate

UDHAN
A
12 - - - - Pvt.
DARWA
JA

DPR for Metro Rail Project inSurat, Gujarat December 2018 61/91
 CHAPTER 5: CIVIL ENGINEERING

TP- 6( MAJURA-
C2P7 KHATODRA) 5148.7 - - - -
F.P. NO. - 389

Kamela
13 - - - - - - -
Darwaja

can be
taken up
with
Canal Road, TP. 7 (
Anjana Tenament
14 C2P8 below flyover 3000 C2PD7 ANJANA) 4000
Farm Redevelop
bridge F.P.98
ment
Scheme(pp
p)

Model
15 - - - - - - -
Town

16 Magob - - - - - - -

Bharat
17 Cancer - - - - - - -
Hospital

18 Saroli - - - - - - -

18948.7 20142.6

5.10.8 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 2.5 ha of government

DPR for Metro Rail Project inSurat, Gujarat December 2018 62/91
 CHAPTER 5: CIVIL ENGINEERING

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.

5.10.9 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 theneed 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 5.14 - Details of Temporary Land office accommodation

AREA
S. No. OWNER-SHIP
(m2)

1 Sarthana to Dream City 8000 Government

2 Bhesan to Saroli 8000 Government

Total 16000

5.10.10 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 five segment casting yards each for Sarthana -
Dream City and Bhesan – Saroli Corridors. Accordingly a provision of land has
been proposed on temporary basis considering 3-3.50 ha. land for each
segment casting yard for a period of a period of four years.

DPR for Metro Rail Project inSurat, Gujarat December 2018 63/91
 CHAPTER 5: CIVIL ENGINEERING

5.10.11 Summary of Land Requirements

Abstract of land requirements for different components of this corridor is given

in Table 5.15.However, the land requirement is summarized below:

a) Govt. Land permanently required for stations, Depot,

Ramp and running section :52.65ha.
b) Private Residential and Commercial Required for
stations, Ramp and Running section :1.66 ha.

c) Total land required for the metro project : 54.31 ha.

d) Govt. Land for Property development (PD)

 Corridor-I (Sarthana to Dream City) : 2.98 ha
 Corridor-II( Bhesan to Saroli) : 1.72 ha
 Development of Stations on PPP mode : 1.07 ha
Total : 5.77 ha

Table 5.15 - Summary of Permanent Land Requirement

(All figures in Sq.m)

S.No. Description Sarthana to Dream City Bhesan to Saroli

Govt. Pvt. Govt. Pvt.
1. Station 15,283.70 6215.10 8245 10351.90
2. Running Section 3492.82 1301.94
3. Ramp 11160.00
4. Depot 240900 169500
Staff Quarter
5. Office Complex 25000
and OCC
6. RSS 7000 4000
7. Mid Shaft 2500
8 Parking 19145.7 0 18948.70 0
Total 324482.22 6215.10 201995.64 10351.90 Sq.m

Table 5.16 - Summary of Temporary Land Requirement

S. No. Name of the Corridor AREA (m2) OWNER-SHIP

1 Sarthana – Dream City 180000 Government

2 Bhesan - Saroli 180000 Government

Total 3,60,000

DPR for Metro Rail Project inSurat, Gujarat December 2018 64/91
 CHAPTER 5: CIVIL ENGINEERING

Total land required for temporary acquisition is 36 ha which is considered to be

government open land.

5.11 UTILITY DIVERSIONS

5.11.1 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.

5.11.2 Utility and Services

The proposed Metro alignments under Surat Metro Rail network (Phase-1) are
passing along major arterial roads of the city road network, which are serving
Institutional, Commercial and residential areas. Large number of sub-surface,
surface and overhead utility services, viz. Sewers, water mains, storm water
drains, telephone cables, electrical transmission lines, electric poles, traffic
signals etc. are existing along the proposed alignment. These utility services are
essential and have to be maintained in working order during different stages of
construction by temporary / permanent diversions or by supporting in position.
As such, these may affect construction and project implementation time schedule
/costs, for which necessary planning / action needs to be initiated in advance.

Affected Utilities as indicated hereunder are notional, actual investigation is

required before commencement of the field work. A list of available data of
Underground Utilities existing near both the Corridors of Surat Metro are shown
as hereunder in Fig.5.7 (i) to (xv) and Fig. 5.8: (i) to (xvii):-

DPR for Metro Rail Project inSurat, Gujarat December 2018 65/91
 CHAPTER 5: CIVIL ENGINEERING

A. Corridor-I (Sarthana – Dream City) – Underground Utilities

Fig.5.7 (Underground Utilities available near Sarthana-Dream City Corridor)

(i)

(ii)

(iii)

DPR for Metro Rail Project inSurat, Gujarat December 2018 66/91
 CHAPTER 5: CIVIL ENGINEERING

(iv)

(v)

(vi)

DPR for Metro Rail Project inSurat, Gujarat December 2018 67/91
 CHAPTER 5: CIVIL ENGINEERING

(vii)

(viii)

(ix)

DPR for Metro Rail Project inSurat, Gujarat December 2018 68/91
 CHAPTER 5: CIVIL ENGINEERING

(x)

(xi)

(xii)

DPR for Metro Rail Project inSurat, Gujarat December 2018 69/91
 CHAPTER 5: CIVIL ENGINEERING

(xiii)

(xiv)

(xv)

DPR for Metro Rail Project inSurat, Gujarat December 2018 70/91
 CHAPTER 5: CIVIL ENGINEERING

B. Corridor-2 (Bhesan to Saroli)- Underground Utilities

FIG. 5.8(Underground Utilities available near Bhesan-Saroli Corridor)

(i)

(ii)

(iii)

DPR for Metro Rail Project inSurat, Gujarat December 2018 71/91
 CHAPTER 5: CIVIL ENGINEERING

(iv)

(v)

(vi)

DPR for Metro Rail Project inSurat, Gujarat December 2018 72/91
 CHAPTER 5: CIVIL ENGINEERING

(vii)

(viii)

(ix)

DPR for Metro Rail Project inSurat, Gujarat December 2018 73/91
 CHAPTER 5: CIVIL ENGINEERING

(x)

(xi)

(xii)

DPR for Metro Rail Project inSurat, Gujarat December 2018 74/91
 CHAPTER 5: CIVIL ENGINEERING

(xiii)

(xiv)

(xv)

DPR for Metro Rail Project inSurat, Gujarat December 2018 75/91
 CHAPTER 5: CIVIL ENGINEERING

(xvi)

(xvii)

C. Organizations / Departments responsible for concerned utility services are

provided in subsequent table.

Table 5.17 - Organization responsible for utilities and services

S. No. Organization/Deptt. Utility Services
1 Drainage Department of Sewerage and drainage lines.
SMC

2 Hydralic Deptt. Of SMC Water mains, their service lines, including

hydrants, water treatment plants, pumping
station etc.

3 Road Deptt. of SMC Roads & footpaths inside Surat City

4 NHAI Roads, Surface water drains, Nallah etc.,

DPR for Metro Rail Project inSurat, Gujarat December 2018 76/91
 CHAPTER 5: CIVIL ENGINEERING

S. No. Organization/Deptt. Utility Services

pertaining to National Highway (NH-6)

5 Torrento Power & Dakshin Power cables and their appurtenances,

Gujarat Vij Company Ltd. pole mounted transformers, power cables
etc.
6 GETCO H.T. Lines, their pylons, sub-station, etc.
7 BSNL Telecommunication cables, junction boxes,
telephone posts, O.H. Lines etc.
8 Gujarat Traffic Police Traffic signal posts, junction boxes and
cable connection etc.
9 Reliance Mobile India Ltd., Telecommunication cables, junction boxes
etc.,
10 Idea, Airtel& Tata Tele Telecommunication cables, junction boxes
services India Ltd., etc.,
11 Gujarat Gas Co. Ltd. Gas Pipeline.

Prior to the actual execution of work at site, detailed investigation of all utilities
at foundation location will be undertaken well in advance by making trench pit
to avoid damage to any utility.

5.11.3 Diversion of Underground Utilities

While planning for diversion of underground utility services viz. sewer lines, water
pipelines, cables, etc., during construction of Metro 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 77/91
 CHAPTER 5: CIVIL ENGINEERING

 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.

5.11.4 Underground Stretch and Switch Over Ramp

The details of underground sections are given the “Geometric Design and
Alignment description chapter. 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 location.

5.11.5 Elevated Stretch

Certain length in each corridor is elevated. Elevated length of corridor has been
planned in the center of the road except at few locations as detailed in the
Alignment description.

5.11.6 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 78/91
 CHAPTER 5: CIVIL ENGINEERING

5.11.7 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 Table below:

Table 5.18 - Affected Aboveground Services

Corridor LP EP MH SP TP EM HT JB EMH TF IGL

Sarthana –
2864 867 4148 11 28 17 6 1420 18 59 196
Dream City

Bhesan to Saroli 1067 609 1770 76 8 8 2 332 16 110 68

LP: Light Poles; EP: Electric Pole; MH: Man Hole; SP: Signal Pole; IGL: Gas Pipe Line; HT: High
tension Line; JB: Junction Box; TF: Transformer; TP: Telephone Pole; EM: Electric Mast, HM:
High Mast Pole

5.12 ISSUES RELATED TO INTERFACE WITH EXTERNAL AGENCIES.

In order to complete the work timely and successfully, for all the corridors under
Surat Metro Rail Project (Phase-I) network, interface with external agencies on
different issues shall have to be conducted as per details given in Table 5.19
hereunder:-
Table 5.19 - Interface with External Agencies
S.No. Name of Agency Issue
1 SMC Clearance of ROW for Metro wherever
encroached/occupied.
2 Railways Crossing of Railway lines at some
places such as Surat Railway Station
and Surat Metro Project (Phase-I)
3 Gujarat Traffic Police Alignment of various corridors under
Surat Metro Project (Phase-I) network
shall pass on/along the roads.
4 NHSRC For high speed corridor

In addition to above, some more external agencies may have to be coordinated

during the course of actual construction.

DPR for Metro Rail Project inSurat, Gujarat December 2018 79/91
 CHAPTER 5: CIVIL ENGINEERING

5.13 TRAFFIC DIVERSION

5.13.1 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. 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.

5.13.2 Traffic Diversion Plans

Only temporary diversion plans will be required during construction of the Metro
corridors. 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 80/91
 CHAPTER 5: CIVIL ENGINEERING

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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 81/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.1

DPR for Metro Rail Project inSurat, Gujarat December 2018 82/91
 CHAPTER 5: CIVIL ENGINEERING

SECTION OF VIADUCT
Fig. A 5.2

DPR for Metro Rail Project in Surat, Gujarat December, 2018 83/91
 CHAPTER 5: CIVIL ENGINEERING

SECTION OF BORED TUNNEL

Fig. A 5.3

DPR for Metro Rail Project in Surat, Gujarat December, 2018 84/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.4

DPR for Metro Rail Project in Surat, Gujarat December, 2018 85/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.5

DPR for Metro Rail Project in Surat, Gujarat December, 2018 86/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.6

DPR for Metro Rail Project in Surat, Gujarat December, 2018 87/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.7

DPR for Metro Rail Project in Surat, Gujarat December, 2018 88/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.8

DPR for Metro Rail Project in Surat, Gujarat December, 2018 89/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.9

DPR for Metro Rail Project in Surat, Gujarat December, 2018 90/91
 CHAPTER 5: CIVIL ENGINEERING

Fig. A 5.10

DPR for Metro Rail Project in Surat, Gujarat December, 2018 91/91
 CHAPTER 6 – Station Planning

CHAPTER 6

STATION PLANNING
6.1 GENERAL

Stations on the Line

The proposed Metro Rail at Surat has two corridors covering an approximated
distance of about 40.35 Kilometer. The Corridor-I is partially Underground and
partially Elevated having 20 stations and Corridor-II is entirely Elevated having
18 stations thus a total of 38 stations are proposed in entire Phase-I. Almost all
the stations are on the road stations Kadarsha-Ni-Nal station is a part of
development plan and is designed on the model of TOD (Transit Oriented
Development) station having Property Development around the station.

Corridor-I run from Sarthana, Nature Park, Varchha Chopati Garden, Shri
Swaminarayan Mandir Kalakunj, Kapodara, Labheshwar Chowk, Central
Warehouse, Surat Railway Station, Maskati Hospital, Gandhi Baug, Kadarsha
Ni Nal, Majura Gate, Rupali Canal, Althan Tenament, Althan Gam, VIP Road,
Women ITI, Bhimrad Convention Centre and Dream City.

The corridor-I covers a total distance of 21.61 Km from dead end to dead end
of which about 6.47km is underground excluding Ramps on either side and
balance corridor is elevated. It has 20 stations out of which 6 stations are
underground and 14 stations are elevated.

Corridor II runs from Bheshan, Botanical Garden, Ugat Vaarigruh, Palanpur

Road, L.P. Swani School, Performing Art Centre, Adajan Gam, Aquarium,
Badri Narayan Temple, Athwa Chopati, Majura Gate, Udhana Darwaja, Kamela
Darwaja, Anjana Farm, Model Town, Magob, Bharat Cancer hospital and
Saroli.

It covers a total distance of about 18.74Kilometer from Dead End to End of

Track and the entire corridor is elevated stations having 18 stations.

The Stations have been located so as to serve passenger requirements and to

enable convenient integration with other modes of transport. Efforts have been

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/61
 CHAPTER 6 – Station Planning

made to propose station locations at a uniform inter-station distance as

feasible. Average inter-station distance is ~1 Kilometer, though it varies from
0.5867 Km to 1.8028km due to land-use and topographic reasons.

The Minimum Inter-station distance in corridor-I between Central Warehouse

Station and Surat Railway Station is 586.70 meters and in corridor-II 590.2
meters is between L.P. Swani School and Performing Art Centre. The
Maximum distance between stations on corridor-I is between Maskati Hospital
and Gandhi Baug and 1802.80 meters and in corridor-II between Bharat
Cancer Hospital and Saroli1442.40 meters.

Key plan Surat Metro Corridor-I & II

KEY PLAN

6.2 RAIL LEVELS AND ALIGNMENT

The rail levels in the stations are decided to provide sufficient clearance
(Headroom) for the traffic on the road. In the Elevated section, Rail Level is
generally about 13 meter above Ground in order to maintain a clearance of
5.50 meter between the Road and the Station Structure. The alignment is
planned generally in middle of the road in order to keep the land acquisition to

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/61
 CHAPTER 6 – Station Planning

minimum, and a two-level station design has been proposed. Entry/exit

structures to the proposed stations and traffic integration areas have been
planned in the open spaces available on the road sides.

6.3 PLATFORMS

The stations have been planned with side platforms to avoid the viaduct
structure from flaring in and out at stations, which obstructs the road traffic
below. Care has been taken to locate stations on straight alignment. However,
in some stations, site constraints have become the deciding criteria and a
curve of 1000m radius has been introduced in platform.

6.4 SEQUENCE OF STATIONS

The sequence of stations along with their respective chainages, site and
platform characteristics are presented in the Table 6.4.1.and 6.4.2.

Table 6.4.1
STATION LOCATION CHARACTERISTICS CORRIDOR-I

CORRIDOR-I : SARTHANA TO DREAM CITY : SURAT METRO

Inter Distance TYPE OF
Between STATION
S.No Station Name Chainage(m) Two Stations. Remark's
UNDERGROUND
/ ELEVATED
0 DEAD END (-) 450
1 Sarthana 0.0 450.00 ELEVATED Side Platform
2 Nature Park 1238.1 1238.10 ELEVATED Side Platform
3 VarchaChopati Garden 2108.5 870.40 ELEVATED Side Platform
Shri Swaminarayan Mandir
4 3196.6 1088.10 ELEVATED Side Platform
Kalakunj
5 Kapodara 4237.0 1040.40 U/G Island Platform
Side Platform
6 Labheshwar Chowk 5506.60 1269.60 U/G Platform above
each other
7 Central Warehouse 6668.9 1162.30 U/G
Island Platform
8 Surat Railway Station 7255.6 586.70 U/G
Island Platform
Side Platform
Maskati Hospital
9 8487.00 1231.40 U/G Platform above
each other
10 Chowk Bazar 10289.8 1802.80 U/G Island Platform
Side Platform
11 Kadarshna Ni Nal 11721.7 1431.90 ELEVATED

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/61
 CHAPTER 6 – Station Planning

12 Majura Gate 12313..8 592.10 ELEVATED Side Platform

13 Rupali Canal 13611.5 1297.70 ELEVATED Side Platform
14 Althan Tenament 14696.2 1084.70 ELEVATED Side Platform
15 Althan Gam 15843.5 1147.30 ELEVATED Side Platform
16 VIP Road 16699.1 855.60 ELEVATED Side Platform
17 Surat Women ITI 17808.4 1109.30 ELEVATED Side Platform
18 Bhimarad 18659.5 851.10 ELEVATED Side Platform
19 Convention Centre 19829.4 1169.90 ELEVATED Side Platform
20 Dream City 20710.3 880.90 ELEVATED Side Platform
DEAD END 21160.3 450.00

Table 6.4.2
STATION LOCATION CHARACTERISTICS CORRIDOR-II

CORRIDOR-II : BHESHAN TO SAROLI: SURAT METRO

Inter Distance TYPE OF
Between STATION
S.No Station Name Chainage(m) Two Stations. Remark's
UNDERGROUND
/ ELEVATED
0 DEAD END -949.6
1 Bheshan 0 949.60 ELEVATED Side Platform
2 Botanical Garden 950.6 950.60 ELEVATED Side Platform
3 Ugat Vaarigruh 1617.5 666.90 ELEVATED Side Platform
4 Palanpur Road 2738.9 1121.40 ELEVATED Side Platform
5 L.P.Savani school 3831.6 1092.70 ELEVATED Side Platform
6 Performing Art Centre 4421.8 590.20 ELEVATED Side Platform
7 Adajan Gam 5155 733.20 ELEVATED Side Platform
8 Aquarium 5770.1 615.10 ELEVATED Side Platform
9 Badri Narayan Temple 6991.5 1221.40 ELEVATED Side Platform
10 Athwa Chaupati 7863.5 972.00 ELEVATED Side Platform
11 Majura Gate 9019.2 1155.70 ELEVATED Side Platform
12 Udhana Darwaja 10646.2 16270.00 ELEVATED Side Platform
13 Kamela Darwaja 11247.2 601.00 ELEVATED Side Platform
14 Anjana Farm 12593.9 1346.70 ELEVATED Side Platform
15 Model Town 13636.3 1042.40 ELEVATED Side Platform

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/61
 CHAPTER 6 – Station Planning

16 Magob 14763.10 1126.80 ELEVATED Side Platform

17 Bharat Cancer Hospital 15899.4 1155.40 ELEVATED Side Platform
18 Saroli 17341.8 1442.40 ELEVATED Side Platform
DEAD END 17791.851 450.05

6.5 PLANNING AND DESIGN CRITERIA FOR STATIONS

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 5.5m under the concourse above the road intersection, allowing 3.3m for
the concourse height, about 0.8m for concourse floor and 1.8 m for
structure of tracks above the concourse. Further, the platforms are 1.09-m
above the tracks. This would make the rail level in an elevated situation at
least 13 meters above ground.

4. In the underground stations, platform level is determined by a critical

clearance of 2.0m - 2.50-m above the station box, which would be 13.7
high. Allowing about 80 cm for the box structure, ~70 cm for rails
/supporting structure and 1.09 m for rail to platform ht, would make the
platforms in an underground situation at least 13.5-m below ground.

5. In the case of Up and Down Line Platforms Decked above each other the
Rail level of First Platform is about -11.5 m and that of the Second Platform
is about -20.5m below the ground.

6. The concourse contains automatic fare collection system in a manner that

divides the concourse in two 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/61
 CHAPTER 6 – Station Planning

7. 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.

8. Sufficient space for queuing and passenger flow has been allowed at the
ticketing gates.

9. Station entrances are located with particular reference to passenger

catchment points and physical site constraints allowing for 30 meter right-of-
way in order to provide a minimum of 3 lane road under the station building
on either side of the median.

10. Office accommodation, operational areas and plant room space is required
in the non-public areas at each station. The functions of such areas are
given below in Table 5.5.1

11. The DG set, Bore Well, Pump House and Underground Water Tanks would
be located generally in one area on ground within the Entry / Exit structures.

12. The system is being designed to maximize its attraction to potential

passengers and the following criteria have been observed:
 Minimum distance of travel to and from the platform and between
platforms for transfer between lines.
 Adequate capacity for passenger movements.
 Convenience, including good signage relating to circulation and
orientation.
 Safety and security, including a high level of protection against
accidents.

13. Following requirements have been taken into account:

 Minimum capital cost is incurred consistent with maximizing passenger
attraction.
 Minimum operating costs are incurred consistent with maintaining
efficiency and the safety of passengers.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/61
 CHAPTER 6 – Station Planning

 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, repair period,
etc.
 Provision of good visibility of platforms, fare collection zones and other
areas, thus aiding the supervision of operations and monitoring of
efficiency and safety.
 Provision of display of passenger information and advertising.

14. 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 such as delayed train service, fire etc.

15. 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.

16. 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).

6.5.1 Typical Elevated Station:

The station is generally located on the road median. Total length of the station
is ~140-m. All the stations are two-level stations. The concourse is planned
along the whole length of the platform with staircases leading from either side
of the road. The maximum width of the station at concourse is ~21-m.
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 Master’s Office, Waiting Room, Meeting Room,
UPS& Battery Room, Auxiliary Service Station, Signal and Telecom Rooms,
Train Crew Room & Supervisor's Office, Security Room, Station Store Room,
Staff Toilets and Public Toilets, etc. The public zone is further divided into paid

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/61
 CHAPTER 6 – Station Planning

and unpaid areas. Water Tanks, Pump Room and DG room is provided on the
ground under the entry/ exit structure.

Since the station is in the middle of the road, minimum vertical clearance of 5.5-
m has been provided under the concourse. Platforms are at a level of about
14.0 meters from the road. To reduce physical and visual impact of the
elevated station, stations have been designed as cantilevered structures with
single column located at the central verge of the road.

With respect to its spatial quality, an elevated Metro structure makes a great
impact on the viewer as compared to an At-grade station. The positive
dimension of this impact has been accentuated to enhance the acceptability of
an elevated station and the above ground section of 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
compatible and modern high-rise environment as well as the lesser-built, low-
rise developments along some parts of the metro corridors.

Platform roofs, that can invariably make a structure look heavy, have been
proposed to be of steel frame with Galvalume Sheets and aluminum (ACP)
cladding to achieve a light look. Platforms would be protected from the heat
and rains by providing an overhang of the roof and sidewalls are avoided,
thereby enhancing the transparent character of the station building.

It is proposed to install solar panels on the station roof to reduce energy

demand of the station and to recharge the entire Rain water of the station and
the viaduct for recharging the Underground aquifers.

6.5.2 Typical Underground Station: Type- I (UG)

The typical underground station is a two-level station with platforms at the

lower level and concourse on the upper level. Concourses are provided at the
two ends to provide two alternate routes for evacuation. The upper level has, in
addition to the concourse, all the passenger amenities, ECS plant rooms,
electrical and S&T equipment rooms, station operation areas such as Station
Control Room, Station Master’s Office, Waiting Room, Meeting Room, UPS&
Battery Room, Signaling& Train Crew Room, Train Crew Supervisor's Office,
Security & Station Store Room, Staff Toilets, etc. Lower level has platforms,
tracks, seepage sump, pump room and similar ancillary spaces beyond the
platforms on either side.

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/61
 CHAPTER 6 – Station Planning

Ventilation shafts, equipment hatch, entrances and chiller plants for ECS plant
are aboveground structures associated with the underground station and are
being provided on the open spaces by the road side. Generally four entrances
have been provided to the station, two at each end (one each from either side
of the road). Other aboveground structures are suitably located near the
station.

Structure of the underground station is essentially a concrete box about

20~21m wide, 14.6-m high and 190 or as per design long with an
intermediate slab. Sides of the box are made of 1.2 m thick RCC. The roof of
station box is about 1.2 m thick.
6.5.3 Typical Underground Station: Type-II (UG)

Generally an underground station is a two-level station with platforms at the

lower level and concourse on the upper level however, it is proposed to
construct an underground station with both the platforms decked on each
other and provide all the passenger facilities and technical rooms on a
separate building adjoining the station building thereby reducing the width of
the station box.

in this type of configuration both the tunnels (Up-line and Dn-Line)enter and
exit the station building one over the other thus the platforms are at two
different levels instead of at same level. The tunnels travel outside the station
at the same level till they are sufficiently apart to maintain the safe distance
from each other to ensure its structural safety of each other before they start
parallel to each other at the same level. The nozzles have been proposed at
the ends of both the platforms and the tunnel ventilation has been ensured
with booster fans provided at the ends of platforms suspended from the
ceiling of the platform. The seepage sump, sewage sump and pump rooms
have been proposed in the undercroft along with the cable trays etc.

The Concourses are provided in two separate buildings outside the station
box at the two ends to provide two alternate routes for evacuation. The lower
levels of the concourse has, in addition to the concourse, all the passenger
amenities, ECS plant rooms, electrical and S&T equipment rooms, station
operation areas such as Station Control Room, Station Master’s Office,
Waiting Room, Meeting Room, UPS& Battery Room, Signaling & Train Crew
Room, Train Crew Supervisor's Office, Security & Station Store Room, Staff
Toilets, etc.

The Ventilation shafts, equipment hatch, entrances and chiller plants for ECS
plant DG Sets, pump room, Water Tanks for fire safety, HVAC and other
station functions and similar ancillary spaces are proposed in these buildings

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/61
 CHAPTER 6 – Station Planning

at ground level and above ground levels. Generally two entrances have been
provided to the station, one at each end from the road. Other aboveground
structures are suitably located near the station.

Structure of this type of underground station is essentially a concrete box

about 10~11m wide, 20.5 ~ 22.0 m high and 190 or as per design long with
an intermediate slab separating two Platforms. Sides of the box are made of
about 1 ~1.2 m thick RCC D/Wall. The roof of station box is about 1.2 m thick.
With about 2m overburden for essential services like drainage, water supply,
electrical cables, telecommunication etc to cross the road above station
structure.
6.5.4 Typical Interchange Station

An interchange station is a station two or more lines meet or cross each other
and provide flexibility to the passenger to change from one line to the other in
order to save time and money. The interchange station provides great utility
and flexibility for the system as a whole, and it will decrease the time required
for travel within the city. The interchange passenger movements require larger
areas for circulation than normal stations

Majura gate station has an interchange type configuration, since it is located at

the intersection of Crridor-1 and corridor-2 a large number of passengers will
change from one line to the other from this station.

The station is located at an important crossing of Majura Gate flyover and Ring
Road flyover surrounded by an Engineering college, Surat Civil hospital,
Income tax colony, BSNL colony and Kailash Nagar and a very important
commercial area of the city having a number of Malls, shopping complexes,
Hotels, offices and high rise housing complexes. The corridor-I station is
located parallel to the ROB from Majura Gate leading to Udhana Darwaza and
the Corridor-II station is perpendicular to this station located near Dayalji
Ashram as both the stations are Elevated stations.

The area is very congested and a number of high rise buildings on one side of
the road and a ROB is running parallel to the alignment of corridor-1 thereby
making it out of bound for locating services across the road. On corridor-II there
is a very old charitable Ashram property and on other side a number of High
rise commercial buildings are existing making it extremely difficult to place any
entry/exit or ancillary structure.

The Lower concourse of the corridor-II station is divided in Paid and Un-paid
concourse thus, making it convenient for the passengers from both the lines to
transfer form one line to the other without coming out of the system. Thus the

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/61
 CHAPTER 6 – Station Planning

passengers coming out of the corridor-I can go to corridor-II and vice versa
through common concourse at lower level.

The passengers entering this station may go directly to either line platform in
Dream City direction, Sarthana direction on corridor-1 or can board the train on
corridor-2 for Bheshan direction or Saroli station direction. Similarly Passenger
boarding at Majura Gate station on corridor-2 line will also have the option to
change the train for Dream city direction or Sarthana direction after alighting at
this station and interchanging from the lower concourse of the station without
going out of the station.

Table 6.3 STATION ACCOMMODATION

For Elevated and Underground Stations

1. Station Control Room 2. Cleaner’s Room
3. Station Master’s Office 4. Security Room
5. Information & Enquiries 6. First Aid Room

7. Ticket Office 8. Miscellaneous Operations Room

9. Ticket Hall Supervisor & Access 10. Platform Supervisor’s Booth
Fare Collection (AFC gates)

11. Cash and Ticket Room 12. Auxiliary Substation / DG Room

13. Staff Area 14. Fire Tank and Pump Room

15. Staff Toilets 16. Commercial Outlets and Kiosks

17. Station Store Room 18. UPS and Battery Room

19. Refuse Store 20. Signaling / Communication Room

21. Tunnel Ventilation Room 22. Tunnel Ventilation Shafts
23. ECS Plant Room 24. ECS Supply and Exhaust Shafts

25. Chiller Room 26. Space for Cooling Towers

27. Water softening Plant Room 28. Sump, Seepage & Pump Room

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/61
 CHAPTER 6 – Station Planning

6.6 PASSENGER AMENITIES

Passenger amenities such as ticketing counters/automatic ticket vending

machines, RCTVM, ticketing gates, etc. are provided in the concourse.
Uniform numbers of these facilities have been provided for system wide
uniformity, although the requirement of the facilities actually varies from
station to station. The same applies to provision of platform widths and
staircase/escalators. Maximum capacity required at any station in the
year 2026, 2036 and 2046 have been calculated and the most critical
year for emergency operation has been adopted for all stations.

For this purpose, peak minute traffic is assumed to be 2% of the peak

hour traffic. For checking the adequacy of platform area, stair widths and
requirement additional of emergency evacuation stairs, a maximum
accumulation of passengers in the station has been considered to be
comprising waiting passengers at the platform (including two missed
headways) and section load expected to be evacuated at the station in
case of an emergency.

6.6.1 Concourse

Concourse forms the interface between street and platforms. In elevated

stations, this is contained along the full length of the station. This is
where all the passenger amenities are provided. The concourse
contains automatic fare collection system in a manner that divides the
concourse into distinct paid and unpaid areas. The 'unpaid area’ is
where passengers gain access to the system, obtain travel information
and purchase tickets. On passing through the ticket gates, the
passenger enters the 'paid area’, which includes access to the platforms.

The concourse 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
&AFC gates are positioned to minimize cross flows of passengers and
provide adequate circulation space. Sufficient space for queuing and
passenger flow has been allowed in front of the AFCs.

6.6.2 Ticketing Gates (AFC Gates)

Ticketing gates’ requirement has been calculated taking the gate

capacity as 28 persons per minute per gate. Passenger forecast for the
horizon year 2046 has been used to compute the maximum design

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/61
 CHAPTER 6 – Station Planning

capacity. At least two ticketing gates (one for Normal passenger and one
for Wheel chair bound passenger) shall be provided at any station even
if the design requirement is satisfied with only one gate. Uniform space
has been provided in all stations where gates can be installed as and
when required.

6.6.3 Ticket Counters and Ticket Issuing Machines (TIMs), RCTVMs

It is proposed to deploy manual ticket issuing in the beginning of the

operation of the line. At a later stage, automatic TIMS would be used for
which space provision has been made in the concourse. Capacity of
manual ticket vending counters is taken to be 10 passengers per minute
and it is assumed that only 40% of the commuters would purchase
tickets at the stations while performing the journey. The rest are
expected to buy prepaid tickets or prepaid card, etc. Accordingly, the
requirement of ticket counters has been calculated and the same
provided for in the plans.

6.6.4 Platforms

A uniform platform width of 3.60 m wide side platforms have been

proposed in all Elevated stations. These platform widths also have been
checked for holding capacity of the platform for worst-case scenario.

6.6.5 Stairs, Escalators and Lifts

Provision has been made for escalators in the paid area i.e. from
concourse to platforms. On each platform, one escalator has been
proposed. In addition, two staircases with a combined width of 4.8 m are
provided on each platform connecting to the concourse.

These stairs and escalator together provide an escape capacity

adequate to evacuate maximum accumulatedpassengers in emergency
from platforms to concourse in 5.5 minutes. Lifts have been provided
one each on either platform, to provide access for elderly and disabled.
Since the rise to road from the concourse is about 8m, it is proposed to
provide escalators and lifts in addition to stairs for vertical movement of
passengers from Road to Concourse level also.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/61
 CHAPTER 6 – Station Planning

6.6.6 Fire Fighting Measures

Fire fighting provisions in Elevated metro stations are in accordance with

the National Building Code of India 1983 (part IV, Fire protection)
amendment no. 3 under Fire protection Annexure II.

National Building Code (clause 6.4.8). Fire protection and fire fighting
system for metro stations stipulates: -

Wet riser system

Main and diesel pump of 1800 Liters/min capacity to support 3 to 4

hydrant at a time [station building is split into two halves. It is presumed
that fire will not break in the two parts simultaneously. There are 3
hydrants in one part. Therefore, pump capacity as above are proposed
Jockey pump 180 l/min shall also have DG back up.

Internal Hydrant

The internal hydrant is provided with 2 no. RRL hose pipes of 38 mm Ø

with 63 mm standard instantaneous coupling along with associated
branch pipe and cabinet and a first aid hose reel of 25 mm Ø length 45m
fitted with 6.5 mm nozzle. One hydrant each at Ground Level, Passage
Level and Platform Level in each half of the station building and so
located that every part of station is within 30 m radius.

Sprinklers are provided in the property development area only.

Additional sprinkler pump is not provided as these are not required being
the integral part of the station. The two pumps already provided will take
care of sprinkler flow requirements.

Detectors are provided in the operational areas only, and above false
ceiling if the gap is > 750 mm.

One manual call box at each level in each half of the station building is
provided.

The HT panels, LT panels, main LT distribution board and essential

power panels shall be provided with linear heat sensing tubes with CO2
cylinder.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/61
 CHAPTER 6 – Station Planning

A two way fire brigade inlet at ground level on each rising main for
hydrants is provided.

Draw off connection is provided on the fine water tank for fire brigade.

Water tank of 50,000 liters capacity if planned since commercial development

is restricted to 250 sqm.

Portable fire extinguishers (CO2) a set of two is provided in each of the

equipment room.

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/61
 CHAPTER 6 – Station Planning

Corridor-I: Sarthana to Dream City

1.SarthanaStation
Chainage : 0.00
Inter station Distance : 450 m (from Dead End)
Rail Level : 13.86m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at BRT road near Sarthana
Nature Park BRT station
Catchment Area :
The station is situated at main BRT road
near Dr.Shyama Prasad Mukerjee Zoological
Garden and surrounded by a number of
Apartments and Commercial buildings which
will be the main source of passengers to the
station

Figure 6.5.1: Site Conditions- SarthanaStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/61
 CHAPTER 6 – Station Planning

Corridor-I : Sarthana to Dream City

2.Nature Park Station

Chainage : 1238.10
Inter station Distance : 1238.10 m
Rail Level : 13.77m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at main BRT Road.
Catchment Area :
The station is situated at near BRT road in
Bajrang Nagar which is a densely populated
residential area and the Commercial
buildings will form the main source of
passengers to the station

Figure 6.5.2: Site Conditions- Nature Park Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/61
 CHAPTER 6 – Station Planning

Corridor-I: Sarthana to Dream City

3.VarchaChopati Garden Station

Chainage : 2108.50
Inter station Distance : 870.40 m
Rail Level : 13.64 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Tapovan Circle.
Catchment Area : The station is situated at near BRT road in
Jeewandhara Society, Chukiwadi and Nana
Varchha residential area and the Commercial
areas will form the main source of passengers.

Figure 6.5.3: Site Conditions- VarchaChopati Garden Station

PARKING
PROPERTY
DEVELOPEMENT

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/61
 CHAPTER 6 – Station Planning

Corridor - I :Sarthana to Dream City

4.ShriSwaminarayanMandir-KalakunjStation
Chainage : 3196.60
Inter station Distance : 1088.10m
Rail Level : 13.63m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Mamta Park society near
P S Swani Heart Institute
Catchment Area : Mamta Park Society is a very posh Residential
area of the city the Residents of Mamta Park,
Chikuwadi and visitors to PS Swani Heart
Institute will constitute the main passengers to
the station.

Figure 6.5.4: Site Conditions- ShriSwaminarayanMandir-KalakunjStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

5.Kapodara Station
Chainage : 4237.00
Inter station Distance : 1040.40m
Rail Level : -14.059m below Ground level
Station type : Under Ground
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Somnath Society near
Diamond Factory.
Catchment Area : The station is situated in an area having an
number of Diamond factories, Hotels, guest
houses and residential areas which will form the
main source of passengers to the station.

Figure 6.5.5: Site Conditions - KapodaraStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

6.LabheshwarChowkStation
Chainage : 5506.60
Inter station Distance : 1269.60 m
Rail Level : -11.47 m and -20.45m below Ground Level
Station type : Underground
Entry / Exit : Proposed on one side of the Road
Location : The station is located at the main road in
Anuradha society Market.
Catchment Area : The station is situated in a very old commercial
area of the city having densely populated
residential and commercial areas which will form
the main source of passengers.

Figure 6.5.6: Site Conditions- LabheshwarChowkStatation

CHOWK
6 LABHESHWAR
CH: 5506.6

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

7.Central Warehouse Station

Chainage : 6668.9
Inter station Distance : 1162.30m
Rail Level : -13.79m below Ground level.
Station type : Underground
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near central warehouse.
Catchment Area : The Kalidas nagar is a High end residential area
Of Surat city having plotted colonies with G+2
and G+3 houses. The residents of Sham Nagar,
Kalidas Nagar, Laxman Nagar and other
commercial establishments will form main source
of passengers to the station.

Figure 6.5.7: Site Conditions- Central Warehouse Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/61
 CHAPTER 6 – Station Planning

Corridor-I : Sarthana to ream City

8.Surat Railway Station

Chainage : 7255.60
Inter station Distance : 586.7 m
Rail Level : -20.0m below Road level
Station type : Underground
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at the Surat Railway station
Catchment Area : The area around the Surat Railway station is being
developed as a very density commercial and
residential complex by MMTH. The proposed
Metro station will be integrated with Transport and
commercial scheme which will form the main source
of passengers to this station.

Figure 6.5.8: Site Conditions- Surat RailwayStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

9. Maskati Hospital Station

Chainage : 8447.00
Inter station Distance : 1231.40 m
Rail Level : -11.07 m and -20.379 below Road level
Station type : Underground
Entry / Exit : Proposed on one side of the Road.
Location : The station is located near SMC Hospital.
Catchment Area : Chauta Pul, Sahpore, Sodagrawad, Mughal
Sarai, SMC hospital and Maskati Hospital are the
areas in the near vicinity of the station which will
form the passenger base to the station.

Figure 6.5.9: Site Conditions- Maskati Hospital Station

LB
6.04

6.13

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

10. Chowk Bazar Station

Chainage : 10289.80
Inter station Distance : 1802.80 m
Rail Level : -11.606 m below Road level
Station type : Underground
Entry / Exit : Proposed on both sides of the Road
Location : The station is located Near Old Surat Fort, Nehru
Bridgeand historical Church.
Catchment Area : Situated near Old Fort area having a number of
important historical buildings the station is
located just outside the old city of Surat which
has highest density of population as the main
source of passengers.

Figure 6.5.10: Site Conditions- Chowk BazarStation

Start of Ramp
CH: 10450m

170.00
16.240
12.9

10.5

LB
LB

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

11. Kadarshna Ni Nal Station
Chainage : 11721.70
Inter station Distance : 1431.90m
Rail Level : 14.782m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near SMC Shopping complex.
Catchment Area : It is proposed to develop the open land around
The station also as commercial cum office
complex. The commercial and residential areas
as Garden colony, Rehmatpura, Timliwad and
Dharmora will form the main source of
passengers.

Figure 6.5.11: Site Conditions- Kadarshna Ni Nal Station

KADARSHA NI NAL
11
CH:11721.7

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/61
 CHAPTER 6 – Station Planning

Corridor-I : Sarthana to Dream City

12. Majura Gate Station
Chainage : 12313.80
Inter station Distance : 592.10m
Rail Level : 21.500 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Majura Gate Flyover.
Catchment Area : The station is an interchange station connecting
two lines being proposed for Surat Metro Rail. It
is located in a very posh locality and commercial
area of Surat city. BSNL, Income Tax colony
Kailashnagar and Civil Hospital shall be the main
source of passengers.

Figure 6.5.12: Site Conditions- MajuraGateStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/61
 CHAPTER 6 – Station Planning

Corridor-I : Sarthana to Dream City

13. Roopali Canal Station

Chainage : 13611.50
Inter station Distance : 1297.70m
Rail Level : 13.675 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Rupali Junction.
Catchment Area : The main source of passengers to the station
shall be the residents of ONGC colony, Amba
Nagar, Khatodra Wadi, Subhash Nagar and
Fame Raj Empire Multiplex.

Figure 6.5.13: Site Conditions- Rupali CanalStation

PR 00
30
OP SQ
ER .M
TY
DE
V.

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

14. AlthanTenament Station

Chainage : 14696.2
Inter station Distance : 1084.70m
Rail Level : 13.608 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located Near Mahalaxmi complex.
Catchment Area : The residents of Vishal co operative Housing
complex, Ravidarshan society, Bhatar char Rasta
and patrons of Mahalaxmi complex will be the
main source of passengers to the station.

Figure 6.5.14: Site Conditions- AlthanTenamentStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

15. Althan Gam Station
Chainage : 15843.5
Inter station Distance : 1147.30m
Rail Level : 13.733 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Ridhi Sidhi apartments.
Catchment Area : The area is being developed a very well planned
new city wherein a large number of Residential
apartments complexes have come up with ultra
modern amenities that will form the main
passenger base for the station.

Figure 6.5.15: Site Conditions- Althan Gam Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

16. VIP Road Station

Chainage : 16699.10
Inter station Distance : 855.60m
Rail Level : 13.556 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near SMC Booster Pump
House Apcha Nagar.
Catchment Area : A large number of Residential apartment
Complexes like Anad Park, Ravi Nagar Althan
andApcha Nagar will form the main passenger
base for the station

Figure 6.5.16: Site Conditions- VIP Road Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

17. Surat Women ITI Station

Chainage : 17808.40
Inter station Distance : 1109.30m
Rail Level : 13.656m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located Near Bahgwan Mahavir
Engineering college.

Catchment Area : The main source of passengers to the station will

be the students of the Bahgwan Mahavir
Engineering college, Surat Women ITI and
residents of the area commuting to the City
Centre Surat.

Figure 6.5.17: Site Conditions- Surat Women ITI Station

17 SURAT WOMEN ITI

CH: 17808.4

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

18.Bhimarad Station
Chainage : 18659.50
Inter station Distance : 851.10m
Rail Level : 13.500 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Women ITI Surat.
Catchment Area : The area is under development but in future it is
planned to be development as an important
residential and commercial hub with all modern
facilities which will form the passenger base to
the station.

Figure 6.5.18: Site Conditions- BhimaradStation

18 BHIMRAD
CH: 18659.5

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

19.Convention Centre Station

Chainage : 19829.40
Inter station Distance : 1169.90m
Rail Level : 13.50 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Convention Centre near
Ring road.
Catchment Area : The main source of passengers to the station
shall be the people coming to convention centre
from various part of the city.

Figure 6.5.19: Site Conditions- Convention Centre Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/61
 CHAPTER 6 – Station Planning

Corridor-I :Sarthana to Dream City

20. Dream City Station

Chainage : 20710.30
Inter station Distance : 880.90m
Rail Level : 13.5m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at proposed Dream City.
Catchment Area : Dream city is an important Sub-city being
developed as a model Ultra Modern town having
high end residential and commercial areas and
other amenities residents of which will form the
passenger base to station.

Figure 6.5.20: Site Conditions- Dream City Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

1. Bheshan Station
Chainage : 0.00
Inter station Distance : 949.63 m
Rail Level : 13.538 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at South Gujrat Medical
college.
Catchment Area : People visiting South Gujrat Medical college and
hospital and the resident of Bhesan will be main
passengers to this station.

Figure 6.5.1: Site Conditions- BheshanStation

BHESHAN
CH:0.0

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

2. Botanical Garden Station

Chainage : 950.60
Inter station Distance : 950.60m
Rail Level : 13.785 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Prabhudarshan Society.
Catchment Area : Residents of Prabhudarshan Society, Ugat town,
Radhe Shyam Park and Kalyan society will be
main passengers of this station.

Figure 6.5.2: Site Conditions- Botanical GardenStation

2 BOTANICAL GARDEN
CH: 950.6

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/61
 CHAPTER 6 – Station Planning

Corridor-II : Bhesan to Saroli

3. UgatVaarigruh Station
Chainage : 1617.50
Inter station Distance : 666.90 m
Rail Level : 13.718 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located SMC water treatment plant
Catchment Area : The main source of passengers to this station
shall be the residents of Ganganagar Society,
Dattatrey Society and Prashant Nagar.

Figure 6.5.3: Site Conditions- UgatVaarigruh Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

4. Palanpur Road Station
Chainage : 2738.90
Inter station Distance : 1121.40m
Rail Level : 13.518m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Ramdev Nagar.
Catchment Area : The station is located in predominantly Middle
income group housing area such as Thakurdwar
Sciety, Shanti Kunj Society, Ramdev Nagar,
Mangal Deep Apartments etc. which will provide
the ridership to the station.

Figure 6.5.4: Site Conditions- Palanpur Road Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

5.L.P. Savani School Station

Chainage : 3831.60
Inter station Distance : 1092.70 m
Rail Level : 13.581m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at L P Swani School.
Catchment Area : The main source of passengers to the station
shall be the students of various Schools and
Institutes of L P Swani Trust and residents of
western City, Sitaram Nagar, Govindham Society

Figure 6.5.5: Site Conditions- L.P. SavaniSchoolStation

L.P. SAVANI SCHOOL

5
CH: 3831.6

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

6. Performing Art Centre Station

Chainage : 4421.80
Inter station Distance : 590.20 m
Rail Level : 13.896 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located Near Green Avenue Appt.
Catchment Area : The main source of passengers to the station
shall be Residents of the apartments in the
surrounding and the institutes/Commercial area.

Figure 6.5.6: Site Conditions- Performing Art Centre Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 41/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

7. Adajan Gam Station

Chainage : 5155.00
Inter station Distance : 733.20 m
Rail Level : 14.053 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at MataniTekri.
Catchment Area : The station is located inMataniTekri area and
residents of Saurabh Society, Grurukrupa
Society, Srinath society and Adjan Gam will use
this station for commuting.

Figure 6.5.7: Site Conditions- Adajan Gam Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 42/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

8. Aquarium Station
Chainage : 5770.10
Inter station Distance : 615.10 m
Rail Level : 13.591m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located atCinepolis Multiplex.
Catchment Area : The station is located apposite Cinnepolis
Multiplex in MataniTekri area which in tern will
be the main catchment area for station to attract
passengers.

Figure 6.5.8: Site Conditions- Aquarium Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 43/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

9. Badri Narayan Temple Station

Chainage : 6891.50
Inter station Distance : 1121.40m
Rail Level : 13.686 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Mansarover Society.
Catchment Area : The residents of Mansarover Society, Lalji Nagar
Society, Jalaram Society and other residential
areas will be the main commuters at this station.

Figure 6.5.9: Site Conditions- Badri Narayan TempleStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 44/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

10. Athwa Chaupati Station

Chainage : 7863.50
Inter station Distance : 972.00 m
Rail Level : 13.771 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at ChaupatiAthva Lines.
Catchment Area : The station is located in Civic Centre having
Hotels, Hospitals, Shopping Malls, SMC Civic
Centre and Education institutes. All these will
form the passenger base to this station.

Figure 6.5.10: Site Conditions- AthwaChaupatiStation

10

DPR for Metro Rail Project in Surat, Gujarat December 2018 45/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

11. Majura Gate Station

Chainage : 9019.20
Inter station Distance : 1155.70m
Rail Level : 09.910m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located across Majura Gate flyover.
Catchment Area : The station is an interchange station connecting
two lines being proposed for Surat Metro Rail. It
is located in a very posh locality and commercial
area of Surat city. BSNL, Income Tax colony
Kailashnagar and Civil Hospital shall be the main
source of passengers.

Figure 6.5.11: Site Conditions- MajuraGateStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 46/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

12.Udhana Darwaja Station

Chainage : 10646.20
Inter station Distance : 1627.00 m
Rail Level : 13.896 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located Near UdhanaDarwaja Bus
station of BRT Corridor.
Catchment Area : The station falls in the commercial area and very
close to BRT corridor. The area also has Upper
Middle class residential area which will provide
the essential ridership to the station.

Figure 6.5.12: Site Conditions- UdhanaDarwajaStation

DPR for Metro Rail Project in Surat, Gujarat December 2018 47/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

13.Kamela Darwaja Station

Chainage : 11247.20
Inter station Distance : 601.00 m
Rail Level : 13.46 m above road level
Station type : Elevated
Entry / Exit : Proposed on one side of the Road as there is
flyover on the other side.
Location : The station is located opposite Torrent Power Ltd
Catchment Area : The station falls in the commercial area having 3-
4 star hotels, Guest Houses, Office complexes
and mercantile units. The area also has Upper
Middle class residential area which will provide
the essential ridership to the station.

Figure 6.5.13: Site Conditions- KamelaDarwaja Station

DPR for Metro Rail Project in Surat, Gujarat December 2018 48/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

14. Anjana Farm Station

Chainage : 12593.90
Inter station Distance : 1346.70 m
Rail Level : 13.865 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Government School
Catchment Area : The area is a low density residential area with
mix land use having residential areas, factories
and industrial units, commercial and trading
centers that will form the main passenger .

Figure 6.5.14: Site Conditions- AnjanaFarmStation

14
ANJANA FARM
CH: 12593.9

DPR for Metro Rail Project in Surat, Gujarat December 2018 49/61
 CHAPTER 6 – Station Planning

Corridor-II : Bhesan to Saroli

15. Model Town Station

Chainage : 13636.40
Inter station Distance : 1042.40 m
Rail Level : 13.565 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Model Town.
Catchment Area : The station is proposed in the mix land use area
having Residential, commercial area with
educational institutes and schools. The residents
of Samrat Township, Salasar Nagar, Srinathji
Society and Model Town will be the main
passengers.

Figure 6.5.15: Site Conditions- Model TownStation

15 MODEL TOWN
CH: 13636.3

DPR for Metro Rail Project in Surat, Gujarat December 2018 50/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

16. Magob Station

Chainage : 14763.10
Inter station Distance : 1126.80m
Rail Level : 20.808 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at BRT road Megum Gam.
Catchment Area : The station is located on the BRT corridor in the
area basically on the out skirts of the city.
Presently having basically trading units and
Banks, Travel agents and transporters shall form
the basic passenger base to the station.

Figure 6.5.16: Site Conditions- Magob Station

MAGOB
16 CH: 14744.00

34685

DPR for Metro Rail Project in Surat, Gujarat December 2018 51/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

17. Bharat Cancer Hospital Station

Chainage : 15899.40
Inter station Distance : 1136.30m
Rail Level : 13.386m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located near Shanti Vihar Society.
Catchment Area : The station is located on the BRT corridor in the
area on the out skirts of the city. Presently having
basically trading units and Banks, Travel agents
and transporters shall form the basic passenger
base to the station.

Figure 6.5.17: Site Conditions- Bharat Cancer Hospital

BHARAT CANCER HOSPITAL

CH: 15899.4

DPR for Metro Rail Project in Surat, Gujarat December 2018 52/61
 CHAPTER 6 – Station Planning

Corridor-II :Bhesan to Saroli

18. Saroli Station

Chainage : 17341.80
Inter station Distance : 1442.40 m
Rail Level : 13.386 m above road level
Station type : Elevated
Entry / Exit : Proposed on both sides of the Road
Location : The station is located at Saroli.
Catchment Area : The station is located on the BRT corridor in the
area on the out skirts of the city. Presently having
textile marketing and trading units, Travel agents
and transporters which will form the passenger
base to the station.
+

Figure 6.5.18: Site Conditions- SaroliStation

SAROLI
18
CH: 17341.8

DPR for Metro Rail Project in Surat, Gujarat December 2018 53/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 54/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 55/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 56/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 57/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 58/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 59/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 60/61
 CHAPTER 6 – Station Planning

DPR for Metro Rail Project in Surat, Gujarat December 2018 61/61
 Chapter 7 – Train Operation Plan & Rolling Stock

CHAPTER 7

TRAIN OPERATION PLAN & ROLLING STOCK

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 Surat Metro are given below:-

TABLE :7.1 : STATIONS

CORRIDOR-I: DREAM CITY – SARTHANA

S. Chainage Inter – Station
Name of Station Remarks
No (in m) Distance (in m)
0 Dead End (-) 450
1 Sarthana 0.0 450 Elevated
2 Nature park 1238.1 1238.1 Elevated
3 VarachhaChopati Garden 2108.5 870.4 Elevated
4 Shri Swaminarayan Mandir Kalakunj 3196.6 1088.1 Elevated
5 Kapodra 4237.0 1040.4 U/G
6 Labheshwar Chowk 5506.6 1269.6 U/G
7 Central Warehouse 6668.9 1162.3 U/G
8 Surat Railway Station 7255.6 586.7 U/G
9 Maskati Hospital 8487.0 1231.4 U/G
10 Chowk Bazar 10289.8 1802.8 U/G
11 Kadarsha Ni Nal 11721.7 1431.9 Elevated
12 Majura Gate-1 12313.8 592.1 Elevated
13 Rupali Canal 13611.5 1297.7 Elevated

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/44
 Chapter 7 – Train Operation Plan & Rolling Stock

CORRIDOR-I: DREAM CITY – SARTHANA

S. Chainage Inter – Station
Name of Station Remarks
No (in m) Distance (in m)
14 Althan Tenament 14696.2 1084.7 Elevated
15 Althan Gam 15843.5 1147.3 Elevated
16 VIP Road 16699.1 855.6 Elevated
17 Surat Women ITI 17808.4 1109.3 Elevated
18 Bhimrad 18659.5 851.1 Elevated
19 Convention Centre 19829.4 1169.9 Elevated
20 Dream City 20710.3 880.9 Elevated
Dead End 21160.3 450.0

CORRIDOR-II BHESAN – SAROLI

S. Chainage Inter – Station
Name of Station Remarks
No (in m) Distance (in m)
0 Dead End (-) 949.630
1 Bhesan 0.0 949.63 Elevated
2 Botanical Garden 950.6 950.6 Elevated
3 UgatVaarigruh 1617.5 666.9 Elevated
4 Palanpur Road 2738.9 1121.4 Elevated
5 L.P. Savani School 3831.6 1092.7 Elevated
6 Peforming Art Centre 4421.8 590.2 Elevated
7 Adajan Gam 5155.0 733.2 Elevated
8 Aquerium 5770.1 615.1 Elevated
9 Badri Narayan Temple 6891.5 1121.4 Elevated
10 AthwaChaupati 7863.5 972.0 Elevated
11 Majura Gate-2 9019.2 1155.7 Elevated
12 Udhana Darwaja 10646.2 1627.0 Elevated
13 Kamela Darwaja 11247.2 601.0 Elevated
14 Anjana Farm 12593.9 1346.7 Elevated
15 Model Town 13636.3 1042.4 Elevated
16 Magob 14763.1 1126.8 Elevated
17 Baharat Cancer Hospital 15899.4 1136.3 Elevated
18 Saroli 17341.8 1442.4 Elevated
Dead End 17791.9 450.1

7.3 Train Operation Plan: 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.
DPR for Metro Rail Project in Surat, Gujarat December 2018 2/44
 Chapter 7 – Train Operation Plan & Rolling Stock

 Scheduled speed for these corridors has been considered as:

Corridor-I: Dream City – Sarthana
- ‘Dream City to Sarthana’ section: 33kmph

Corridor-II Bhesan – Saroli

- ‘Bhesan to Saroli’ section: 33kmph

7.4 Traffic Demand

Peak hour peak direction traffic demands (PHPDT) for the Surat Metro
‘Corridor-I Dream City-Sarthana’ & ‘Corridor-II Bhesan-Saroli’ for the year
2021, 2026, 2036and 2046 for the purpose of planning are indicated in
Attachment I/A1, B1, C1, D1 and Attachment I/A2, B2, C2, D2 respectively.

7.5 Train formation

To meet the above projected traffic demand, the possibility of running trains
with composition of 3 cars with different headway has been examined.

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)

7.6 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 Surat
Metro ‘Corridor-I: Dream City-Sarthana’ & ‘Corridor-II: Bhesan-Sroli’ for the
year 2021, 2026, 2036 and 2046 are given below:

1. Corridor-I: Dream City –Sarthana

Train Operation Plan for Corridor-I: Dream City-Sarthana has been planned in
such a way that there is Single loop of train operation end to end.

i) Year 2021:
Train operation in ‘Dream City to Sarthana’ Loop is at 6.5 min headway
with 3-Car train. This results in following train operation:

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/44
 Chapter 7 – Train Operation Plan & Rolling Stock

‘Dream City to Sarthana’ Section (Refer Attachment I/A1)

 6.5 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 7052@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 8972 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 6992 is in the Section between
Maskati Hospital to Surat Railway Station and demand in the
remaining sections is in the range of 6609 to 119 only. The planned
capacity of 7052 (8972 under dense loading) is more than the PHPDT
demand.

Traffic demand and train capacity for this corridor is the year 2021istabulated
and represented on a chart enclosed as Attachment I/A1.

ii) Year 2026:

Train operation in ‘Dream City to Sarthana’ Loop is at 3.5 min headway
with 3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/B1)

 3.5 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 13097@ 6 persons
per square meter of standee area
 Available Peak Hour Peak Direction Capacity of 16663 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 13536 is in the Section between
Surat Railway Station to Central Warehouse and demand in the
remaining sections is in the range of 13495 to 615 only. The planned
capacity of 13097 (16663 under dense loading) is slightly less than the
PHPDT demand in only two (zero, with dense loading capacity)
sections out of nineteen sections.

Traffic demand and train capacity for this corridor is the year 2026is tabulated
and represented on a chart enclosed as Attachment I/B1.

iii) Year 2036:

Train operation in ‘Dream City to Sarthana’ Loop is at 2.25 min headway
with 3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/C1)

 2.25 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 20373@ 6 persons
per square meter of standee area.
DPR for Metro Rail Project in Surat, Gujarat December 2018 4/44
 Chapter 7 – Train Operation Plan & Rolling Stock

 Available Peak Hour Peak Direction Capacity of 25920 @ 8 persons

per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 20856 is in the Section between
Chowk Bazar to Maskati Hospital and demand in the remaining
sections is in the range of 20677 to 2150 only. The planned capacity
of 20373 (25920 under dense loading) is slightly less than the PHPDT
demand in only two (zero, with dense loading capacity) sections out of
nineteen sections.

Traffic demand and train capacity for this corridor is the year 2036 is tabulated
and represented on a chart enclosed as Attachment I/C1.

iv) Year 2046:

Train operation in ‘Dream City to Sarthana’ Loop is at 1.75 min headway
with 3-Car train. This results in following train operation:

‘Dream City to Sarthana’ Section (Refer Attachment I/D1)

 1.75 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 26194@ 6 persons
per square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 33326 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 26587 is in the Section between
Surat Railway Station to Central Warehouse and demand in the
remaining sections is in the range of 25236 to 3095 only. The planned
capacity of 26194 (33326 under dense loading) is slightly less than the
PHPDT demand in only one (zero, with dense loading capacity)
section out of nineteen sections.

Traffic demand and train capacity for this corridor is the year 2046is tabulated
and represented on a chart enclosed as Attachment I/D1.

2. Corridor-II: Bhesan –Saroli

Train Operation Plan for Corridor-II: Bhesan-Saroli has been planned in such
a way that there is Single loop of train operation end to end.

i) Year 2021:
Train operation in ‘Bhesan to Saroli’ Loop is at 10 min headway with 3-
Car train. This results in following train operation:

‘Bhesan to Saroli’Section (Refer Attachment I/A2)

 10 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 4584@ 6 persons per
square meter of standee area.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/44
 Chapter 7 – Train Operation Plan & Rolling Stock

 Available Peak Hour Peak Direction Capacity of 5832 @ 8 persons

per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 3918 is in the Section between
Udhana Darwaja to Kamela Darwaja and demand in the remaining
sections is in the range of 3848 to 245 only. The planned capacity of
4584 (5832 under dense loading) is more than the PHPDT demand.

Traffic demand and train capacity for this corridor is the year 2021istabulated
and represented on a chart enclosed as Attachment I/A2.

ii) Year 2026:

Train operation in ‘Bhesan to Saroli’ Loop is at 8 min headway with 3-Car
train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/B2)

 8 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 5730@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 7290 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 5698 is in the Section between
Udhana Darwaja to Kamela Darwaja and demand in the remaining
sections is in the range of 5666 to 629 only. The planned capacity of
5730 (7290 under dense loading) is more than the PHPDT demand.

Traffic demand and train capacity for this corridor is the year 2026istabulated
and represented on a chart enclosed as Attachment I/B2.

iii) Year 2036:

Train operation in ‘Bhesan to Saroli’ Loop is at 3.75 min headway with 3-
Car train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/C2)

 3.75 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 12224@ 6 persons
per square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 15552 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 12573 is in the Section between
Badri Narayan Temple to Athwa Chaupati and demand in the
remaining sections is in the range of 12098 to 2649 only. The planned
capacity of 12224 (15552 under dense loading) is slightly less than the
PHPDT demand in only one (zero, with dense loading capacity)
section out of seventeen sections.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Traffic demand and train capacity for this corridor is the year 2036is tabulated
and represented on a chart enclosed as Attachment I/C2.

iv) Year 2046:

Train operation in ‘Bhesan to Saroli’ Loop is at 3 min headway with 3-Car
train. This results in following train operation:

‘Bhesan to Saroli’ Section (Refer Attachment I/D2)

 3 min Effective Headway with 3-car train.
 Available Peak Hour Peak Direction Capacity of 15280@ 6 persons
per square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 19440 @ 8 persons
per square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 15448 is in the Section between
Badri Narayan Temple to Athwa Chaupati and demand in the
remaining sections is in the range of 15175 to 3487 only. The planned
capacity of 15280 (19440 under dense loading) is slightly less than the
PHPDT demand in only one (zero, with dense loading capacity)
section out of seventeen sections.

Traffic demand and train capacity for this corridor is the year 2046is tabulated
and 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:
TABLE :7.2
Capacity Provided for Corridor-I: Dream City – Sarthana

Sections Max. PHPDT

Headway No. of Rake No. of PHPDT Capacity
Year
(min) Rakes Consist Coaches Demand Available

Dream City to 45 7052

2021 6.5 15 3-car 6992
Sarthana (8972*)

Dream City to 13097

2026 3.5 26 3-car 78 13536
Sarthana (16663*)

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Dream City to 20373

2036 2.25 41 3-car 123 20856
Sarthana (25920*)

Dream City to 26194

2046 1.75 52 3-car 156 26587
Sarthana (33326*)

TABLE :7.3
Capacity Provided for Corridor-II:Bhesan-Saroli
Sections Max. PHPDT
Headway No. of Rake No. of PHPDT Capacity
Year
(min) Rakes Consist Coaches Demand Available

4584
Bhesan to Saroli 2021 10 9 3-car 27 3918
(5832*)

2026 5730
Bhesan to Saroli 8 11 3-car 33 5698
(7290*)

12224
Bhesan to Saroli 2036 3.75 21 3-car 63 12573
(15552*)

2046 15280
Bhesan to Saroli 3 26 3-car 78 15448
(19440*)

* @ 8 persons per square meter of standee area

7.7 Train frequency

TABLE:7.4
Train Frequency Corridor-I: Dream City-Sarthana

2021 2026 2036 2046

Section Peak Lean Peak Lean Peak Lean Peak Lean

Hour Hour Hour Hour Hour Hour Hour Hour
Head- Head- Head- Head- Head- Head- Head- Head-
way way way way way way way way

Dream City 12 to 32 10 to 24 2.25 10 to 24 10 to 24

6.5 min 3.5 min 1.75 min
to Sarthana min min min min min

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/44
 Chapter 7 – Train Operation Plan & Rolling Stock

TABLE: 7.5
Train Frequency Corridor-II:Bhesan-Saroli

2021 2026 2036 2046

Peak Lean Peak Lean Peak Lean Peak Lean
Section Hour Hour Hour Hour Hour Hour Hour Hour
Head- Head- Head- Head- Head- Head- Head- Head-
way way way way way way way way

Bhesan to 12 to 32 10 to 24 10 to 24 10 to 24
10 min 8 min 3.75 min 3 min
Saroli min min min min

No services are proposed between 00:00 hrs to 5.00 hrs, which are reserved
for maintenance of infrastructure and rolling stock.

7.8 Hourly Train Operation plan

The hourly distribution of daily transport capacity is presented in Table 1.1A,

1.2A, 1.3A, 1.4Afor ‘Dream City to Sarthana’ Section (Corridor-I) and Table
1.1B, 1.2B, 1.3B, 1.4Bfor ‘Bhesan to Saroli’ Section (Corridor-II) respectively
for years 2021, 2026, 2036 and 2046 enclosed as Attachment II.

Number of train trips per direction per day for ‘Dream City to Sarthana’
Section (Corridor-I) is worked out as 95 in the year 2021, 155 in the year
2026, 209 in the year 2036 and 257 in the year 2046 respectively. Number of
train trips per directions per day for ‘Bhesan to Saroli’ Section (Corridor-II) is
worked out as 74 in the year 2021, 95 in the year 2026, 146 in the year 2036
and 170 in the year 2046 respectively. The directional splits for Corridor-I:
Dream City-Sarthana and Corridor-II: Bhesan-Saroli is presented in Table
2.1 and 2.2 enclosed as Attachment III.

7.9 Vehicle Kilometer

Based on above planning, after considering maintenance period and

assuming 340 days in service in a year, Vehicle Kilometers for Surat Metro
Rail Network is given in Table 3.1 for Corridor-I: Dream City-Sarthana and
Table 3.2 for Corridor-II: Bhesan-Saroli enclosed as Attachment IV.

7.10 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Requirements of coaches is calculated based on following assumptions-

Assumptions –

(i) Train Composition planned as under

3 car Train Composition : DMC +TC +DMC

(with 66.7% Powering)

Train Carrying Capacity : 764 passengers @6 standee/sqm

of 3 Car Train (@6
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 (Bare).
(v) The calculated number of rakes in fraction is rounded off to next higher
number.
(vi) Schedule speed is taken as: 33kmph
(vii) Total Turn round time is taken as 6 min at terminal stations.

7.11 Cost Estimate

The estimated cost per coach at Jan 2017 Price level exclusive of taxes and
duties may be assumed as INR 10.2 Crores per Coach. Total 45+27 = 72
coaches are required in year 2021 for the two Corridors in Surat Metro Rail
Network. Hence budget provision of Rs. 734.4 Crores is to be kept in the
Estimate for Rolling stock.

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/44
 Chapter 7 – Train Operation Plan & Rolling Stock

ROLLING STOCK

7.12 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 Mass Rapid Transit System (MRTS).

7.13 OPTIMIZATION OF COACH SIZE

The following optimum size of the coach has been chosen for this corridor as
mentioned in Table 7.5.
Table 7.5 - 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 to 22.6 m

 7.14 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 car is envisaged.

Following train composition is recommended:

3-car Train: DMC+TC+DMC

Table 7.6 shows the carrying capacity of Medium Rail Vehicles.

Table 7.6 - 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/44
 Chapter 7 – Train Operation Plan & Rolling Stock

7.15 WEIGHT

The weights of driving motor car and trailer car have been estimated as in
Table 7.7, referring to the experiences in Delhi Metro. The average passenger
weight has been taken as 65 kg.

Table 7.7 - 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(AW2 Load)
Axle Load @8
15.119 15.574
person/sqm(AW3 Load)

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.

7.16 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)
1.2 m/s2 (with AW2 load)
Max. Deceleration: 1.1 m/s2 (with AW3 load)
1.1 m/s2 (with AW2 load)
>1.3 m/s2 (Emergency brake)

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Traction in constant speed

Decelerating
Accelerating Coasting

Velocity 

Time  -1.1m/s2
1.0m/s2

7.17 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.

7.18 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-.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/44
 Chapter 7 – Train Operation Plan & Rolling Stock

7.18.1 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.

7.18.2 Bogies

Bolster less lightweight fabricated bogies with helical coil spring/rubber

springs are now universally adopted in metro cars. These bogies require less
maintenance and overhaul interval is also of the order of 4,20,000km. Use of
air spring at secondary stage is considered with a view to keep the floor level
of the cars constant irrespective of passenger loading unlike those with coil
spring. Perturbation from the track are also dampened inside the car body on
account of the secondary air spring along with suitable Vertical Hydraulic
Damper. The primary suspension system improves the curve running
performance by reducing lateral forces through application of helical coil
spring/ conical rubber spring. Helical springs is preferred over conical rubber
spring based upon DMRC experience. A smooth curving performance with
better ride index is being ensured by provision of above type of bogies.

7.18.3 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/44
 Chapter 7 – Train Operation Plan & Rolling Stock

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
tread brake.

7.18.4 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
commutator 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 Contains an Insulated Gate Bipolar Transistor (IGBT) and
gate drive circuit and protection. The advanced IGBT incorporates its own
over current protection, short circuit protection, over temperature protection
and low power supply detection. The IGBT has internal protection from over
current, short circuit, over temperature and low control voltage. The inverter
unit uses optical fiber cable to connect the control unit to the gate interface.
This optical fiber cable transmits the gate signals to drive the advanced IGBT
via the gate interface. This optical fiber cable provides electrical isolation
DPR for Metro Rail Project in Surat, Gujarat December 2018 15/44
 Chapter 7 – Train Operation Plan & Rolling Stock

between the advanced IGBT and the control unit and is impervious to
electrical interference. These are recommended for adoption in Trains of
MRTS.

7.18.5 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

7.18.6 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 external sliding type as in the existing coaches
of DMRC.

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Passenger Doors

7.18.7 Air–conditioning

With heavy passenger loading of 6 persons/sqm for standee area and doors
being closed from consideration of safety and with windows being sealed type
to avoid transmission of noise, air conditioning of coaches has been
considered essential. Each coach shall be provided with two air conditioning
units capable of cooling, heating and dehumidifying and thus automatically
controlling interior temperature throughout the passenger area at 25°C with
60% 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.

7.18.8 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Driving cab

In Standard Gauge (2.9 m wide stock) cars, emergency evacuation for easy
detrainment of the passenger will be done through side saloon doors from
which passengers usually board and alight.

7.18.9 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.

7.18.10 Noise and Vibration

The trains will pass through heavily populated urban area. The noise and
vibration for a metro railway become an important criterion from public
acceptance view point. The sources 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
DPR for Metro Rail Project in Surat, Gujarat December 2018 18/44
 Chapter 7 – Train Operation Plan & Rolling Stock

 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.
 Provision of wheel flange and top of rail lubrication to reduce squealing
noise.
 Provision of noise attenuators (Hypno dampers) on wheels to reduce
noise due to rail wheel interaction

The lower vibration level has been achieved by provision of bolster less type bogies
having secondary air spring.

7.18.11 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
In Standard Gauge (2.9 m wide stock) cars, in case of emergency evacuation
will be done through side saloon doors to ensure well directed evacuation of
passengers in case of any emergency including fire in the train. Some suitable
bridging mechanism like foldable ladder shall be provided to de-board the
passengers onto viaduct.

(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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/44
 Chapter 7 – Train Operation Plan & Rolling Stock

(v) Gangways
Broad gangways are provided in between the cars to ensure free passenger
movement between cars in case of any emergency.

Gangways

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/44
 Chapter 7 – Train Operation Plan & Rolling Stock

Attachment-VI

Salient Features of 2.9 m wide SG Rolling Stock for MRTS for Corridor – I & II

S.No. Parameter Standard Gauge 2.9m wide stock

1 Gauge (Nominal) 1435mm Standard Gauge

2 Traction system

2.1 Voltage 750 V DC

2.2 Method of current Third Rail Bottom Current Collection System

collection
3 Train composition

3.2 For 3 car train DMC+TC+DMC

4 Coach Body Stainless Steel/Aluminum

5 Coach Dimensions

5.1 Height 3.9m

5.2 Width 2.9m

5.3 Length over body

(approx.)
- Driving Motor Car 21.81m
(DMC)
- Trailer Car (TC) 21.34m

Maximum length of coach 22 to 23m (depending upon Kinematic Envelop and

over couplers/buffers: SOD)
5.4 Locked down Panto 4048mm
height
5.5 Floor height 1100mm

6 Designed - Passenger
Loading
6.1 Design of Propulsion 8 Passenger/ m2
equipment
6.2 Design of Mechanical 10 Passenger/ m2
systems
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)

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/44
 Chapter 7 – Train Operation Plan & Rolling Stock

8 Weight (Tonnes)
* The maximum tare weight for 3-car unit shall be 120
8.1 Tare weight (maximum)
T.
DMC 40
TC 40
8.2 Passenger Weight in tons @ 0.065 T per passenger
DMC 16.05(@ 6 persons per sqm of standee area)
TC 17.55(@ 6 persons per sqm of standee area)
8.3 Gross weight in tons
DMC 56.05
TC 57.55
9 Axle load(T)(@ 8 16
persons per sqm of
standee area)
System should be designed for 16T axle load
10 Maximum Train Length 67.8m
(approx.) (3 car
configuration)
11 Speed
10.1 Maximum Design Speed 90kmph
10.2 Maximum Operating 80kmph
Speed
12 Wheel Profile UIC 510-2/RDSO Profile
13 Traction Motors Self
Ventilation
14 Acceleration on level 1.0m/sec2 @ AW3(AW3 means seating +8 passengers
tangent track
per sqm of standing area)
1.2 m/sec2 @ AW2(AW2 means seating +6
passengers per sqm of standing area)
15 Deacceleration on level 1.1 m/sec2 @ AW3
tangent track
1.1 m/sec2 @ AW2
(>1.3 m/sec2 during emergency)
16 Type of Bogie Fabricated
17 Secondary Suspension Air
springs

DPR for Metro Rail Project in Surat, Gujarat December 2018 41/44
 Chapter 7 – Train Operation Plan & Rolling Stock

18 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
- Tread brakes
19 Coupler
Between cars of same Semi-permanent couplers
Unit
Driving Cab end of cars Automatic coupler with mechanical & pneumatic
(DMC)
coupling but without electrical coupling head. Jumper
cable may be provided in cab for communication
between train operators during train to train coupling.
20 Detrainment Door Side evacuation through saloon doors
21 Type of Doors Bi-parting external sliding type
22 Lighting LED
23 Cooling
23.1 CI & SIV Self/Forced
23.3 TM Self-ventilated
24 Control System Train based Monitor & Control System (TCMS)
25 Traction Motors 3 phase VVVF controlled
26 Temperature Rise
Limits
26.1 Traction Motor Temperature Index minus 70 deg C
26.2 CI & SIV 10 deg C temperature margin for Junction temperature
27 HVAC - Cooling& Heating
- Automatic controlling of interior temperature
throughout the passenger area at 25°C all the times
under varying ambient conditions up to full load.
28 PA/PIS Required
29 Passenger Surviellance Required
(CCTV)
30 Battery Ni-Cd
31 Headlight type LED
32 Train Operation UTO(GOA4)

DPR for Metro Rail Project in Surat, Gujarat December 2018 42/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 43/44
 Chapter 7 – Train Operation Plan & Rolling Stock

DPR for Metro Rail Project in Surat, Gujarat December 2018 44/44
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

CHAPTER – 8
TRAIN MAINTENANCE DEPOTS
DEPOT FOR CORRIDOR-I

8.1 Corridor: Surat Metro Network Corridor-I comprises of following corridor:

Corridor Route length(Km)

Dream City to Sarthana 20.71

8.2 Depot-cum- Workshop

8.2.1 It is proposed to establish one depot- cum- workshop with following

functions:
(i) Major overhauls of all the trains.
(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments

8.2.2 The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- cum -

workshop.

(ii) All inspection lines, workshop lines, stabling lines are designed to
accommodate two train sets of 3-Car each and space earmarked for
future provision.

(iii) All Stabling lines are designed to accommodate two trains of3- Car
each.

(iv) 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.

(v) In case of space constraint for depot two storeyed Stabling lines can also
be planned.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

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 over hauling 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.

8.3 MAINTENANCE PHILOSOPHY

➢ Monitoring of the performance of all key Rolling Stock equipment by

suitable advanced condition monitoring techniques available. 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.

➢ Increase in the periodic maintenance intervals with predictive maintenance

based on condition monitoring.

➢ Multi skilling of the Maintenance staff to ensure quality and productivity in

their performance.

➢ Periodic review of maintenance practices to update replacement cycle of

critical components based on experience.

➢Energy conservation is given due attention

8.4 ROLLINGSTOCK MAINTENANCENEEDS

8.4.1 Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual

design of depots assuming approx.264 kms running per train per day, taking in
consideration the passenger load of 2021,2026, 2036 & 2046 respectively.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Table-8.1
Type of Interval Work Content Locations
Schedule
Check on the train condition and function at every
Daily Daily daily service completion. Interval cleaning/mopping Stabling Lines
of floor and walls with Vacuum cleaner.

“A” Service 5,000 Detailed inspection and testing of sub- systems,

Km(approx.15 under frame, replacement/topping up of oils & Inspection Bays
Check
days) lubricants.
“B” Service 15,000Km Detailed Inspection of ‘A ’type tasks plus items at Inspection Bays
Check (approx.45 days) multiples of 15,000Km (‘B’ type tasks)
420,000cKm, Check and testing of all sub-assemblies (Electrical
(3and half Years +Mechanical). Overhaul of pneumatic valves,
Intermediate
approx.) Compressor. Workshop
Overhaul (IOH)
whichever is Condition based maintenance of sub- systems to
earlier bring them to original condition. Replacement
of parts and rectification, trial run.
840,000 Km, Dismantling of all sub-assemblies, bogies
Periodical (7 Years approx.) suspension system, traction motor, gear, control
Overhaul whichever equipment, air-conditioning units etc. Overhauling to Workshop
(POH) isearlier bring them to original condition.
Checking repair and replacement as necessary.
Inspection and trial.
Heavy - Changing of heavy item such as bogies, traction
motor, wheel sets/axles, gear cases& axle boxes Workshop
Repairs 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.

8.4.2 Washing Needs of Rolling Stock: Cleanliness of the trains is essential.

Following schedules are recommended for Indian environment:-

Table 8.2
S.N. Kind Inspection Maint. Time Maintenance Place
Cycle

Outside cleaning(wet washing on 10 Single Pass through

1. 3 Days Automatic washing plant
automatic washing plant) mins. of Depot

Outside heavy Cleaning (wet

washing on automatic washing 2 –3 Automatic washing plant
plant and Front Face, Vestibule/ 30 days hrs.
2. & intensive cleaning shed
Buffer area.
Floor, walls inside/outside of cars
and roof. Manually)

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

8.5 Year-wise planning of maintenance facility set up at depot cum workshop based on
planned Rolling Stock requirement in TOP is tabulated below:

Traffic data are available up to year 2046 only; hence space to be earmarked
for future expansion beyond 2046 year stabling inspection and workshop line.

(i) Planned rakes as per TOP:

Table-8.3

Year No. of Rakes No. of coaches

2021 15 45
2026 26 78
2036 41 123
2046 52 156

ii) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop
Lines (WSL) in the Depot-cum -Workshop.

Stabling and Inspection lines

Table-8.4

No. of
Year SBLs IBLs
Rakes

2021 15 6 lines x two One bay of 3 lines each with two train of 3-
train of 3-car cars.
No additional requirement.IBL For the year
12 lines x two 2021 is also catering to 26 rakes up to year
2026 26
train of 3-car 2026

2036 41 16 lines x two Additional one bay of 3 lines each with two
train of 3-car train of 3- cars is required for year 2036.
2046 52 21 lines x two No additional requirement.
train of 3-car Available 2 bays of 3 lines each shall also
cater to requirements upto year 2046.

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Workshop lines
Table -8.5

Year No. of Rakes WSLs

2021 15 Two bays of 2 lines each with two trains of

3-cars is to be required for the years 2021
2026 26 & 2026 and additional one bay of 2 lines
each with two trains of 3-cars is to be kept
2036 41 for future provision from 2036, which will
cater to the requirements upto year 2046.
2046 52

8.6 Requirement of maintenance/Inspection lines for depot-cum-workshop:

Table -8.6

Schedule Maintenance Requirement Lines Needed

(no. of Cars)

i) Year2021- Maximum no. of rake holding is ( 15TS x3=45 Cars)

‘A’ Checks (5000km) (15X3) Cars =45 Cars 1 Line x two train of 3-Cars (with
approx. 15days Sunken Floor)
‘B’ Checks (15000km) (15X3) Cars=45 Cars 1 Line x two train of3-Cars(with
approx. 45days. Sunken Floor)
Unscheduled line & For minor repairs, testing 1 Line x two train of 3-Cars(with
Adjustment lines and after IOH /POH Sunken Floor)
adjustments
Requirement 1 bay of 3 lines
ii) Year2026-Maximumno.of rake holding is (26TS x3= 78 Cars)
‘A’ Checks (5000km) (26X 3)Cars=78 Cars No additional requirement. IBL
15days for the year 2021 is also catering
‘B’ Checks (15000km) (26X 3)Cars=78 Cars to 26 rakes up to year 2026.
45 days
Unscheduled line& For minor repairs, testing
Adjustment lines and after IOH /POH
adjustments
No additional requirement. IBL
for the year 2021 is also catering
Requirement to 26 rakes up to year 2026.

iii)Year 2036- Maximum no. of rake holding is ( 41TS x3= 123 Cars)
‘A’ Checks (5000 km) (41X3)Cars=123 Cars 1 Line x two train of 3-Cars (with
approx.15 days Sunken Floor)
‘B’ Checks (15000km) (41X3)Cars=123 Cars 1 Line x two train of 3-Cars (with
approx. 45 days. Sunken Floor)
Unscheduled line & For minor repairs, testing 1 Line x two train of 3-Cars (with
adjustment lines and after IOH /POH Sunken Floor)
adjustments

adjustments
DPR for Metro Rail Project in Surat, Gujarat December 2018 5/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Requirement Additional 1bay of 3 lines each

with two trains of cars is
required for year 2036.
iv) Year 2046- Maximum no. of rake holding is ( 52TS x3= 156 Cars)

‘A’ Checks (5000km) (52X3) Cars = 156 Cars

approx. 15days
‘B’ Checks (15000km) (52X3) Cars=156 Cars No additional requirement
approx. 45days.
Unscheduled line & For minor repairs, testing and
adjustment lines after IOH/POH adjustments
No additional requirement.
Available2baysof3 lines each shall
Requirement
also cater to requirements up-to
year 2046

8.7 Inspection requirements at depot:

Facilities for carrying out inspection activities 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 can not 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

8.8 Design of Depot-cum-Workshop Facilities

8.8.1Stabling lines at depot:
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 maybe required), following approximates
lengths have been taken in consideration:

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

(i) Length of one 3- Car rake=67.8

(ii) Gap between two trains 3-car rakes = 10m
(iii) Free length at outer ends of two trains of 3-Car rakes (for cross
pathway, Signal and Friction buffers) = 10 m each side
(iv) Total length of Stabling lines = (iii)+(i)+(ii)+(i)+(iii)=
10 +67.8+10+67.8+10=165.6 m approx 166m.
Looking to the car width of 2900 mm on SG 5 m “Track Centre” is proposed
for all the stabling lines. Thus, space between stabling shall be sufficient to
include1m wide path way to be constructed between tracks to provide access
for internal train cleaning and under carriage 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.
8.8.2 Inspection Bay at depot-cum-workshop:
The length of Inspection shed is computed as below:
(i) Length of one 3- Car rake=67.8
(ii)Stairs on both pit ends=2.5m
(iii) Gap between two train of 3-cars= 10
(iv) Embedded track at entry side upto IBL pit= 7m
(v) Embedded track at exit side up to IBL pit= 11.5m
(vi) Total length of Inspection lines = (iv)+(ii)+(i)+(iii)+(i)+(ii)+(v)=
7+2.5+67.8+10+67.8+2.5+11.5=169.1m approx 169m.
The width of the Inspection bay is computed as below:
(i) Centre–to- centre spacing between the lines=6.5m
(ii) Centre line of outer lines to column of Shed=4.5m
(iii) Width ofa3 line Inspection Bay=(ii)+(i)+(i)+(ii)=4.5+6.5+ 6.5+4.5= 22m

a) There shall be one inspection bay of 169m X 22m size each with
provision of accommodating three inspection lines each having sunken
floor and overhead roof inspection platforms at each of the line. The
floor will be sunken by 1100mm. The track spacing between the
adjacent IBLs shall be 6.5m.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

b) Roof Inspection platforms of 1.2m width 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 of1:8 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 3phase 50Hz, 230V 1phase50 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 1.5T
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.

8.8.3 Workshop Shed at Depot:

Requirement of workshop lines is planned as under:

Table -8.7

Year IOH Major Overhauling Unscheduled Total Remarks

&POH repairs
/lifting Two bays of The size of
2 line3-Car train and 2 lines each workshop
2021 1 free space of 3-car 1line x 2 train
with two shall
length for storage of of 3 Car train be166X21m
length. trains of 3-
other equipment. for one
cars is to be working bay
required for
The years
Comprising of
2026 two lines
2021& 2026
capable of
and accommodatin
additional g one 3-Car
one bay of 2 rake with Bogie
lines each turn table
facility, one
2036 1line3-Car train and with two
lineof3- Car
free space of 1line x 2 train trains of 3- rake length
of 3 Car train cars is to be with free space
3-car length for of 3-Car rake
storage of other length. kept for
length for
equipment. future
storage of
provision for
2046 wheel/bogie/
year 2036 & equipments
2046. etc.

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

(a) Each bay shall comprise of two lines (as detailed in ‘Remarks’ above).
Size of the workshop bay is proposed to be166m x21m. 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. Space
on 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
under carriage and lines are to be interconnected by turn tables. Each
workshop bay shall be equipped with two 15T/2Tand 5Toverhead
cranes, each spanning the entire length of the workshop bay.

(b) There shall be space provided 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, Power 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 walk ways 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 166x8m. These can be made by
column and beam structure and architecture made of brick works.
These shall cater for overhauling sections, offices, costly store item,
locker rooms, toilets etc. Two opposite sides width wise shall be open

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

to facilitate natural air circulation and cross ventilation besides the

egress & Ingress for coaches. The side walls 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.

Following equipment repair/overhaul facilities are planned in the workshop

and wheel repairs shop at the workshops:

1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
5. Axle Box and Axle Bearing
6. Carbon Pad assembly.
7. Transformer, converter/inverter, circuit breaker
8. Battery
9. Air Compressor
10. Air-conditioner
11. Brake Equipment
12. Door actuators
13. Control and measuring equipments

14. Pneumatic equipment

15 Damper sandprings
16. Couplers/Gangways

17. Coach Paining (Applicable only for Aluminum coaches, If any)

8.9 Car Delivery Area

There shall be rail connectivity between the Depot-cum-Workshop and main

line 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 Work shop 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

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 50 mlong. The unloading bay
should be of 50mX30m and the bearing capacity of the floor should be 15-
20MT/m2. 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 and minimum turning radius for the trailer
movement should be 20-23 m. In case of space limitation a point lifting jack
system can be installed.

8.10 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 main line train operation 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 in side 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 mainline in the event of emergency if necessary.

8.11 Infrastructure Facilities

I. Inspection and Workshop facilities:

As indicated in 8.8.2 & 8.8.3above.
II. Stabling Lines in Depot:
a) The requirement of lines shall be in accordance with the details
indicated in para 8.8.1 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

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 with
in 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 Table 8.8.

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

maximum demands shall be computed. Two Auxiliary substations are

proposed, as the demand by machines in Workshop area would be
very large. The

Standby power supply is proposed through DG set with AMF panel.

The capacity of DG set will be adequate to supply all essential loads
without over loading.

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, inspection and intensive cleaning 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.
Rain water harvesting would be given due emphasis 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 Shutters, Rail Road Vehicles and other
ancillary vehicles will be provided. These vehicles will also be housed
here itself. Heavy lifting works can be carried out in main workshop.

Ancillary workshop will be used for storing Third Rail assembly parts
and their maintenance/ repair for restoration of 750 VDC feed system.

XI. Watch Towers

There shall be provision of adequate number of watch towers 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

XIII. Parking Facilities

a) Ample parking space shall be provided for the two 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 cum rail vehicle equipped with re-railing
and rescue item:

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 road cum
rail vehicle equipped with re- railing and rescue item 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 at Para 8.12.1. 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) A separate building is planned for housing pit wheel lathe

(PWL) of50 mX16m 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.

b) Requirement of buildings and major plants and machinery, is given

at Paras 8.12.1& 8.12.2.

8.11.1 Following Safety features should be incorporated in the design of the

Maintenance Depot-cum -Workshop:

a) 1.5 EOT cranes in the inspection bay should be interlocked

with750VDCin such a way that, the cranes become operational only
when the traction supply is isolated and grounded.
b) Red flasher lights should be installed along the inspection lines at
conspicuous location to indicate the 750V DC is ‘Live’.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

c) Multi level wheel and TM stacking arrangement should be an in built

feature at the end of Workshop Lines.

d) Pillars in the inspection bay & workshop should have provision for
power sockets.

e) Placement of rakes from inspection /workshop lines on to washing

lines for interior cleaning on their own power should be possible.
Linking of OHE and its isolation at the cleaning area should be
provided. Necessary requirements of safety should be kept in view.

f) The roof inspection platform should have open-able doors to facilitate

staff to go up the roof for cleaning of roof. Suitable safety interlock
should be provided to ensure maintenance staff are enabled to climb
on the roof inspection platform only after the OHE is isolated.

g) Control Centre, PPIO & store depot must be close to Workshop.

h) Width of the doors of the sections where in repairs of equipments are

done should be at least 2 meters wide to allow free passage of
equipment through them.

i) Provision of water hydrants should be done in workshops & stabling

yards also.
j) Compressed air points along with water taps should be available in
interior of buildings for cleaning.

k) 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.

8.12 List of Buildings & List of Plants Equipments at Depot-cum-workshop:

8.12.1 List of Buildings at Depot-cum-workshop:

Table -8.8

S.No Nameof Building Size Remarks

Servicing of Cars for 15 days & 45days

169mx 22m(each inspection. Space for future provision of
Inspection Shed
inspection bay) One bay(for three lines) to be kept for year
2036 and upto year2046
1. Major repair & overhaul of rolling
stocks, diesel shunters , electric tractors,
166m x 21m(each Tower wagons. All heavy lifting jobs. Space
Workshop Shed
inspection bay) for future provision of one bay(for two
lines) to be kept for year2036and upto year
2046

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Associated Sections 166mx8m Rooms for carrying out the inspection &
workshop activity.
Provisional for total area as per
Stabling line shed 166mx 30m requirement of stabling of 52 rakes during
year2046 is to be made (with initial
provision for 15 rakes only).
i. Stocking of spares for regular&
emergency requirement including
Stores Depot
consumable items
&Offices including
2. 45mx45m ii. This store caters for the
Goods Plat form with requirement of depot for rolling stock&
Ramp other disciplines.
.iii. To be provided with
computerized inventory control.
3. Toiv.cater for Loading/Unloading of material
normal and emergency Power
Elect. Substation & received
supply by roadworkshop, service and all
for depot,
20mx15m
DG set room other ancillary buildings, essential power
supply for essential loads and security light.
4. Traction repair depot Stabling and routine maintenance of
80m x 30m (partly
and E &M repair Shunting engine etc. &Traction
double storey)
shop maintenance depot. For maintenance of
lifts/escalators and other General service
5. Cycle/Scooter/Car 100mx6m works.i) Close to depot entry
Parking 60mx6m ii). Close to the stabling lines.

Auto coach washing For automatic washing of coaches.

plant 60mx10m Provision of Washing apron for collection
6. of dripping water and its Proper drainage
to been ensured.
Auto coach washing 20m X 10m
platform
7. Washing apron for Heavy wet washing of rakes from inside,
160mx6.5m
Interior Cleaning under frame, roof at 30 days interval.

8. Blow down plant 30m X 5m (additional Heavy cleaning of under frame and roof
to intensive cleaning) through compressedairat30 days interval.

9. P-way office, store & i. Fortrackmaintenanceofsection and

Workshop including 80mx20m depot.
Welding plant ii. To weldrails for construction
periodonly.
10. ETU Building 30m X 15m For parking ofstable
iii. To CMV andtrack
OHETamping
machinery.
machine.
11. Security office & For security personnel.
Time Office Garages 15mx8m For time punching
(4 Nos.) For parking vehicle jeep, truck etc.

12. Check Post (2Nos.) 5mx3m For security check of incoming/outgoing

staff material and coaches.
13. Depot control centre & 25mx20m (double To control movement of trains in and out of
Crew booking centre storey) the depot and for crew booking.

14. O.H raw water Tank 1,00,000Ltrs.Capacity For Storage of water.

15. Pump house Bore 7.3mx5.4m (200mm Submersible type pump planned with
well bore)
200 mm diameter bore well.

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

16. Dangerous goods 15mx10m For Storage of paints, inflammables

Store &Lubricants
17. a)Traction 750 V DC a)120mx80m Traction Power Supply

b)Feeding Post b)15mx30m

18. Waste Collection Bin 10mx10m Garbage dumping

19. Repair shops for S &T 40mx20m For the AFC gates, Signaling and
Telecom equipment.
20. Workshop Manager 30mx20m Office of Depot in charge
Office
21. ATP &ATO Room 10mx8m To keep equipments of ATP/ATO
22. Waste Water 12mx6m 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.
23. To cater staff of depot and workshop.
Canteen 200 sqm. Should be in a separate building with
modern kitchen ware and facilities.
24. Toilets Obligatory as per statutory requirements.
These toilets shall be approachable both
-Gents 10mx7m from workshop as well as from Inspection
bay and ladies toilets shall be completely
-Ladies 10mx7m insulated from gent’s toilet.

8.12.2 List of Plants & Equipments at Depot-cum-Workshop*:

Table - 8.9
Approx. Corridor-I Depot
S. Description IBL-3 Lines
Unit
No. WSL-4Lines
Price
Approx.Cost
(INR Provision
Lakh) Qty.(set)
(INR Lakh)
1 Under floor Pit Wheel lathe 621.00 1 621.00
2 Syn.PitJacks-for3 cars unit 521.00 1 521.00
3 Automatic Train Washing Plant 268.00 1 268.00
4 Battery Shunting Loco 349.89 1 349.89
5 Electric Tractors(RRM) 199.00 1 199.00
6 Electric Tractors(RRM)for UFWL 184.00 1 184.00
7 Syn. Mobile Jacks for 3 cars unit 136.40 1 136.40

8 Bogie Turn Table 27.86 4 111.44

9 Re-railing& Rescue equipment(set) 81.99 1 81.99

10 Rail cum Road Vehicle(RRV) 42.26 1 42.26

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

11 Blow Down Plant 196.00 1 196.00

12 Mobile jib Cranes(1T Manual) 1.53 1 1.53

Under track Mobile Lifting Table(1T for
13 2.75 3 8.25
IBL)
14 CI/SIV Mobile Lifting Table(3TforWS) 3.62 1 3.62

15 Arial Work Lift Platform 19.61 1 19.61

16 High Pressure Wash Pumps 5.37 2 10.74

17 AC Filter cleaning machine 23.50 1 23.50

18 Mobilecompressor-10bar 4.20 1 4.20

19 HPcompressor-17bar 3.36 1 3.36

20 EMU Battery Charger 5.56 2 11.12

21 Box Container for re-railing equipment 5.12 1 5.12

22 Wooden blocks 0.77 1 0.77

23 Auxiliary truck 1.82 1 1.82

24 Road Truck 10.56 1 10.56

Battery operated Platform Truck for WS 2 12.65
25 6.33
andDCOS
26 Welding & Cutting Equipment 2.24 1 2.24

27 Work Benches 0.54 10 5.39

28 Vertical Carousal storage system 35.00 1 35.00

29 Weighing scales 2.65 1 2.65

30 Storage Bins 7.59 1 7.59

31 Pallet Trucks 0.39 5 1.93

32 Fork LiftTruck-3T(Elect) 10.35 1 10.35

33 Stackers(1T for DCOS) 9.50 1 9.50

34 Mobile Safety Steps & Ladders 5.12 LS 5.12

35 Set of Pallets 15.00 LS 15.00

36 Storage racks for DCOS stores 62.50 LS 62.50

37 Storage racks for workshop, tool room 31.50 LS 31.50

38 Electric and Pneumatic Tools 33.50 LS 33.50

39 Measuring & calibration Instruments 62.51 LS 62.51

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

40 Special Jigs and Fixtures 60.29 LS 60.29

41 Industrial Furniture 90.00 LS 90.00

42 Miscellaneous/other machinery 93.71 LS 93.71

43 Display boards inside depot 7.50 1 7.50

44 Industrial vacuum Cleaners (heavy 4.83 1 4.83

duty+dry/wet)

45 Small Part Cleaner 1.00 1 1.00

46 Polyester Web 1.00 LS 1.00

Sling+B51+B51:B70:BB51:B70

47 750VDC Live Indicators 2.60 3 7.80

48 Wheel Gauges/Templates 3.80 LS 3.80
49 Ultrasonic Flaw Detector 2.18 1 2.18

50 Memory Recorder /Chart recorder etc. 10.00 1 10.00

51 Induction heater 8.40 1 8.40

52 Hyd .Axle Bearing puller 9.60 1 9.60

Training equipment/diagnostic
53 software/ Camera, Projector, 16.79 LS 16.79
computer equipment/laptop etc.
54 Industrial Videoscope 10.13 2 20.26
55 Lifting jacks for Aircon (two post lift) 4.37 1 4.37
56 Auto wheel profile meters and 19.18 1 19.18
attachments for dia. And back to back
57 Coupler back log Gauge 8.15 1 8.15
58 25TonHydraulicCFramePress 7.44 1 7.44
59 Hydraulic work bench for Gear Box 16.00 1 16.00
60 Hydraulic work bench for couplers 7.60 1 7.60
61 Special tools for coupler 17.50 LS 17.50
62 Other tools /equipment as per RS 50.00 LS 50.00
contractor
63 Bogie Test Stand 388.00 1 388.00
64 Wheel Press (300T) 467.50 1 467.50
65 Vertical turret lathe 131.00 1 131.00
66 Damper testing machine 52.98 1 52.98
67 Spring testing machine 166.10 1 166.10
68 Rail fed Bogie wash plant 188.10 0 0.00
69 Heating oven for TM 5.88 1 5.88
70 High Voltage test set 2.00 1 2.00
71 SS cage for HV Test Set 3.20 1 3.20

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

72 Impulse Tester for TMs 11.05 1 11.05

Overall Total 4807.72

8.13 Cost Estimate: The total estimated cost at Jan’17 price level may be assumed
as Rs.48 Crores. This would be required for Rolling Stock M& P equipment for
one depot at Dream City for Corridor-I.

8.14 Un-Attended train operation(UTO):

(i) Proper segregation for UTO and non-UTO zone shall be earmarked
while finalizing of depot layout.

(ii) Train Operator (TO) plat form of 10mX12m (LXB) shall be provided in
each overlap zone of UTO and non-UTO.

(iii) Bulb fencing of depot tracks shall bed one upto1.5m height from
T.O.R. (Top of the Rail) level.

(iv) Gates should be provided in some interval with locking facility.

(v) All crossing roads which cross the track should have gates with locking
facilities.

vi) All stabling lines should have SPK (Staff Protection Key) to avoid
unauthorized entry.

DEPOT FOR CORRIDOR-II

8.15 Corridor: Surat Metro Network Corridor-II comprises of following corridor:

Corridor Route length(Km)

Bhesan to Saroli 17.34

8.16 Depot-cum- Workshop

8.16.1 It is proposed to establish one depot- cum- workshop with

following functions:

(i) Major overhauls of all the trains.

(ii) All minor schedules and repairs.
(ii) Lifting for replacement of heavy equipment and testing thereafter.

(iv) Repair of heavy equipments.

8.16.2 The Depot planning is based on following assumptions:

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

(i) Enough space should be available for establishment of a Depot-

Cum- workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed
to accommodate two train sets of 3-Car each and space earmarked for
future provision.

(iii) All Stabling lines are designed to accommodate two trains of 3- Car
each.
(iv) 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
else where to cater to the required stability facilities.

(v) In case of space constraint for depot two storeyed Stabling lines can
also be planned.
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.

8.16.3 MAINTENANCE PHILOSOPHY

➢ Monitoring of the performance of all key Rolling Stock equipment by

suitable advanced condition monitoring techniques available. 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.
➢ Increase in the periodic maintenance intervals with predictive
maintenance based on condition monitoring.
➢ Multi skilling of the Maintenance staff to ensure quality and productivity
in their performance.
➢ Periodic review of maintenance practices to update replacement cycle of
critical components based on experience.

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

➢ Energy conservation is given due attention

8.16.4 ROLLINGSTOCK MAINTENANCE NEEDS

8.16.4.1 Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual design
of depots assuming approx. 318 kms running per train per day, taking in
consideration the passenger load of 2021,2026, 2036 &2046 respectively.
Table 8.10

Type of Interval Work Content Locations

Check on the train condition and function
Schedule
Daily Daily at every daily service completion. Interval Stabling Lines
cleaning/mopping of floor and walls with
vacuum cleaner.
“A” Service 5,000 Km Inspection
Detailed inspection and testing of sub-
Check (approx.15 systems, under frame, replacement/Topping Bays
days) up of oils & lubricants.
“B” Service 15,000 Km Inspection
Detailed Inspection of ‘A’ type tasks plus items
Check (approx. 45 Bays
at multiplesof15,000Km (‘B’ type tasks)
days)
420,000Km Check and testing of all sub-assemblies
Intermediate ,(3and half (Electrical +Mechanical). Overhaul of
Overhaul Years pneumatic valves, Compressor. Condition Workshop
approx.)which b a s e d maintenance of sub-systems to
(IOH)
ever is earlier bring them to original condition. Replacement
of parts and rectification, trial run.

840,000 Km, Dismantling of all sub-assemblies, bogies

Periodical (7Years Suspension system, traction motor, gear,
approx.) Control equipment, air-conditioning units etc. Workshop
Overhaul
Overhauling to bring them to original condition.
(POH) whichever is
Checking repair and replacement a s
earlier n e c e s s a r y . Inspection and trial.

Changing of heavy item such as bogies,

Heavy - traction motor, wheel sets/axles, gear Workshop
Repairs 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.

8.17 Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended

for Indian environment

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Table -8.11

Maint.
S.N. Kind of Inspection Time Maintenance Place
Cycle
Single Pass through
Outside cleaning (wet washing on 3Days 10 mins. Automatic washing plant of
1.
automatic washing plant)
Depot
Outside heavy Cleaning (wet
washing on automatic washing plant
and Front Face, Vestibule/Buffer
area. Automatic washing plant
2. Floor, walls inside/outside of cars & intensive cleaning shed
30days 2 –3 hrs.
and roof. Manually)

8.18 Year-wise planning of maintenance facility setup at depot cum workshop

based on planned Rolling Stock requirement in TOP is tabulated below:

Traffic data are available upto year 2046 only, hence space to be earmarked
For future expansion beyond 2046 year for stabling, inspection and workshop
line.
(i) Planned rakes as per TOP:
Table-8.12

Year No. of Rakes No. of coaches

2021 9 27
2026 11 33
2036 21 63
2046 26 78
ii) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and
Workshop
Lines (WSL) in the Depot-cum -Workshop.

Stabling and Inspection lines

Table -8.13

Year No. of SBLs IBLs

Rakes
4 lines x two train of 3-car One bay of 3 lines each with
2021 9 two train of 3-cars
4 lines x two train of 3-car
2026 11 i.e. No additional requirement.
(No additional requirement) One bay of three lines with two
2036 21 10 lines x two train of 3-car trains of 3- cars is also
catering to requirements of 26
2046 26 12 lines x two train of 3-car rakes upto year 2046.

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Workshop lines
Table -8.14

Year No. of Rakes WSLs

2021 9 One bay of 2 lines each with two trains of 3-
cars is to be required for the Years 2021 &
2026 11 2026 and additional one bay of 2 lines each
2036 21 with two trains of 3- cars is to be kept for future
provision .From 2036,which will cater to the
2046 26 requirements upto year 2046.

8.19 Requirement of maintenance/Inspection lines for depot-cum-workshop:

Table -8.15

Schedule Maintenance Lines Needed

Requirement
(No. of no.
i) Year 2021- Maximum Cars)
of rake holding is( 9TS x3= 27 Cars)
‘A’ Checks (5000km) 1 Line x two train of3-Cars
approx.15days (9X3)Cars=27 Cars (with Sunken Floor)

‘B’ Checks(15000 1 Line x two train of 3-Cars

km) approx. 45days. (9X3) Cars=27 Cars (with Sunken Floor)
Unscheduled line& For minor repairs, 1 Line x two train of3-Cars
Adjustment lines testing and after (with Sunken Floor)
IOH/POH
adjustments
Requirement 1 bay of 3 lines
ii) Year 2026- Maximum no. of rake holding is (11TS x3= 33 Cars)
‘A’ Checks(5000km)
15days (11X 3)Cars=33 Cars

‘B’ Checks (15000 (11X 3)Cars=33 Cars

km) 45days
Unscheduled line& For minor repairs, testing No additional requirement
Adjustment lines and after IOH/POH
adjustments
No additional requirement. Available
One bayof3 lines with two trains of
Requirement 3-cars is Also catering to
requirements of 26 rakes upto year
2046.
iii) Year 2036- Maximum no. of rake holding is( 21TS x3= 63 Cars)
‘A’ Checks(5000km) (21X3)Cars=63 Cars
approx.15days
No additional requirement
‘B’ Checks(15000 (21X3)Cars=63 Cars
km) approx. 45days.
Unscheduled line& For minor repairs, testing
Adjustment lines and after IOH/POH
adjustments

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

No additional requirement.
Requirement Available One bay of 3 lines with
two trainsof3-cars is also catering
to requirements of26rakesupto
year2046.

iv)Year 2046-Maximum no. of rake holding is( 26TS x3= 78 Cars)

‘A’ Checks(5000km) (26X3)Cars=78 Cars

approx.15days
‘B’ Checks(15000 (26X3)Cars=78 Cars No additional requirement
km) approx. 45days.
Unscheduled line& For minor repairs,
Adjustment lines testing and after
IOH/POH adjustments
No additional requirement.
Available One bay of 3lineswith
Requirement two trains of 3-cars is also
catering to requirements of 26
rakes upto year2046.

8.20 Inspection requirements at depot:

Facilities for carrying out inspection activities 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 break 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

8.21 Design of Depot-cum-Workshop Facilities

8.21.1 Stabling lines at depot:
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=67.8m

(ii) Gap between two trains 3-car rakes=10m

(iii) Free length at outer ends of two trains of 3-Car rakes (for cross path
way, 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 approx 166m.

Looking to the car width of 2900 mm on SG, 5m “Track Centre” is

proposed for all the stabling lines. Thus, space between stabling
shall be sufficient to include1 m wide pathway to be constructed
between tracks to provide access for internal train cleaning and under
carriage 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.

8.21.2 Inspection Bay at depot-cum-workshop:

The length of Inspection shed is computed as below:
(i) Length of one 3- Car rake=67.8m

(ii)Stairs on both pit ends=2.5m

(iii)Gap between two train of 3-cars= 10m
(iv)Embedded track at entry side upto IBL pit= 7m
(v)Embedded track at exit side up to IBL pit= 11.5m
(vi) Total length of Inspection lines = (iv)+(ii)+(i)+(iii)+(i)+(ii)+(v)

=7+2.5+67.8+10+67.8+2.5+11.5=169.
1m approx 169m.

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

The width of the Inspection bay in computed as below:

(i) Centre–to- centre spacing between the lines=6.5m
(ii) Centre line of outer lines to column of Shed=4.5m
(iii) Width of a 3 line Inspection Bay=(ii)+(i)+(i)+(ii)=4.5+6.5+ 6.5+4.5= 22m
a) There shall be one inspection bay of 169mX22m size each with
provision of accommodating three inspection lines each having sunken
floor and over head roof inspection platforms at each of the line. The
floor will be sunken by 1100mm.The track spacing between the adjacent
IBLs shall be 6.5m.

b) Roof Inspection platforms of 1.2 m width and walk ways for roof
inspection supported on the columns shall be provided. There would
be lighting below the rail level to facilitate the under-frame inspection.
Ramps of1:8 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. 415V3phase50Hz,230V 1phase 50Hz 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 1.5T
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.

8.21.3 Workshop Shed at Depot:

Requirement of workshop lines is planned as under:
Table 8.16

Year IOH Major Overhauling Unscheduled Total Remarks

&POH repairs /lifting
Onebayof2 The size of
2021 1line3-Car train and free space 1line x2 train of3 Lines each with workshop shall
of3-car length for storage of Car train length.
two trains of3- be166
other equipment. cars is to be X21m for one
required for the working bay
years 2021& Comprising of two
2026 and lines
2026 additional capable of
onebayof2 lines accommodating

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

2line3-Car train and free space 1linex2 train of3 each with two one3-Car
2036 1 of3-car length for storage of Car train length. trains of3- rake with
other equipment. cars is to be kept Bogie turn
for future Table facility,
provision one lineof3-
fromyear2036 Car rake length
which will cater with free space of
to the 3-Carrake length
2046
requirements up for
to year Storage of
2046. wheel/bogie/
equipment’s
etc.

(a) Each bay shall comprise of two lines (as detailed in ‘Remarks’
above).Size of the workshop bay is proposed to be 166mx21m. 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,
there by 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. Space on
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
under carriage and lines are to be inter connected by turn tables. Each
workshop bay shall be equipped with two 15T/2T and 5T overhead
cranes, each spanning the entire length of the workshop bay.

(b)There shall be space provided 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 equipment’s.
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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

(e)There shall be walk ways 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 166x8m. These can be made by column and
beam structure and architecture made of brick works. These shall cater
for overhauling sections, offices, costly store item, locker rooms, toilets
etc. Two opposite sides widthwise shall be open to facilitate natural air
circulation and cross ventilation besides the egress & ingress for
coaches. The side walls 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.

Following equipment repair/overhaul facilities are planned in the

workshop and wheel repairs shop at the workshops:

1. Body furnishing

2. Bogie

3. Wheels

4. Traction Motors

5. Axle Box and Axle Bearing

6. Carbon Pad assembly.

7. Transformer, converter/inverter, circuit breaker

8. Battery

9. Air Compressor

10.Air-conditioner

11.Brake Equipment

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

12.Dooractuators

13.Control and measuring equipments

14.Pneumatic equipment

15.Dampers and Springs

16.Couplers/Gangways

17.Coach Painting (Applicable only for Aluminum coaches, if any)

8.22 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 50 m long. The unloading bay should be 50m
X 30m and the bearing capacity of the floor should be 15-20MT/sqm . There
should be enough space available for movement for heavy cranes for lifting
of coaches. The unloading area should be easily accessible for heavy duty
hydraulic trailers and minimum turning radius for the trailer movement
should be 20-23m. In case of space limitation a point lifting jack system can
be installed.

8.23 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 main line train operation 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 mainline. 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

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

8.24 Infrastructure Facilities

I. Inspection and Workshop facilities:

As indicated in 8.21.2 & 8.21.3 above.

II. Stabling Lines in Depot:

a) The requirement of lines shall be in accordance with the details

indicated in para 8.21.1 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 with in
the depot is avoided. Additional space for plant room for AWP system
shall be earmarked along side the washing apron as indicated at S.
No.6 of Table 8.8

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

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, out side 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 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 overloading.

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
with in the workshop inspection and intensive cleaning 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

Rain water harvesting would be given due emphases to charge the

underground 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 it self. Heavy lifting works can be carried out in main workshop.

Ancillary workshop will be used for storing Third Rail assembly parts
and their maintenance/ repair for restoration of750 VDC feed system.

XI. Watch Towers

There shall be provision of adequate number of watch towers for

the vigilance of depot boundary.

XII. Administrative Building

An administrative building close to the main entrance is planned. It

can be suitably sized and architecturally designed at the detailed
design stage. A time and security office is also provided close to main
entrance. It shall be equipped with suitable Access control system for
all the staff working in the complex.

XIII. Parking Facilities

a) Ample parking space shall be provided for the two wheelers

and four wheelers at the following points.

i) Close to the depot entry.

ii) Close to the stabling lines.
iii) Close to the Workshop/IBL.

b) Space for parking of road cum rail vehicle equipped with re-railing
and rescue item:

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 road cum rail vehicle equipped with re- railing and rescue
item 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 at Para 8.26.1 .At the detailed design
stage depending upon the land availability, the decision to locate

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

these buildings can be taken. These can then be architecturally and

functionally grouped.

XV. Plant and Machinery

a) A separate building is planned for housing pit wheel lathe (PWL),

approachable from workshop, inspection bay and stabling lines
through rail and road for placement of cars for re-profiling of
wheels within the depot along with space for depot of scrap.

b) Requirement of buildings and major plants and machinery, is

given at paras 8.26.1& 8.26.2.

8.25 Following Safety features should be incorporated in the design of the

Maintenance Depot-cum-Workshop:

a) 1.5EOTcranes in the inspection bay should be interlocked

with750VDC in such a way that, the cranes become operational only
when the traction supply is isolated and grounded.

b) Red flasher lights should be installed along the inspection lines at

conspicuous location to indicatethe750V DC is ‘Live’.

c) Multi level wheel and TM stacking arrangement should be an inbuilt

feature at the end of Work shop Lines.
d) Pillars in the inspection bay &workshop should have provision for
power Sockets.

e) Placement of rakes from inspection/workshop lines on to washing lines

for interior cleaning on their own power should be possible. Linking of
OHE and its isolation at the cleaning area should be provided.
Necessary requirements of safety should be kept in view.

f) The roof inspection platform should have open-able doors to facilitate

staff to go up the roof for cleaning of roof. Suitable safety interlock
should be provided to ensure maintenance staff are enabled to climb
on the roof inspection platform only after the OHE is isolated.

g) Control Centre, PPIO & store depot must be close to Workshop.

h) Width of the doors of the sections where in repairs of equipments are

done should be at least 2meters wide to allow free passage of
equipment through them.

i) Provision of water hydrants should be done in workshops & stabling

yards also.

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

j) Compressed air points along with water taps should be available in

interior of buildings for cleaning.
k) 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.

8.26 List of Buildings & List of Plants & Equipments at Depot-cum-

workshop:

8.26.1 List of Buildings at Depot-cum-workshop

Table 8.17

Sl.No Name of Building Size Remarks

1. Inspection Shed 169m x 22m Servicing of Carsfor15days&45days inspection.

(each inspection
bay)
Workshop Shed 166m x 21m(each Major repair &overhaul of rolling stocks,
inspection bay) diesel shunters, electric tractors, tower wagons.
All heavy lifting jobs. Space for future
provision of one bay(for two lines)to be kept
for year 2036and uptoyear2046
Associated Sections 166mx8m Rooms for carrying out the inspection&
workshop activity.
Stabling line shed 166mx 20m Provisional for total area as per
Requirement of stabling of 26 rakes
duringyear2046is to be made(with initial
provision for 9 rakes only).
2. Stores Depot & 45mx45m i. Stocking of spares for regular &emergency
Offices including requirement including consumable items.
Goods Plat form with ii. This store caters for the Requirement of
Ramp 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 & 20mx15m 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 (partly Stabling and routine maintenance of shunting
and E &M repair double story) engine etc .&Traction maintenance depot. For
shop maintenance of lifts/escalators and other
General service works
5. Cycle /Scooter/Car 100mx6m i. Close to the depot entry.
Parking 60mx6m ii. Close to the stabling lines.
6. Auto coach washing 60mx10m For automatic washing of coaches. Provision
plant of Washing apron for Collection of dripping
water and its proper drainage to be ensured.
Auto coach washing 20m X 10m
platform

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

7. Washing apron for 160mx6.5m Heavy wet washing of rakes from inside,
Interior Cleaning under frame, roof at 30 days interval.
8. Blow down plant 30m X 5m Heavy cleaning of under frame and roof
(additional to through compressed air at 30 days interval.
intensive cleaning)
9. P-way office, store 80mx20m i. Fort rack maintenance of section and
&Workshop including depot.
Welding plant ii. To weld rails for construction period
only.
iii. To stable track Tamping machine.
10. ETU Building 30m X 15m For parking of CMV and OHE machinery.
11. Security office &Time 15mx8m For security personnel. For time punching For
Office Garages (4 parking vehicle jeep ,truck etc.
Nos.)
12. Check Post (2Nos.) 5mx3m For security check of incoming/outgoing staff
material and coaches.
13. Depot control centre 25mx20m To control movement of trains in and out of
&Crew booking (double storey) the depot and for crew booking.
centre
14. O. H raw water Tank 1,00,000Ltrs. For Storage of water.
Capacity
15. Pump house Bore 7.3mx5.4m(200m Submersible type pump planned with 200 mm
well m bore) dia meter bore well.
16. Dangerous goods 15mx10m For Storage of paints, inflammables &
Store Lubricants
17. a)Traction750 V DC a)120mx80m Traction Power Supply
b)Feeding Post b)15mx30m
18. Waste Collection Bin 10mx10m Garbage dumping
19. Repair shops for S & T 40mx20m For the AFC gates, Signaling and telecom
equipment.
20. Workshop Manager 30mx20m Office of Depot in charge
Office
21. ATP & ATO Room 10mx8m To keep equipments of ATP/ATO

22. Waste Water 12mx6m 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.
23. 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.
24. Toilets These toilets shall be approachable Both from
-Gents 10mx7m workshop as well as from inspection bay and
-Ladies 10mx7m ladies toilets shall be completely insulated from
gent’s toilet.

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

8.26.2 List of Plants & Equipments at Depot-cum-Workshop*:

Table -8.18

Corridor-2 Depot
Approx.
IBL-3 Lines
Unit
S. No. Description WSL-2 Lines
Price (INR
Lakh) Qty.(set) Approx. Cost
Provision (INR
Lakh)
1 Under floor Pit Wheel lathe 621.00 1 621.00

2 Syn. Pit Jacks-for 3cars unit 521.00 1 521.00

3 Automatic Train Washing Plant 268.00 1 268.00

4 Battery Shunting Loco 349.89 1 349.89

5 Electric Tractors (RRM) 199.00 1 199.00

6 Electric Tractors (RRM) for UFWL 184.00 1 184.00

7 Syn. Mobile Jacks for 3 cars unit 136.40 1 136.40

8 Bogie Turn Table 27.86 2 55.72

9 Re-railing & Rescue equipment (set) 81.99 1 81.99

10 Rail cum Road Vehicle (RRV) 42.26 1 42.26

11 Blow Down Plant 196.00 1 196.00

12 Mobile jib Cranes (1T Manual) 1.53 1 1.53

Under track Mobile Lifting Table (1T for

13 2.75 3 8.25
IBL)

14 CI/SIV Mobile Lifting Table(3TforWS) 3.62 1 3.62

15 Arial Work Lift Platform 19.61 1 19.61

High Pressure Wash Pumps 2 10.74

16 5.37

17 AC Filter cleaning machine 23.50 1 23.50

18 Mobile compressor-10bar 4.20 1 4.20

19 HPcompressor-17bar 3.36 1 3.36

20 EMU Battery Charger 5.56 2 11.12

21 Box Container for re-railing equipment 5.12 1 5.12

22 Wooden blocks 0.77 1 0.77

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

23 Auxiliary truck 1.82 1

1.82
24 Road Truck 10.56 1
10.56
Battery operated Platform Truck for WS
25
and DCOS 6.33 2 12.65

26 Welding & Cutting Equipment 2.24 1 2.24

27 Work Benches 0.54 10 5.39

28 Vertical Carousal storage system 35.00 1 35.00

29 Weighing scales 2.65 1 2.65

30 Storage Bins 1 7.59

7.59
31 Pallet Trucks 0.39 5 1.93

32 Fork LiftTruck-3T(Elect) 10.35 1 10.35

33 Stackers(1T for DCOS) 9.50 1 9.50
34 Mobile Safety Steps & Ladders 5.12 LS 5.12

35 Set of Pallets 15.00 LS 15.00

36 Storage racks for DCOS stores 62.50 LS 62.50

37 Storage racks for workshop, tool room 31.50 LS 31.50

38 Electric and Pneumatic Tools 33.50 LS 33.50

39 Measuring & calibration Instruments 62.51 LS 62.51

40 Special Jigs and Fixtures 60.29 LS 60.29

41 Industrial Furniture 90.00 LS 90.00

42 Miscellaneous/other machinery 93.71 LS 93.71

43 Display boards inside depot 7.50 1 7.50

Industrial vacuum Cleaners(heavy duty+
44 1 4.83
dry/wet) 4.83

45 Small Part Cleaner 1.00 1

1.00
Polyester Web
LS 1.00
46 Sling+B51+B51:B70:BB51:B70 1.00

47 750VDC Live Indicators 2.60 3 7.80

48 Wheel Gauges /Templates 3.80 LS 3.80

49 Ultra sonic Flaw Detector 2.18 1 2.18

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

50 Memory Recorder/Chart recorder etc. 10.00 1 10.00

51 Induction heater 8.40 1 8.40

52 Hyd .Axle Bearing puller 9.60 1 9.60

Training equipment/diagnostic software/
53 Camera, Projector, computer 16.79 LS 16.79
equipment/lap top etc.
54 Industrial Video scope 10.13 2 20.26

55 Lifting jacks for Aircon (two post lift) 4.37 1 4.37

Auto wheel profile meters and

56 19.18 1
attachments for dia. and back to back 19.18

57 Coupler back log Gauge 8.15 1 8.15

58 25Ton Hydraulic C frame Press 7.44 1 7.44

59 Hydraulic work bench for Gear Box 16.00 1 16.00

Hydraulic work bench for couplers 1 7.60

60 7.60
61 Special tools for coupler LS 17.50
17.50
Other tools/equipment as per RS LS 50.00
62 contractor 50.00
63 Bogie Test Stand 388.00 0 0.00
64 Wheel Press (300T) 467.50 0 0.00
65 Vertical turret lathe 131.00 0 0.00
66 Damper testing machine 52.98 0 0.00
67 Spring testing machine 166.10 0 0.00
68 Rail fed Bogie wash plant 188.10 0 0.00
69 Heating oven for TM 5.88 1 5.88
70 High Voltage test set 2.00 1 2.00

71 SS cage for HV Test Set 3.20 1 3.20

72 11.05 1 11.05
Impulse Tester for TMs
OVERALLTOTAL 3546.42

8.27 Cost Estimate: The total estimated cost at Jan’17 price level may be assumed
as Rs.35.5Crores.This would be required for Rolling Stock M&P equipment for
one depot at Bhesan for Corridor-II.

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/40
 CHAPTER 8: TRAIN MAINTENANCE DEPOTS

8.28 Un-Attended train operation (UTO):

(i) Proper segregation for UTO and non-UTO zone shall be earmarked
while finalizing of depot layout.

(ii) Train Operator (TO) platform of 10mX12m (LXB) shall be provided in

each overlap zone of UTO and non-UTO.

(iii) Bulb fencing of depot tracks shall be done upto1.5m height from
T.O.R. (Top of the Rail) level.

(iv) Gates should be provided in some interval with locking facility.

(v) All crossing roads which crosses the track should have gates with
locking facilities.

(vi) All stabling lines should have SPK (Staff Protection Key) to avoid
unauthorized entry.

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/40
 Chapter 9 – Power Supply Arrangements

CHAPTER- 9
POWER SUPPLY ARRANGEMENTS
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 60 kWh/1000 GTKM in case

of 750V dc Traction at Pantograph level is considered as per MOUD
guideline vide letter No. 14011/9/2014-UT.II-Part I, dated 21.04.2017.
(ii) Elevated/at –grade station load – initially 250 kW, which will increase to
300 kW in the year 2046.
(iii) Underground station load – initially 2000 kW, which will increase to 2200
kW in the year 2046.
(iv) Depot & Metro Bhawan auxiliary load - initially 2000 kW (each), which will
increase to 2200 KW in the year 2046.
Keeping in view of the train operation plan and demand of auxiliary and traction
power, power requirements projected for the year 2021, 2026, 2036 and 2046
are summarized in table 9.1 below:-
Table 9.1 Power Demand Estimation (MVA)
Corridor Load Year
2021 2026 2036 2046
Sarthana to Dream City Traction 6.16 10.83 16.16 20.44
Corridor-1 20 Stations
Auxiliary 24.09 24.76 25.51 26.93
(21.61 km)
Sub-total 30.25 35.59 41.67 47.37
Bhesan to Saroli Traction 3.96 5.00 9.15 11.16
Corridor-2 18 Stations
Auxiliary 8.03 8.31 8.71 9.39
(18.74 km)
Sub-total 11.99 13.31 17.86 20.55
The detailed calculations of power demand estimation are attached at annexure 9.1.

DPR for Metro Rail Project inSurat, Gujarat December 2018 1/37
 Chapter 9 – Power Supply Arrangements

9.2 Need for High Reliability of Power Supply

The proposed Surat metro system is being designed to handle about 26,587
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 220 kV, 132 kV or 66 kV 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 Surat city was studied in brief. The city
has 220 kV and 66 kV network to cater to various types of demand in vicinity of
the proposed corridors. A meeting was held on dated 05.04.2017 & 06.04.2017
with M/s Torrent Power, GETCO & Surat Municipal Corporation official, and
various sub-stations sites had been inspected to finalize the Input Power Supply
sources & Supply Voltage.

Keeping in view the reliability requirements, Four Receiving Sub-stations (RSS)

are proposed to be set up for corridor – 1 (2 RSS) and corridor – 2 (2 RSS). This
is an economical solution without compromising reliability. Based on the
discussions in meeting with M/s Torrent Power, M/s GETCO & Surat Municipal
Corporation, it is proposed to avail power supply for traction as well as auxiliary
services from the following grid sub-stations at 66 kV voltage through cable
feeders: -

DPR for Metro Rail Project inSurat, Gujarat December 2018 2/37
 Chapter 9 – Power Supply Arrangements

Table 9.2 Sources of Power Supply

S. Corridor Grid sub-station of Power Supply Authority Location of RSS Approx.

No. (Input voltage) of Metro length of
Authority cables
1. Two no. 66 kV bays from 220/66 kV Uttaran Near Nature 5 km or
Grid Sub Station of M/s GETCO or Two no. Park Station 4km
Sarthana 66 kV bays from 220/66 kV Puna Grid or Near
to Dream substation of Torrent Kapodra station
2. City Two no. 66 kV bays from Khajod Grid Sub- At Dream City 2 km or
Corridor-1 station (Proposed) (M/s GETCO) or Depot or
Two no. 66 kV bays from Bhatar Grid Sub- Near Althan 2 km
station (M/s Torrent Power) Tenement
3. Bhesan to Two no. 66 kV bays from 220/66 kV Ved Grid At Bhesan 7 km or
Saroli Sub Station (M/s Torrent Power) or Two no. Depot 8 km
Corridor-2 66 kV bays from 220/66 kV Ichchapore Grid
substation of GETCO
4. Two no. 66 kV bays from 220/66 kV Puna Near Magob 2 km
Grid substation of Torrent Station

M/s GETCO letter no. TCN/Tech-2/1921,dated:-10.04.2017 and M/s Torrent

Power letter no. Technical/397,dated:-11.04.2017 have assured that reliable
power supply from their 66 kV Sub-station will be provided (annexure 9.2). 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 & M/s GETCO. The summary of
expected power demand at various sources is given in table 9.3.

Table 9.3 – Power Demand projections for various sources (in MVA)

Input Peak demand - Normal Peak demand** - Emergency

Corridor Year (2021) Year (2046) Year (2021) Year (2046)
Source
RSS near Nature Park/ Kapodara Station
Traction 2.53 9.39 6.16 20.44
Sarthana to
Dream City Auxiliary 9.57 10.75 24.09 26.93
Corridor-1 Sub-total (A) 12.10 20.14 30.25 47.37
RSS at Dream City Depot/ Near Althan Tenement
Traction 3.63 11.05 6.16 20.44
Auxiliary 14.51 16.18 24.09 26.93
Sub-total (B) 18.14 27.23 30.25 47.37

DPR for Metro Rail Project inSurat, Gujarat December 2018 3/37
 Chapter 9 – Power Supply Arrangements

RSS at Bhesan Depot

Traction 2.53 6.41 3.96 11.16
Auxiliary 5.25 6.05 8.03 9.39
Bhesan to Sub-total (C) 7.78 12.46 11.99 20.55
Saroli
Corridor-2 RSS Near Magob Station
Traction 1.43 4.75 3.96 11.16
Auxiliary 2.78 3.34 8.03 9.39
Sub-total (C) 4.21 8.09 11.99 20.55
** Incase of failure of other source of power

The 66 kV power supply will be stepped down to 33 kV level at the RSS’s of

metro authority. The 33 kV power will be distributed along the alignment through
separate 33 kV Ring main cable network for feeding traction as well as auxiliary
loads. These cables will be laid in dedicated ducts/cable brackets along the
viaduct and tunnel.
Interconnection of 33 kV power supply between the two corridors has been
planned at the Interchange station of Majuragate which can be used for transfer
of power from one corridor to other in the 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 in normal and emergency situation, it
would cater to grid failure as well, except for the train running.

DPR for Metro Rail Project inSurat, Gujarat December 2018 4/37
 Chapter 9 – Power Supply Arrangements

Typical High Voltage Receiving Sub-station

Typical High Voltage Gas Insulated Sub-Station (GIS)

The 66 kV cables will be laid through public pathways from M/s Torrent Power
and M/s GETCO Sub-stations to RSS of Metro Authority. RSS near Nature Park/
Kapodara Station & at Dream City Depot or near Althan Tenement shall be
provided with 2 nos. (one as standby) 66/33 kV, 40/50 MVA (ONAN/ONAF)
three phase Transformers for feeding Traction as well as auxiliary loads for

DPR for Metro Rail Project inSurat, Gujarat December 2018 5/37
 Chapter 9 – Power Supply Arrangements

corridor-1.For corridor-2, RSS at Bhesan Depot & near Magob Station shall be
provided with 2 nos. (one as standby) 66/33 kV, 20/30 MVA (ONAN/ONAF) three
phase Transformers. The capacity of transformers may be reviewed considering
the load requirement / Power distribution of both the corridors at the time of
detailed design stage.
Gas Insulated Switchgear (GIS) type Switchgear will be planned for Surat Metro
due to less space and reduced maintenance. Land plot area 40m x 30m (1200
sq. m) is required.
The typical GIS RSS layout is given in figure 9.1

DPR for Metro Rail Project inSurat, Gujarat December 2018 6/37
 Chapter 9 – Power Supply Arrangements

INCOMING 66 kV

FIGURE 9.1 – TYPICAL 66/33kV RSS LAYOUT

9.4 Various options of Traction system

There are three options available for power supply system for MRTS:-

 25 kV & 2x25 kV AC Overhead Catenary system.

 750 V dc third rail system.
 1500 V dc Overhead Catenary system

A sub- committee set up by “Ministry of Urban Development” on Traction system

for metro railway has studies various aspects of merits and demerits of various
traction system. The following are the highlights of Report:-

Merits and Demerits of various traction systems:

a) 25 kV ac with OCS (Flexible/rigid):- Merits

DPR for Metro Rail Project inSurat, Gujarat December 2018 7/37
 Chapter 9 – Power Supply Arrangements

 Reduced cost – Unlike dc traction, this system does not require

substations at frequent intervals due to high voltage, reduced current
levels and lower voltage drops as a result, there is substantial
reduction in cost. Cost of 25 kV ac traction systems is about 30% less
as compared to 750V DC 3rd rail traction system.
 Energy regeneration & line losses- Energy regeneration is more
than 30% in 25 kV AC traction system as compared to 18% in 750V
DC 3rd rail traction system. In 25 kV AC traction system line losses are
12% less as compared to 750V DC 3rd rail traction system
 Cost of rolling stock- The cost of rolling stock & maintenance cost of
traction system are comparable.
 Capacity – In future, the system can cater to traffic needs even in
excess of 75000 PHPDT, which, however, is restricted on account of
other constraints.
 Easy of capacity enhancement – Capacity enhancement can be
easily achieved by simply enhancing the transformer and its
associated equipment at the receiving substation.
 Higher efficiency of operation – The efficiency of regeneration is
substantially more than dc systems and line losses are very less of the
order of 5%.100% recovery of regenerated energy is possible in the
case of 25 KV ac traction compared to a figure of 75% in the case of
1500 V dc systems and 60% in the case of 750 V dc systems.
 Less Fire hazards-AC system poses lesser fire hazards as current
levels are much lower than DC system.
 Stray current - There are no problem of stray currents and hence
nearby metallic structures are not affected by corrosion. However there
are problems of EMC / EMI which can be controlled by using return
conductor & screened cables in signaling applications & fiber optic
cable in telecommunication system without using booster transformer
as per recent developments. This also helps in avoiding use of booster
transformer which causes 2% line loss and excessive voltage drops
besides involving maintenance & reliability issues.
 Traction equipments in 25kV AC system are standardized & mostly
indigenously available. In D.C. traction system it is mostly imported.
 Though in underground section higher size tunnel diameter is required.

b) 600-850 V dc third rail traction system:-Demerits

 High operating currents and High voltage drops necessitating
reduction in spacing of sub-station- This leads to larger voltage
drops along the Third Rail distribution system, which necessitates

DPR for Metro Rail Project inSurat, Gujarat December 2018 8/37
 Chapter 9 – Power Supply Arrangements

closer spacing of sub- stations at an interval of almost every 2 Km,

leading to higher costs of construction.
 Low levels of regeneration- The regeneration is 18%, because 60%
of re-generated energy in a 750 V dc system is possible to be
retrieved.
 Safety hazards with use of medium voltage at ground level- Due to
existence of the “live” third rail at ground level, this system can be
hazardous to safety of commuters and maintenance personnel if they
fail to adopt safety precautions.
 Line losses- Line losses are more due to higher current. Transmission
line losses on 750 V dc traction system are around 21% as against 5%
of 25 kV ac traction system.
 Phenomenon of stray current- In a third rail system, where the
running rails are used as a return path, a part of the return current
leaks into track structure. This current is called stray current. It is
necessary to manage the stray current to ensure minimal corrosion
effect and consequent damages to metallic components in the track
structure as well as metallic reinforcement and metal pipes of building
of metro and public areas adjacent to the Metro alignment.

c) 1500 V dc system with Overhead Catenary System:-Demerits

 Higher maintenance requirement and costs as compared to 750V dc
third rail system.
 Theoretical traffic capacity with 1500V traction system is less as
compared to 25KV ac system.
 Line losses are more due to higher current as compared to 25KV ac. It
may be in the range of 10 to 12% as against 5% of 25KV ac system.

In view of above techno- economic considerations, DMRC recommends 25 kV

AC Traction power supply. This is 95% available indigenously. However due to
the low PHPDT of the network, lesser network lengths and aesthetics use of
750V DC system as used in Ahmedabad Metro by MEGA, another similar Metro
system in close vicinity is also suitable and justified. The DC suppliers are
located outside India with 95% import content. Final decision may be taken by
the client in this regard.

9.5 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 9/37
 Chapter 9 – Power Supply Arrangements

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

DPR for Metro Rail Project inSurat, Gujarat December 2018 10/37
 Chapter 9 – Power Supply Arrangements

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 m-ohm/km respectively. The
life of composite and steel third rail is expected to be 25-30 years.

9.6 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 location of TSS though proposed to be at alternate stations, shall
be decided on DC simulation studies. Thus, space provision for TSS shall be
kept in all stations during planning stage. 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 below. The
requirement comes to 10 TSS for Corridor – 1 and 9 TSS for Corridor – 2. An

DPR for Metro Rail Project inSurat, Gujarat December 2018 11/37
 Chapter 9 – Power Supply Arrangements

additional TSS will be located in maintenance depot. Thus the total requirement
of TSS works out to 11 and 10 for the Corridor – 1 and Corridor – 2 respectively.

TYPICAL DRAWING OF ASS & TSS

DPR for Metro Rail Project inSurat, Gujarat December 2018 12/37
 Chapter 9 – Power Supply Arrangements

TYPICAL DRAWING OF ASS

DPR for Metro Rail Project inSurat, Gujarat December 2018 13/37
 Chapter 9 – Power Supply Arrangements

Schematic Diagram of DC Traction

LINE BRACKET SUPPORT ASSEMBLY FOR VIADUCT

DPR for Metro Rail Project inSurat, Gujarat December 2018 14/37
 Chapter 9 – Power Supply Arrangements

SUSPENSION ASSEMBLY IN DEPOT

9.6.1 Stray Current Corrosion Protection Measures

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

DPR for Metro Rail Project inSurat, Gujarat December 2018 15/37
 Chapter 9 – Power Supply Arrangements

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 9.4. 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 16/37
 Chapter 9 – Power Supply Arrangements

Effect of Corrosion

Detraction rate of metals can be calculated by Faraday’s First Law:

m = c.i.t
Where m = mass (kg)
c = Coefficient of detraction (kg/Amp.year)
i = Current (Amp)
t = time (year)
c = 2.90 for Aluminium
= 33.80 for Lead
= 9.13 for Iron
= 10.4 for Copper

That means dc stray current of 1 – ampere flowing continuously can eat away
approx. 9 kg of steel in a year. If 5000 amperes of current flows for one year to
power the trains on a transit system, and that 2 percent of this current (100
amperes) leaks as stray current, the amount of steel metal loss is 0.9 ton per
year. Therefore, the safety implications are considerable for structural
reinforcements. In addition, corrosion may also affect neighboring infrastructure
components such as buried pipelines and cables.

Earthing & Bonding

The earthing installation at the RSS, stations, ASS+TSS at the stations and
depots shall be provided to cover all the buildings, structures, passenger ways
and connected structures during operation or non-operation hours to achieve;
1. Safety of operating personnel and other persons from electrical shock.
2. Minimum of electrical interference between the electrical power supply and
other electrical and electronic systems.
3. Minimum of disturbance to existing statutory services and parts of the Metro
network system due to any electrolytic corrosion effects arising from dc
traction currents flowing to and from the general body of the earth.
Main Line Earthing for DC traction system

1. Floating system (i.e. traction system with floating negative) is to be adopted

for all sections except depot area. Under this system electrical isolation from
the earth shall be provided with an insulation gasket where ever required.
2. The running rails shall be adequately insulated as per EN 50122-2.
3. Stray current cables: Stray collection cable shall be provided along the
viaduct and in the tunnel. The stray collection cable shall enter each traction
substation building and terminate on a stray current bus bar adjacent to the

DPR for Metro Rail Project inSurat, Gujarat December 2018 17/37
 Chapter 9 – Power Supply Arrangements

DC negative bus bar. The stray current bus bar shall be insulated to earth
and shall not be connected to either the rails or to the traction negative bus
bar. It shall be connected or bonded at intervals to track plinth sacrificial
bars or stray current collection mat, made of continuous longitudinal steel
cage, installed within the track support concrete. The stray current collection
cable preferably of aluminum. Stray current collection can never be used as
a general earth.
4. In addition, provisions shall be made for continuous monitoring of the stray
current as per EN-50122 at multiple locations through SCADA system.
5. Trunk earth conductor/System/structural earth cable: A trunk earth
conductor of appropriate cross section preferably ACSR shall be provided
throughout the viaduct & in the tunnels on up and down lines and to the
places where it is required for the earthing without endangering the safety of
person.
6. The DC feeder protection, switchgear and return current bonding shall be
specified, designed, and maintained so that all short circuits from the
conductor rails to the running rails and items bonded to the running rails are
interrupted in a sufficiently short time that touch voltages at all points in the
system, as functions of time, do not exceed the maximum levels specified in
EN 50122-1.
7. The metallic or steel structures like cable trays, pipe lines, railings, trusses,
foot over bridges, road over bridges, advertising structures, equipment with
metallic frames that can come in contact with the commuters and are in the
influence zone must ensure electric isolation every 10-12 meters using
insulation gasket for providing electrical isolation and separately earthed.
The chances of accidental potential difference under fault condition due to
separate earthing points should be minimized.
Earthing System for AC supplies

1. The Earthing system for AC power supplies shall be maintained distinct and
isolated from the DC system for the Main line. The AC earthing shall be
provided at RSS, ASS at stations, depots and OCC.
Depot

2. An earthed system shall be used for Depot area.

3. A separate TSS shall be provided for depot so as to facilitate isolation of
depot traction supply from mainlines in order to prevent the leakage of
return currents to depot area.

DPR for Metro Rail Project inSurat, Gujarat December 2018 18/37
 Chapter 9 – Power Supply Arrangements

4. For safety reasons, the system in depot is negative earthed one therefore,
the mainline tracks and OCS supply shall be isolated from depot tracks
through double insulted rail joints and sectioning in order to minimize the
stray currents, even during the movement of the trains. Remote operated
sectionalizing switches will be provided for operational exigencies.
5. Special measures for safety of person in wheel lathe area and washing lines
area be provided and at the same time minimize the stray currents as leaky
conditions exists in such areas. The non-electrified tracks shall be provided
with the IRJs

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

DPR for Metro Rail Project inSurat, Gujarat December 2018 19/37
 Chapter 9 – Power Supply Arrangements

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 9.5.













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.
vi) The third rail installation shall be kept adequately away from the drain for
the seepage water in the tunnel section.
The proposed scheme is shown in figure 9.6

DPR for Metro Rail Project inSurat, Gujarat December 2018 20/37
 Chapter 9 – Power Supply Arrangements

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

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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 21/37
 Chapter 9 – Power Supply Arrangements

A detailed scheme shall be developed during the design stage.

9.6.2 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.

9.6.3 Auxiliary Supply Arrangements for Stations

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. 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 300 kW for elevated/at-grade stations and
2200 kW for underground station. Accordingly, two dry type cast resin
transformers (33/0.415kV) of 315 kVA capacity are proposed to be installed at
the stations (one transformer as standby) for elevated station. Metro Bhawan &
OCC to be located at Dream city Depot, one ASS with 2x2.5 MVA transformer
will be required. The underground station will be provided with two ASS’s having
1x2.5 MVA transformer.

2 x 2.5 MW transformer-rectifier for corridor-1 and 2 x 2.0 MW for corridor-2

transformer-rectifier set for feeding traction load shall be provided in each TSS with
space provisions for an additional set to be accommodated in future as and when
the cars per 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 22/37
 Chapter 9 – Power Supply Arrangements

9.6.4 Auxiliary Supply Arrangements for DEPOT

Following are the major plant and machinery has been used in Depot.

 RRV for carrying re railing equipments

 Road vehicles (pick up van/ truck)
 Flat wagon for carrying material.
 Diesel/Electric battery powered locomotive with traction battery charger.
 Under floor Pit wheel lathe, chip crusher and conveyor for lathe on pit, Electric
tractor for movement over under floor wheel lathe.
 Travelling O/H crane workshop 15T/3T,1.5T capacity(IBL),ETU shed 5T
crane
 Mobile Jib crane

For feeding above load, a separate ASS is required at each depot and metro
bhawan. The Depot ASSs will also be provided with 2x2500 kVA auxiliary
transformers.

Typical Indoor Auxiliary Sub-station

9.6.5 Rating of Major Equipment

Based on emergency demand expected at each RSS as shown in Table 9.3, and
expected power demand during emergency, RSS near Nature Park Station/
Kapodara and at Dream City depot/ near Althan Tenement shall be provided with
2 nos. of (One to be in service and one as standby) 66/33 kV, 40/50 MVA three

DPR for Metro Rail Project inSurat, Gujarat December 2018 23/37
 Chapter 9 – Power Supply Arrangements

phase transformers for feeding traction as well as auxiliary loads. RSS at Bhesan
depot & near Magob Station will be provided with 2 nos. of (one to be in service
and one as standby) 66/33kV, 20/30 MVA (ONAN/ONAF) three phase auxiliary
transformers for feeding traction and auxiliary loads. The incoming cable 3-phase
single core XLPE insulated with 630 mm2 Aluminum conductors for corridor-1
and 500 mm2 Aluminum conductors for corridor-2 shall be to meet the normal &
emergency loading requirements and fault level of the 66 kV supply.

Traction transformer-rectifier set (33 kV/750 V dc) shall be of 2.5 MW (for

corridor-1) and 2.0 MW (for corridor-2) 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 750 V 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 750 V 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. FRLS Cable for Elevated section and FRLSOH cable for U/G
section are proposed to be used. Accordingly, proposed 33kV cables sizes are
as under:-
 3, Single core x 240 mm2 Copper conductor (double run) XLPE insulated for
33kV ring main cable network for corridor-1.
 3, Single core x 400 mm2 Copper conductor (single run) 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 Four 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.

9.7 MV/LV system

Following major E&M Equipments/system shall be required for elevated stations:-

 MV/LV panels

DPR for Metro Rail Project inSurat, Gujarat December 2018 24/37
 Chapter 9 – Power Supply Arrangements

 DG set
 UPS & Battery system
 Lifts (Typical four per station)
 Escalators (Typical four per station)
 Fire suppression, detection system, Fire Pump and water pump.
 Lights & fans
 Air conditioning system
 BMS system
 Lightning protection system
 Earthing system
Panels shall be front operated front access cubical type indoor duty floor
mounted totally enclosed dust and vermin proof with neoprene gaskets fabricated
from CRCA sheet with powder coated finish suitable for 415 V 3 Phase 4 wire
50Hz system.

Power for PD area will be given through separate feeder in case of large area is
given through station supplies using separate meters for small loads.

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 160 kVA capacity at the
elevated stations and 2x900 kVA at underground station 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) Ventilation system
(vii) Smoke management system

Silent type DG sets with low noise levels are proposed, which do not require a
separate room for installation.

9.9 Solar Photo Voltaic (PV) Power system

In solar PV power system are installed at various sites in RESCO (Renewable

Energy Service Company) model. In DMRC Stations and Depots 14 MWp solar
PV power system has been installed in RESCO model.

DPR for Metro Rail Project inSurat, Gujarat December 2018 25/37
 Chapter 9 – Power Supply Arrangements

Solar PV Power panel

“RESCO Model” means where the developers intend to provide solar power
system on rooftop/sites owned by DMRC on mutually agreed terms and
conditions from DMRC and enters into the PPA (Power purchase agreement)
with DMRC for supply of Solar power for 25 years from the date of
Commissioning of project.

In elevated stations about 50 kWp to 150 kWp capacity of Solar PV power

system can be provided depending upon type of roof availability, shadow free
roof area, orientation of stations. In DMRC receiving sub-station 20 kWp to 50
kWp capacity Solar PV systems are generally provided. In DMRC Depot area,
approx.1000 kWp to 1500 kWp of solar capacity has been provided. Solar PV
system in station parking area can also be planned as per availability of area.

9.10 Sewage Treatment System using Integrated Constructed wetlands(ICW)

For RSS installation, the sewage shall be connected to the city sewage system if
available. If not available, sewage treatment system using integrated constructed
wetland (ICW) will be installed. Following are the objectives for providing Sewage
Treatment System using Integrated Constructed Wetlands (ICW):-
1) To establish an effective option for treatment of wastewater that is generated
from campus.

DPR for Metro Rail Project inSurat, Gujarat December 2018 26/37
 Chapter 9 – Power Supply Arrangements

2) Establish an onsite treatment solution which is effective and cost effective

option without producing any by products.
3) To establish a sustainable and environmental friendly solution with minimal
maintenance.
4) The treated water can be reused for various non-portable applications
landscaping, flushing and cleaning.

9.11 Constructed Wetlands

The objective of Constructed Wetlands is to utilize the decomposable organic

matter present in sewage, which can be disposed of into the environment without
causing health hazards or nuisance. The degree of treatment to be adopted
would meet the regulatory agencies (surface water discharge standards).

Constructed wetlands (CW) are complex and modular system provides an

efficient and sustainable purification treatment method that is applicable to
practically all pollutant sources and in all climate and environmental conditions.
CW relies on Constructed Wetlands, and is based on the activity of plants
together with microorganism communities in the root zone. Together they
degrade, accumulate, extract, and volatilize contaminants of all kinds in water,
soil and the air, resulting in clean and purified outflow.

In DMRC Faridabad RSS 1 KLD capacity Sewage Treatment System provided

through integrated constructed wetland method.

9.12 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 fiber 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.

DPR for Metro Rail Project inSurat, Gujarat December 2018 27/37
 Chapter 9 – Power Supply Arrangements

9.13 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 Surat 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 18% 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 has been proposed with
3-phase VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with
3-phase VVVF drive, which is energy efficient & improves the power
factor. Further, the escalators will be provided with infrared sensors to
automatically reduce the speed (to idling speed) when not being used by
passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g.
transformers, motors, light fittings etc) has been incorporated in the
system design.
(vii) Efficient energy management is possible with proposed modern SCADA
system by way of maximum demand (MD) and power factor control.
(viii) LED lights to be used in the station area and Depot area.

9.14 Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M)

charges of the Metro System, which constitutes about 30-38% of total annual

DPR for Metro Rail Project inSurat, Gujarat December 2018 28/37
 Chapter 9 – Power Supply Arrangements

working cost. Therefore, it is the key element for the financial viability of the
Project. The annual energy consumption is assessed to be about 73.81 million
units for Corridor-1 and 30.39 Million units for Corridor-2 in initial years (2021),
which will be about 109.64 Million Units and 48.50 Million Units in the year 2046
respectively. 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 Surat Metro should be at effective
rate of purchase price (at 66 kV voltage level) plus nominal administrative
Charges i.e. on a no profit no loss basis. The power tariff off Gujarat Electricity
Regulatory Commission for the railways for financial Year 2016-17 demand
charges Rs.180/KVA/month and energy charges Rs 5.00/Kwh. This is expected
to be in the range of Rs 5.25 to Rs 5.50 per unit. It is proposed that Government
of Gujarat takes necessary steps to fix power tariff for Surat Metro at “No Profit
No Loss” basis. Similar approach has been adopted for Delhi Metro. For keeping
the Electricity cost at the minimum & optimum level, following suggestion are
indicated:
 Surat Muncipal Corporation should not levy any municipal taxes on
Electricity for Surat Metro.
 DISCOMS to be pursued to give Electricity on cost to serve basis. A
separate category of Electricity tariff for Metro system may be finalized by
the Regulatory Commission.
 DISCOMS shall not object or levy charge/ Gross-subsidy wheeling
charges, any other charges etc. if Surat Metro decides to go for open
access to reduce the cost of Energy and thereby the operating expenses
of Metro.
 For obtaining power connection from DICOMS GSS, Metro normally pays
only for the bay commission charges. Torrent/GETCO have indicated to
charge all expenditure relating to modification/ addition/ alteration will be
recovered from the Surat Metro to this project. This may be dealt by Surat
Municipal Corporation separately for arriving at a reasonable connection
charges.

DPR for Metro Rail Project inSurat, Gujarat December 2018 29/37
 Chapter 9 – Power Supply Arrangements

SURAT METRO Annexure-9.1

CORRIDOR-1 SARTHANA TO DREAM CITY

POWER (Traction & Auxiliary)

750V DC Traction System
S.No. Particulars Unit 2021 2026 2036 2046

A Traction Power Requirement 1 2 3 4 5

(2DMC+1
1 No. of cars 3 3 3 3
TC)

2 Passenger Weight T 63.18 63.18 63.18 63.18

3 Train Tare Weight T 128.00 128.00 128.00 128.00

4 Total Train Weight T 191.18 191.18 191.18 191.18

5 Section Length km 21.61 21.61 21.61 21.61

6 Headway mts 6.50 3.50 2.25 1.75

SEC at Pantograph/ current Collector KWhr/

7 (As per MOUD guideline vide letter No. 14011/9/2014-UT.II-Part I, 1000 60 60 60 60
dated 21.04.2017) GTKM
8 No. of Trains/hr in both directions Nos. 18 34 53 69

9 Peak Traction Power Requirement MW 4.58 8.50 13.22 17.00

11 Depot Power Requirements MW 1.00 1.30 1.40 1.50

12 No. of Depot No 1 1 1 1

13 Total Traction Power Requirement MW 5.58 9.80 14.62 18.50

Total Traction Power Requirement (MVA)

MVA 6.16 10.83 16.16 20.44
assuming 5% energy losses and 0.95 pf

B Aux. Power Requirement

1 Elevated/at-grade Station Power Consumption MW 0.25 0.26 0.28 0.30

2 Underground station Power Consumption MW 2.00 2.05 2.10 2.20

3 No. of Elevated/at-grade Stations Nos. 14 14 14 14

4 No. of Underground stations Nos. 6 6 6 6

5 Total Station Aux Power Requirement MW 15.50 15.94 16.45 17.40

6 Depot Aux Power Requirement MW 2.00 2.05 2.10 2.20

7 Metro Bhawan & OCC Building MW 2.00 2.05 2.10 2.20

8 No. of Depot No. 1 1 1 1

9 No. Metro Bhawan & OCC Building No. 1 1 1 1

10 Total Aux Power Requirement MW 19.50 20.04 20.65 21.80

Total Aux. Power Requirement (MVA) assuming

MVA 24.09 24.76 25.51 26.93
5% energy losses and 0.85 pf for aux loads

Total Traction & Aux. Power Requirement

C (A+B) MVA 30.25 35.59 41.67 47.37
(MVA)
Note: The requirement of PD load is not considered in estimation of power calculation.

DPR for Metro Rail Project inSurat, Gujarat December 2018 30/37
 Chapter 9 – Power Supply Arrangements

SURAT METRO

CORRIDOR-2 BHESHAN TO SAROLI

POWER (Traction & Auxiliary) 750V DC Traction System

S.No. Particulars Unit 2021 2026 2036 2046

A Traction Power Requirement 1 2 3 4 5

(2DMC+1
1 No. of cars 3 3 3 3
TC)

2 Passenger Weight T 63.18 63.18 63.18 63.18

3 Train Tare Weight T 128.00 128.00 128.00 128.00

4 Total Train Weight T 191.18 191.18 191.18 191.18

5 Section Length km 18.74 18.74 18.74 18.74

6 Headway mts 10.00 8.00 3.75 3.00

SEC at Pantograph/ current Collector KWhr/

7 (As per MOUD guideline vide letter No. 14011/9/2014-UT.II-Part I, 1000 60 60 60 60
dated 21.04.2017) GTKM
8 No. of Trains/hr in both directions Nos. 12 15 32 40

9 Peak Traction Power Requirement MW 2.58 3.22 6.88 8.60

11 Depot Power Requirements MW 1.00 1.30 1.40 1.50

12 No. of Depot No 1 1 1 1

13 Total Traction Power Requirement MW 3.58 4.52 8.28 10.10

Total Traction Power Requirement (MVA)

MVA 3.96 5.00 9.15 11.16
assuming 5% energy losses and 0.95 pf

B Aux. Power Requirement

1 Elevated/at-grade Station Power Consumption MW 0.25 0.26 0.28 0.30

2 Underground station Power Consumption MW 2.00 2.05 2.10 2.20

3 No. of Elevated/at-grade Stations Nos. 18 18 18 18

4 No. of Underground stations Nos. 0 0 0 0

5 Total Station Aux Power Requirement MW 4.50 4.68 4.95 5.40

6 Depot Aux Power Requirement MW 2.00 2.05 2.10 2.20

7 No. of Depot No. 1 1 1 1

8 Total Aux Power Requirement MW 6.50 6.73 7.05 7.60

Total Aux. Power Requirement (MVA) assuming

MVA 8.03 8.31 8.71 9.39
5% energy losses and 0.85 pf for aux loads

Total Traction & Aux. Power Requirement

C (A+B) MVA 11.99 13.31 17.86 20.55
(MVA)
Note: The requirement of PD load is not considered in estimation of power calculation.

DPR for Metro Rail Project inSurat, Gujarat December 2018 31/37
 Chapter 9 – Power Supply Arrangements

SURAT METRO

CORRIDOR-1 SARTHANA TO DREAM CITY

ENERGY CONSUMPTION
750V DC Traction System
S.No. Particulars Unit 2021 2026 2036 2046

A Traction Energy 1 2 3 4 5

1 Section Length KM 21.61 21.61 21.61 21.61

2 No. of Trains per direction in a day* Nos. 94 153 207 255

3 Weight of Train & Passenger T 191.18 191.18 191.18 191.18

SEC at Pantograph/ current Collector KWH/

4 (As per MOUD guideline vide letter No. 14011/9/2014-UT.II- 1000 60 60 60 60
Part I, dated 21.04.2017) GTKM
Yearly Traction Energy consumption with 365
million units 17.01 27.69 37.46 46.14
days working

B Auxiliary Energy

1 Elevated/at-grade Station MW 0.25 0.26 0.28 0.30

2 Underground Station MW 2.00 2.05 2.10 2.20

3 No. of Elevated/at-grade Stations Nos. 14 14 14 14

4 No. of Underground Stations Nos. 6 6 6 6

5 Total Station Aux. Power Requirement MW 15.50 15.94 16.45 17.40

6 Depot Aux power requirement MW 2.00 2.05 2.10 2.20

7 Metro Bhawan & OCC Building MW 2.00 2.05 2.10 2.20

8 No. of Depot No. 1 1 1 1

9 No. Metro Bhawan & OCC Building No. 1 1 1 1

10 Total Aux. Power Requirement MW 19.50 20.04 20.65 21.80

Total Aux. Power Requirement (MVA)
11 assuming 5% energy losses and 0.85 pf for MVA 24.09 24.76 25.51 26.93
Aux. loads

12 Diversity Factor of Aux. loads 0.40 0.40 0.40 0.40

Yearly Aux. Energy Consumption 19 hrs/day

million units 56.80 58.37 60.15 63.50
and 365 days working (million units)

Net Annual Energy Consumption (Traction

C (A+B) million units 73.81 86.06 97.61 109.64
& Aux.)

Note: The requirement of PD load is not considered in energy calculation.

DPR for Metro Rail Project inSurat, Gujarat December 2018 32/37
 Chapter 9 – Power Supply Arrangements

SURAT METRO

CORRIDOR-2 BHESHAN TO SAROLI

ENERGY CONSUMPTION
750V DC Traction System
S.No. Particulars Unit 2021 2026 2036 2046

A Traction Energy 1 2 3 4 5

1 Section Length KM 18.74 18.74 18.74 18.74

2 No. of Trains per direction in a day* Nos. 73 93 144 168

3 Weight of Train & Passenger T 191.18 191.18 191.18 191.18

SEC at Pantograph/ current Collector KWH/

4 (As per MOUD guideline vide letter No. 14011/9/2014-UT.II- 1000 60 60 60 60
Part I, dated 21.04.2017) GTKM
Yearly Traction Energy consumption with 365
million units 11.46 14.59 22.60 26.36
days working

B Auxiliary Energy

1 Elevated/at-grade Station MW 0.25 0.26 0.28 0.30

2 Underground Station MW 2.00 2.05 2.10 2.20

3 No. of Elevated/at-grade Stations Nos. 18 18 18 18

4 No. of Underground Stations Nos. 0 0 0 0

5 Total Station Aux. Power Requirement MW 4.50 4.68 4.95 5.40

6 Depot Aux power requirement MW 2.00 2.05 2.10 2.20

7 No. of Depot No 1 1 1 1

8 Total Aux. Power Requirement MW 6.50 6.73 7.05 7.60

Total Aux. Power Requirement (MVA)
9 assuming 5% energy losses and 0.85 pf for MVA 8.03 8.31 8.71 9.39
Aux. loads

10 Diversity Factor of Aux. loads 0.40 0.40 0.40 0.40

Yearly Aux. Energy Consumption 19 hrs/day

million units 18.93 19.60 20.53 22.14
and 365 days working (million units)

Net Annual Energy Consumption (Traction

C (A+B) million units 30.39 34.20 43.13 48.50
& Aux.)

Note: The requirement of PD load is not considered in energy calculation.

DPR for Metro Rail Project inSurat, Gujarat December 2018 33/37
 Chapter 9 – Power Supply Arrangements

Annexure-9.2

DPR for Metro Rail Project inSurat, Gujarat December 2018 34/37
 Chapter 9 – Power Supply Arrangements

DPR for Metro Rail Project inSurat, Gujarat December 2018 35/37
 Chapter 9 – Power Supply Arrangements

DPR for Metro Rail Project inSurat, Gujarat December 2018 36/37
 Chapter 9 – Power Supply Arrangements

DPR for Metro Rail Project inSurat, Gujarat December 2018 37/37
 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 Surat Metro. It
includes the following:
- Station Air-conditioning System
- Ventilation System for station plant rooms
- Station Smoke Management System
- Tunnel Ventilation System
10.2 Alignment:
The alignment of corridor-I from Sarthana to Dream City is of 21.61kms
consist of 20 stations, of which six are underground and 14 are elevated. The
underground section starts from Kapodara and passes through Labheshwar
Chowk, Central Warehouse, Surat Railway Station, Maskati Hospital and
Chowk Bazar. The inter-station distances between underground stationsvary
from 586.7meter to 1802.8meter.

10.3 Need for Ventilation and Air Conditioning

The underground stations of the Metro Corridor are built in a confined space.
A large number of passengers occupy concourse 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 and air-conditioning in the stations and
inside the tunnel for the purpose of:
- Supplying fresh air for the physiological needs of passengers and the
authority’s staff;
- Removing body heat, obnoxious odours and harmful gases like carbon
dioxide exhaled during breathing;
- Preventing concentration of moisture generated by body sweat and
seepage of water in the sub-way;

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

- 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
adequate.
10.4 External Environment Conditions and Weather data
The analysis of Surat weather suggests that the summer season for Surat is
generally between November to April. The maximum dry bulb temperature is
seen to have reached up to 38deg C during end of April. The monsoon
months can be assumed from May to October when the maximum
temperatures are around 31deg C.
Air-Quality (Environmental control) in public places like MRT stations is
required to be maintained for city like Surat. Therefore, it requires
consideration of appropriate measures for air-pollution control in Metro
stations, while designing the VAC system. The design weather data from the
ASHRAE handbooks have been used to arrive at the design criteria. For VAC
system, it is suggested that 1% criteria would be acceptable on techno
economic reasons.
10.5 Sub Soil Temperature
The temperature conditions of sub-soil play a vital role in the system design of
the underground stations. and is vital for facilitating adequate heat exchange
between the tunnel structures and soil. It is proposed that water table
surrounding the underground alignment shall be reviewed. The sub soil
temperature of Surat is estimated to be 25 °c (approx.).It is to be obtained or
to be measured at site.
10.6 Internal Design conditions in Underground Stations
With hot and humid ambient conditions of Surat during the summer and
monsoon months, it is essential to maintain appropriate conditions in the
underground stations in order to provide a ‘comfort’ and pollution-free

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

environment. The plant capacity and design of VAC system needs to be

optimized for the “Designed inside Conditions”.
The patrons will stay for much shorter durations in the 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 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 used in selecting the comfort condition is a function of
temperature and the air velocity experienced by a person. More recently a
new index named RWI(Relative Warmth Index) has been adopted for metro
designs worldwide. 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, RWI is the preferred criterion.
10.7 Design parameters for VAC system
Based on the above, the following VAC system design parameters are
assumed in the present report.
(1) Outside ambient conditions:
This is based upon Indian Weather Data 2017 issued by ISHRAE
recommended design conditions of Surat for 1% criteria, as under
1% Criteria
Summer : 36.4 DB, 22.9 WB
Monsoon: 31.4 DB, 27.7WB
For Surat Metro Underground 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/Concourse areas - 27 deg. C at 55 % RH

(3) Tunnel design conditions

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

Normal conditions – Max. DB 40 deg. C

Congested conditions -- Max. DB 45 deg. C
(4) Minimum fresh air - 10 % or 18 cmh / person
(In station public areas).

10.8 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 and Platform Screen Doors (PSDs).
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 Track way 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-Track way Exhaust
(OTE) duct. The TES uses ducts formed in the under platform void and over
the track way. Exhaust intakes are to be located to coincide with the train-
borne heat sources.

Fig. 10.1: Track way Exhaust Fan

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

10.9 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 will be served by at least two air
handling units (AHU’s) with the distribution systems combined along each
platform to ensure coverage of all areas in the event of single equipment
failure. Based on the initial estimation about 4 units of 15 m3/s each would be
needed for the full system capacity.

Fig. 10.2: 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 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:

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

(a) UVC emitter kills or in activates the surface and air borne microorganism
that contribute to poor indoor air quality or spread of infectious diseases.

(b) UVC emitter doesn’t allow bio film to form on cooling coil surface and
lowers HVAC costs by improving heat transfer capacity.

(c) Increase in air flow results in better air conditioning in the public area
hence reduced requirement of additional cooling through AC plant.

Water-cooled chiller units with screw compressors, which are energy efficient
are recommended to be provided at each station. These units can be
installed in a chiller plant room at ground level. Based on the initial concept
design, the estimated capacity for a typical station would be around 600TR,
hence three units of 200TR or 2 units of 300TRmay be required for full system
capacity (i.e. design PHPDT traffic requirement). During the detail design
stage, the chiller capacity for individual station will be frozen through SES
analysis depending on the heat loads.

Fig. 10.3: Chiller

10.10 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 rate,
temperatures and 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 for running during the non-
revenue hours. Return air will be circulated through washable air filters.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

Fig. 10.4: Air Cooled Chiller

Where fresh air is required it will be supplied to the indoor unit via a fresh air
supply system, complete with filters, common to a group of ancillary areas.
10.11 Station Smoke Management System

The Track way Exhaust and Concourse Smoke Extract Fans or the combined
fans for both 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

10.12 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 400m2to 500m2at each end of the
station. There shall be supply shafts and exhaust shafts of about 8m2 to 10m2
each at each end of the stations. The space requirements for Labheshwar
Chowk and Maskati Hospital U/G stations will require special considerations
as the platform for UP and DN Line are at different level i.e. One-Over other.
10.13 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 train ways.
(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.

Fig. 10.5: 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 60
m3/s to 100 m3/s depending upon the length and cross section of the tunnel.
The exact capacity will be obtained through the simulation during detailed

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

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.
The Track way Exhaust System (part of Tunnel Ventilation System) will have
two fans of each 13.5 m3/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:
10.14 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.
10.15 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

10.16 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.
10.17 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. The experience available
from the design of TVS system for Delhi Metro also provides key guidelines.
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 are
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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

Fig. 10.6: Tunnel Ventilation Dampers

10.18 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 is two location of the portal between Shri Swami Narayan Mandir
Kalakunj - Kapodara and Chowk Bazar-Kadarsha Ni nal for corridor-I.
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
experience, a design train speed of 90kmph would not be of major concern.

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

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.
10.19 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 500 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. The space requirements
for Labheshwar Chowk and Maskati Hospital U/G stations will require special
considerations as the platform for UP and DN Line are at different level i.e.
One-Over other.
The inter – station distance between Maskati Hospital and Chowk Bazar is1.8
km and considering the ultimate headway of 1.75 min in the corridor, two
trains may come in a ventilation zone. The system will either be required to be
designed to handle two trains in a ventilation zone or mid shaft to be provided
between these two stations. This may be decided at detail design stage of the
project.
10.20 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/13
 CHAPTER 10: VENTILATION AND AIR-CONDITIONING SYSTEM

work station in SCR is also not available, the manual overriding provisions
shall be provided through Ventilation Control Panel (VCP) place in the SCR.

Fig. 10.7: 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.
10.21 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/13
 Chapter11: Signaling & Train Control System

CHAPTER 11

SIGNALLING AND TRAIN CONTROL SYSTEM

11.1. INTRODUCTION:

The Signaling and Train Control System shall provide the highest security
level for means of an efficient Train Control, ensuring safety in train
movements. It assists in optimization of rail infrastructure investment and
running of efficient train services on the network.
This chapter provides the main design features of the signaling and train
control for the operation of Corridor-1 i.e. from Sarthana to Dream City
and Corridor-2 i.e. from Bhesan to Saroli of Surat Metro Rail Corridors
taking into account the proven and advance system being used worldwide.
The Proposed Corridor-1 i.e. from Sarthana to Dream City and Corridor-2
i.e. from Bhesan to Saroli of Surat Metro Rail Corridors are planned to be
operated at maximum safe speed of 90 Km/hr.
Corridor-1 i.e. from Sarthana to Dream City and Corridor-2 i.e. from
Bhesan to Saroli of Surat Metro Rail corridors, trains are to be maintained
headway at every about 100 seconds. However, the signaling System shall
be designed at minimum 90 second headway in one direction.

11.2. SIGNALLING

The Signaling shall provide the highest security level to ensure that the
operational activities are developed following strict safety requirements. At
the same time, it shall meet the requirements for efficient train operations
and high quality of service.
The proposed signalling system design for this metro line will cater the
following:
Continuous Automatic Train Control System (CATC)
Unattended Train Operation (UTO) System
Automatic Train Operation (ATO)System
Communication based Automatic Train Control (ATC) System
Automatic Train Protection (ATP) System
 On board Equipment
 Cab Signalling

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/17
 Chapter11: Signaling & Train Control System

 Fall-Back Block Working System

 Interlocking device (Computer based Interlocking)
 Track side Radio equipment
 Track Vacancy Detection System
 Electric Point Machine
 Track side Signals
 Centralized Traffic Control System
 Power Supply of signalling
 Cable for signalling
 Half Height Integrated Platform Gate (PG)
 Display of CCTV images from Train to OCC
 Onboard Radio Antennas, Large Video Screen, MMIs etc

11.3. OVERVIEW OF SIGNALLING SYSTEM

It is expected to carry large number of passengers by maintaining shorter

spacing between trains 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 people.
The requirements of the Surat Metro Corridor planned to be achieved by
adopting following basic principles of signaling System: -
 The Train Control and Monitoring shall be ensured from Centralized
Traffic control System located at Operation Control Centre (OCC).
OCC equipment shall be connected to station equipment room through
optical fiber network.
 The CBTC (Communication based Train Control) based system shall
be provided in main line & depot (except workshop area) for train
operation & primary mode of detection. Secondary detection shall be
through Axle Counter.
 Computer Based Interlocking System shall be designed on failsafe
philosophy. In case of failure of any equipment, the equipment shall fail
on safe side or more restrictive state. In such case the signalling
System shall authorized movement of train in normal and degraded
operations.
 Track side equipment shall be connected through Electronic
Interlocking (to Station Equipment Room) by secure links to ensure
safe movement of train.
 Provide high level of safety with trains running at shorter headways
ensuring continuous safe train separation.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/17
 Chapter11: Signaling & Train Control System

 Eliminate accidents due to driver passing Signal at Danger by

continuous speed monitoring and automatic application of brake in
case of disregard of signal / warning by the driver.
 Provide safety and enforce speed limit on the sections having
permanent and temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed in his cab enabling him to optimize
the speed potential of the track section. It provides signal / speed
status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and
train speeds, and enabling train to arrive at its destination sooner.
Hence more trips will be possible with the same number of rolling
stock.
 Improve maintenance of Signaling and Telecommunication equipment
by monitoring System status of trackside and train borne equipment
and enabling preventive maintenance.
 Signaling & Train Control System on the line shall be designed to meet
the required headway during peak hours.
 For monitoring inside train saloon, signaling system shall provide radio
transmission media to transfer live streams to OCC controller on large
video screen & MMI.
 To avoid any accident at platform, Integrated Passenger Gate shall be
provided, which will be a barrier between the track and platform
accessible to passengers. Signaling and Rolling Stock interfaces shall
be provided for Passenger Gate System.

11.4. SYSTEM DESCRIPTION AND SPECIFICATIONS

The 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 UTO
(Unattended Train Operation), ATO (Automatic Train Operation), ATP
(Automatic Train Protection) and ATS (Automatic Train Supervision) sub-
systems using radio communication between Track side and Train.
Wireless communication system shall be used for communication between
the wayside and train borne CBTC system. Radio for CBTC shall work in
License free ISM band.
The Signalling and Train Control system shall be as below and Sub-system/
components will conform to international standards like CENELEC, IEC,
IEEE, IS, ITU-T etc:

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/17
 Chapter11: Signaling & Train Control System

11.4.1. Continuous Automatic Train Control (CATC)

Continuous Automatic Train Control based on CBTC will consist of - UTO,

ATO, ATP, and ATS sub-systems. The Train- borne Automatic Train Control
System will consist of Unattended Train Operation (UTO), Automatic Train
Operation (ATO) and Automatic Train Protection (ATP).
This vital system maintains the safety of the train operations on the principle
of moving block including separation of trains enforcement of speed
restrictions and safe operation through interlocking.

11.4.2. 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. ATP mode
shall be the normal mode of operation in event of failure of ATO-UTO Mode.
In this mode, the train control and signaling system shall
 Provide Cab Signalling.
 Determine continuously and protect the train in excess of MSS &
LOMA.
 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.
 Enable opening of train doors as per stopping platform when train is
docked.
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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/17
 Chapter11: Signaling & Train Control System

11.4.3. Automatic Train Operation (ATO)

This system shall 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. ATO Mode shall be normal mode of
operation in the event of failure of UTO Mode. In ATO mode the train control
and signalling system shall carry out the following function:
 Accelerate and decelerate the train by applying traction power,
coasting, and applying and removing brakes.
 Automatically control speed, acceleration, preventing unnecessary
braking and stopping.
 Automatic operation of train between stations and stop the train at
stations.
 Provide all indications necessary to operate the train.
 Determine continuously the Maximum Safe Speed (MSS) and Limit of
Movement Authority (LOMA) with ATP function.
 Train doors open indication on the correct side when the train is
docked if permitted by the ATP door release.
 Prevent the train from starting if train doors are not detected closed.

11.4.4. Unattended Train Operation (UTO)

In this mode, the train shall operate full driverless (without any crew member
onboard), it shall operate under the supervision and control of ATP function.
This shall be operated unmanned or with attendant under fully automated
conform to Grade of Automation 3 (GOA3) / Grade of Automation 4 (GOA4)
as defined in IEC 62290-12006.
The train shall be automatically driven by UTO sub-system under monitoring
& full control of OCC operator. On receipt of OCC operator’s start-up
command, ATS shall send wake up command to onboard ATC. Initialisation
of UTO operation after system start-up or recovery after a system failure
shall be without any manual intervention in the train or OCC operator’s
command. However, OCC operator can be able to stop/hold any operation
in the train in case of emergency, if required.
In this mode doors will be opened as well as closed automatically including
Platform Screen Door. This mode shall be available everywhere on the line
and the depot except for the workshop lines.

UTO mode shall be the normal mode of operation. Transit between UTO &

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/17
 Chapter11: Signaling & Train Control System

ATO/ATP/RM/ROS modes must be possible continuously and anywhere on

the running line and in the yards.

11.4.5. 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 direct line 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:
 Train movement control (Automatic Route setting, train dispatch, inter
station stop, platform/system hold & release dwell time, skip-stop, auto
crew/RS management etc.).
 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.
 Event & fault logging.
 System distinguishes between a train ready signal in ATP and a train
ready signal in ATP / ATO mode.

11.4.6. Automatic Train Reversal / Turn Back (ATB)

To minimize the turn back time at terminal and intermediate station, Automatic
Turn Back mode (Cycle mode/Sequence mode) is introduced to automatically
operate more than one route one after the other in a sequential manner.
ATB function is a part of ATO/UTO mode function. At the terminal station or
intermediate station the train shall be operated automatically by the onboard
ATC to the turn back track and back to the terminal station without driver.

11.4.7. Restricted Mode (RM)/ Run of Site Mode (ROS)

This mode shall be available only when On Board ATC in operation. If the On-
Board ATC does not receive ATP information, train shall be manually driven
by driver using ATP (CBTC on board) with constant speed supervision. If train

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/17
 Chapter11: Signaling & Train Control System

speed is exceeded to 25 Km/h, On Board ATC shall apply the emergency

break. The On Board ATC give cab signal as soon as the train get ATP
information or train reach a track position where normal running can be
resumed. RM mode shall be operated in depot.

11.4.8. Cut Off Mode

This mode shall used in case of On Board ATC failure. In this mode, the train
speed is controlled entirely by the Train Operator in accordance with line side
signals and verbal instruction from controller. The rolling stock provides
equipment that limits speed less than 25 Kmph. If safety cut out switch is
handled, On Board ATC power supply is shut down.

11.4.9. Computer Based Interlocking System(CBI)

The entire line including turn back track, transfer track, sidings will be
equipped with CBI system for operation of points & 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 CBI system is used for controlling vehicle movements into or out of
stations automatically from a workstation. Interlocking stations having points
and crossings will be provided with workstations for local control. Track
occupancy, point position, etc. will be clearly indicated on the workstation. It
will be possible to operate the workstation locally, if the central control hands
over the operation to the local station. The interlocking system design will be
based on fail-safe principle.
The equipment will withstand tough environmental conditions encountered in
a Mass 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 axle counters, relays, point
operating machines, power supply etc.

11.4.10. Track Vacancy Detection

Primary mode of track vacancy detection system on main line shall be through
Radio and secondary detection can be through Axle Counter.
The Axle counters have been used in vital train detection schemes on a large
scale in Europe and outside of Europe. Also, an Axle counter is a cost-
effective alternative to track circuits when applied correctly and are available
from several manufacturers. In view of advantages of Axle counter, the track
detection system by Axle Counter is recommended for secondary detection
system.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/17
 Chapter11: Signaling & Train Control System

Axle counter is used to detect the track occupancy and to count the number
of axles and which train detection is discontinuously performed. It is not
affected by weather conditions, and achieves reliable train detection. It
interfaces with interlocking system in order to respond to functional errors on
the basis of self-diagnosis as well as to transmit the information.
The axle counter consists of the following equipment: -
 Detection Point (or counting head)
 Evaluator

11.4.11. Wayside Signals

Multi Aspect Color Light (LED) type Line side signals shall be installed on the
Main Line at stations with point & crossing for point protection catering for
bidirectional working & depot entry / exit.

11.4.12. Cab Signaling

Cab signaling is a railway safety system that communicates track status

information to the cab, crew compartment or driver's compartment of a train.
The train driver can see the information continuously. The DMI (Driver
Machine Interface Display) is the device that displays driving information in
the driver cab. Information is transmitted by the wayside radio equipment to
on board Radio equipment & vice versa. The data is computed by the on-
board equipment and displayed on a screen on DMI for monitoring/controlling
the running of train.

Vital information concerning the safe working of the train is displayed directly
in the driving cab on the DMI. The DMI displays:
 Brake details: distance to first brake application.
 Speed information: current train speed, permitted speed, target
speed on circular speed gauge with speed pointer preferably with
disguise color.
 Auxiliary driving information: state of brakes (service brake,
emergency brake), state of the connection between the on-board and
the track side equipment.
The DMI is also the interface between the driver and the on-board
equipment to get driver information, train characteristics or request for
shunting operation.

11.4.13. Point Machines

Non-Trailable Electrical Point Machine capable of operating with 3-phase, 50

Hz. 380V AC will be used on main line and the depot point machine will be

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/17
 Chapter11: Signaling & Train Control System

trailable type electrical point machine capable of operating with either 3

phase, 50 Hz. 380V AC or 110V DC.

11.4.14. Train Depot: Signaling

All depot lines except the workshop area 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. Track vacancy detection using
Radio & Axle Counter will be used in the depot as well.
The Depot shall be equipped with all mode of train operation including UTO
mode except depot workshop line. The trains shall be controlled from DCC
and OCC as well.
A test track with similar Signaling and Train control system as adopted in Main
Line shall be provided at Depot.

11.5. SIGNALLING MODE OF OPERATION

There are six signaling modes of operation which shall be available but only
one single signaling mode shall be active at any one instant of time. These five
Modes are mentioned as under:-
a) Restricted Manual (RM) Mode for Depot.
b) Automatic Train Protection (ATP) Mode
c) Automatic Train Operation (ATO) Mode
d) Unattended Train Operation (UTO) Mode
e) Run on Sight Mode (ROS) Mode
f) Automatic Train Reversal / Turn Back (ATB) Mode

11.6. HALF HEIGHT INTEGRATED PLATFORM GATE (PG)

The Integrated Platform Gate system shall provide a barrier between the
track and the platform accessible to passengers. The system shall improve
the safety of passengers by isolating the platforms from the track unless
there is a train stopped at its correct position. PG system shall be around 1.5
Metre heights and it shall consist of sets of bi-parting doors installed along
the full length of platform.
The PG system shall comprise Automatic Sliding Gates (PGs), Platform End
Doors (PEDs), Emergency Escape Doors (EEDs) and Fixed Screens (FSS)
to form a barrier along the edge of the platform adjacent to the track.
Platform Gates shall correspond to the location of each of the train doors
when the train has berthed at its correct position. Each platform end shall be
closed by a Platform End Door. The remaining portion of PG facade shall be

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/17
 Chapter11: Signaling & Train Control System

provided with manually openable Emergency Escape Doors and Fixed

Screens.
The PG system shall be integrated with structure and architecture of the
station and operationally with Signaling System as well as Rolling stock
System. The interface between Signaling System and PG shall be designed
to fail safe signaling standards and according to relevant International
standard. All vital control and detection circuits of PG system shall be double
cut.
Opening and closing of PG and Train doors shall be synchronous. Train
movement should not be permitted until it is confirmed that both Train doors
and Platform Gates are properly closed. The PG shall be quiet in operation
and all the elements of the PG installations (fixed and moving) shall be
sufficiently rigid to avoid generation of noise by panel excitation.

11.7. Display of CCTV images from Train to OCC

For monitoring of train saloons, there shall be provision at OCC for displaying
live video streams for the onboard CCTV cameras on each train as selected
by the OCC operator on large video screen & MMIs. Onboard camera shall
be provided by rolling stock, Signaling shall provide the radio infrastructure
for transmission of CCTV live stream from train to OCC through use of one of
the available ISM band (preferably 5.8 GHz band) frequency. Data
transmission network of CCTV & CBTC shall be separate and redundancy in
radio units.
Provision shall be made for displaying a minimum of four live streams from a
train at OCC. Signaling shall also provide sufficient size large video screen
display and MMI at OCC as per requirement. Display shall be sufficient good
quality of operator to view required simultaneous live streams. However,
actual bandwidth requirement, number of live streams per train, size of large
video screen, etc. shall be finalized as per requirement during design stage.

11.8. CENTRALIZED TRAFFIC CONTROL (CTC)

The Metro operation shall be managed from the Central Traffic Control that
located in Operation control Centre (OCC) that is in charge of managing real
time traffic, safety of movement, rolling stock, on-board staffing, and work
maintenance. The primary objective of the OCC system is to operate the
train in UTO/ATO mode (in CBTC) and construct the routes of the trains from
the origin up to the destination automatically / manually under normal /
abnormal conditions, the OCC system will provide effectively alternatives to
minimize the delay of the train.

It supplies all the information required to the centralized traffic control

operator in order to check the normal operations of the trains. The OCC

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/17
 Chapter11: Signaling & Train Control System

system interfaces to the external systems (interlocking, Radio equipment,

SCADA, PIDS, PAS, etc.) to monitor and control the traffic and to ensure the
safe operations of trains.

The OCC system shall meet the following requirements:

 The systems and communication lines shall be in redundant
configuration and will ensure reliability and safety through continuous
operations of the system.
 The OCC is interfaced with signaling devices set along the track and
allow the operator to access different functionalities for traffic
management with a man-machine interface (MMI).
 MMI allows the command acquisition, alarms display, and the viewing
of control images.
 Each equipment units used for servers and industrial MMIs will be
suitable for the metro rail environment with high MTBF. The servers for
the OCC shall be self diagnostic and fault noticing functions.
 Operation during emergency situation can be planed through the back-
up CTC (BCC) when OCC is not functional.
 The suitable software for each operator workstation and server is
configured to achieve the convenience of the operation.

Operational Room at OCC shall monitor the train operations and control the
operations of train so that the trains can operate safely & efficiently. The
functions of the operating room will be supported by the LDP (Large Display
Panel), and Workstations for the operators. The LDP in the operating room
shows the entire track line of the Metro Rail in real-time so as to monitor it any
time.

11.9. FALL- BACK BLOCK WORKING SYSTEM

A Fall-Back block working system shall be used by using secondary detection

(axle counters) & Track Side Signals in case of failure of CBTC System or
wayside communication link become unavailable.

The Fall-Back Block working system shall follow fixed block working, it can
temporarily be worked to maintain safety and smooth operation with the help
of Line Side Signals provided at each station / interlocking. When the Fall-
Back Block working system is operated, it is necessary to check no other
trains exist in the protection area to keep safety operation at first on priority.

11.10. ROOMS for SIGNALLING at OCC & STATIONS

The OCC is composed of several rooms that have specific functions. In a basic

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/17
 Chapter11: Signaling & Train Control System

configuration, four rooms are directly concerned by the Signalling System: the
Operation Room, the Central Signaling Equipment room, the maintenance
room and power supply room.
A) Operation Room:

The Operational Room is the place from where the operators can monitor
and control the traffic on the Line, using dedicated workstations and Direct
Line large projection Display.

B) Central Signalling Equipment Room

This room includes all equipment managing the Signalling System

included in the OCC control area.

As per site requirement, additional devices (other than signaling i.e

Telecom and AFC System) can be considered in the Central signalling
room. Also, this room shall be available at Central location as well as
interlocking stations (SER, Station Equipment Room).

C) Maintenance room

All signalling devices information and technical alarms are displayed on

workstations and manual or automatic commands are possible from these
workstations. This room shall be available at Central location as well as
interlocking stations.

D) Power supply room

The room contains Uninterrupted Power Supply (UPS) necessary for the
signaling technical room, the maintenance room and the operation room.
The power supply arrangement is designed in order to provide
uninterrupted power in case of general power breakdown. It includes all
the equipment that provides power supply for OCC rooms (Signaling,
Telecom, AFC equipments). UPS room should be available adjacent to
Signalling Equipment rooms at Stations and OCC. UPS room shall be
available at Central location at all stations.
The minimum surface areas required for each room at stations are:
 The signaling technical room: 40m2
 The maintenance room : 30m2
 The power supply room : 50m2
At the OCC, BCC and the Depot, the areas required shall be as per final
configuration of the equipment and network configuration keeping space for
further expansion.

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/17
 Chapter11: Signaling & Train Control System

11.11. BACK UP OF THE OCC (BCC)

In order to decrease the risks of disruption due to a local disaster such as

fire, flood, building collapse, etc., a Main CTC (OCC) and a fall back CTC
(BCC) shall be provided & both shall be located in different areas.
The OCC may be located at terminal station inside the premises of the
station or in Depot. The BCC could be located around other terminal station /
locations / Depot. The BCC shall be similar to OCC, and also, BCC shall
provide full redundancies of all systems and communications.
 The OCC is normally on-line and used by the Operators to control the
Metro Line traffic. Operation & Maintenance Control.
 The BCC is normally off-line. It will be used to control the Line only in
case the OCC is accidentally unavailable. Besides this BCC being
normally off-line, will be also available for other purposes such as
training, testing, replay without disturbing the live traffic.

11.12. POWER SUPPLY

Uninterrupted Power Supply provision is must for the Signalling System to

have high availability. The concept of the power supply system is of immense
importance, because the availability of the Signalling System entirely
depends on its power supply.
All devices along the line are computerized devices and therefore need to be
fed with low-voltage power supply. The low-voltage power supply shall be
designed in a way to ensure the quality and reliability of the supply to all
components of the Signalling System. The Uninterrupted Power Supply
System shall have sufficient backup time and in built redundancies to ensure
very high of Availability and reliability.
The solutions that are usually implemented on metro rail include:
 Redundancy of mains feeder (delivery from multiple cables/sources),
 Back-up of the AC supply by means of uninterrupted power supplies
and associated batteries,
 Batteries capacity based on system consumption and autonomy with
Back-up time requirements.
 Architecture and dimension of the system allowing failures and/or
maintenance without service disruption (possibility to switch off one or
several converters or other modules without impact).

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/17
 Chapter11: Signaling & Train Control System

The Uninterrupted Power Supply system shall be designed for use of

Signalling equipments, Telecom equipments, AFC equipment & PSD
equipments as per requirement.

11.13. STANDARDS

The following standards will be adopted with regard to the Signalling system.
Table 11.1

Description Standards

Train Protection system shall be based on CBTC

Train protection (Communication based Train Control) System. The
system system architecture shall provide in redundancy. The
system will conform to IEEE 1474 standards.
Computer based Interlocking adopted for station having
switches and crossing. All related equipment as far as
Interlocking possible will be centralised in the equipment room at
the station. The depot shall be interlocked except for
lines mainly used for workshop lines etc.
Moving Block working concept may be followed in
Block Working CBTC System and Fixed Block working in failure of
CBTC system.
The system shall be capable of Unattended Train
Default Mode of
Operation (UTO), however, the mode of operation may
Operation
be decided / finalized by metro at detail design stage.
Maximum Safe
90 Km/h
Speed of Operation
Grade of
GOA4 (UTO) / GOA3 (DTO)
Automation
Non-Trailable Electrical Point Machine capable of
operating with 3-phase, 50 Hz. 380V AC will be used on
main line and the depot point machine will be trailable/
Operation of Points
non -trailable type electrical point machine capable of
operating with either 3 phase, 50 Hz. 380V AC or 110V
DC.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/17
 Chapter11: Signaling & Train Control System

Description Standards

Primary mode for track vacancy detection system on

Track Vacancy main line and in depot (except workshop line) may be
Detection System through radio (CBTC System) and secondary detection
it may be through Axle Counter.
Signals at Stations
Line Side signals to protect the points (switches). LED
with point &
type signals for reliability and less maintenance cost.
crossings
Uninterrupted
Uninterrupted Power Supply System is Common for
power Supply at
Signalling, Telecommunications, AFC and PSD
stations as well as
systems.
for OCC
Automatic Train Supervision system. Movement of all
trains to be logged on to a central computer and
Train Describer displayed on workstations in the Operational Control
System Centre and at the SCR. Remote control of stations from
the OCC. The system architecture shall provide in
redundancy.
Fall Back CTC Backup OCC (BCC)
Platform Gate Integrated Platform Gate System

On board CCTV Display of CCTV images from Train to OCC on Large

Stream Video Screen and MMIs

Outdoor cables will be steel armoured as far as

Cables
possible.
SIL-4 safety levels as per CENELEC standard for
Fail Safe Principles
Signal and Train Control System.
All data transmission on telecom cables/OFC/Radio. All
Immunity to Signalling and telecom cables will be separated from
External Interface. power cables as per standard. CENELEC standards to
be implemented for EMC.
Train Working Running on site with line side signal with speed
under emergency automatically restricted between 15-25 Kmph.

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/17
 Chapter11: Signaling & Train Control System

Description Standards

Environmental
Air-conditioners for all equipment rooms.
Conditions
Philosophy of continuous monitoring of system status
and preventive & corrective maintenance of Signalling
Maintenance equipment shall be followed. Card / module / sub-
philosophy system level replacement shall be done in the field and
repairs under taken in the central laboratory/
manufacturer’s premises.

11.14. SPACE REQUIREMENT FOR SIGNALLING INSTALLATIONS

Adequate space for proper installations of all Signaling equipment and

Platform screen doors 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 Interlocking stations for Signalling Equipment Room
shall be generally 40 sqm. For UPS Room (common for Signalling,
Telecommunication, AFC and PSD systems) at all stations, the area required
shall be approximately minimum 50 sqm.
At Non-interlocking stations, Signaling & PSD Equipments shall be installed in
the Telecommunication Equipment Room (TER) available at the station.
At the OCC and the Depot, the areas required shall be as per the final
configuration of the equipment and network configuration keeping space for
further expansion.

11.15. MAINTENANCE PHILOSOPHY FOR SIGNALLING SYSTEMS

The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signalling and Telecommunication equipment shall
be followed. Card / module / sub-system level replacement shall be done in
the field. Maintenance personnel shall be suitably placed at intervals and they
shall be trained in multidisciplinary skills. Each team shall be equipped with a
fully equipped transport vehicle for effectively carrying out the maintenance
from station to station.

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/17
 Chapter11: Signaling & Train Control System

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 equipment 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/17
 Chapter12: Telecom & AFC System

CHAPTER 12

TELECOMMUNICATION & AUTOMATIC FARE COLLECTION SYSTEMS

12.0 TELECOMMUNICATION SYSTEM

12.1. INTRODUCTION:

The Telecommunication system acts as the communication backbone for

Signaling 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 operation of trains:
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:
 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 Ethernet & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their
Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains
and from Central Control to each station, Integrated Passenger

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/27
 Chapter12: Telecom & AFC System

Announcement System
 Train Traffic Control, Maintenance Control, Emergency Control,
Assistance to Train Traffic Control.
 Data Channels for Signalling, SCADA, Automatic Fare Collection
 Power Supply of Telecommunications, and
 Cables for Telecommunications etc.

12.3. TELECOMMUNICATION SYSTEM AND TRANSMISSION MEDIA

12.3.1. Fibre Optic System (FOTS) - Main Telecommunication Bearer

The main bearer of the bulk of the Telecommunication network is proposed

with optical fiber cable system. An OFC system shall provide a transmission
network of Voice, Data, Ethernet, Video, and Signals among all Stations,
Depot and OCC with sufficient transmission bandwidth to cater for the
operational need of Metro line. The size of the OFC will fully meet with the
applications need of the Metro line and commercial exploitation of the
Telecommunication Network of Metro line. A minimum 96 / or 144 Fibers
optical fiber cable with redundancy (cable on both side of track) is proposed to
be laid. The optical fiber cable shall provide common transmission backbone
network for Telecom and other systems which are formed by the two outdoor
single mode optical fiber cables, one laying along the up-track and other one
along the down-track. Additional 144 fiber optical fiber cables may be laid
along track as per present commercial requirement for revenue.

12.3.2. Gigabit Ethernet Network (WAN)

A totally IP Based High Capacity, highly reliable and fault tolerant, MPLS
Ethernet Network shall be provided. IP network shall have important data
therefore Ethernet requires high reliability. Considering the rapidly increased
demand during the operation for top-level backbone network 10Gbps
Equipment is proposed. The communications network shall be configured as
LAN and WAN – LAN shall be responsible for train operations and
maintenance tasks within each passenger station and WAN shall be
responsible for mutual communications between the stations and between
depot and the central computer system. To maximize the reliability and
survivability, each equipment and transmission line are configured as a dual
system.
Redundant Layer-3, Layer-2 switches and Routers at each station, depot &
OCC shall be provided to meet requirement of other Telecom systems (like
CCTV, AFC system, maintenance management system and Wi-Fi network
at station, PA, Clock, PIDS , Telephone System, SCADA etc) and to support
comparatively unimportant facilities for the operation.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/27
 Chapter12: Telecom & AFC System

Layer-3 Core switch at OCC shall be provided to cover all requirements for
Centralized Management and Control facility of all equipment used in line.
Data lines of sufficient quantity and bandwidth shall be provided to other
systems between Central Terminal Unit and Remote Terminal Unit.

12.4. 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. Alternatively, only for non-operational
(other than Direct Line Communication) a separate IP Based Phone System
can be implemented.

12.5. 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 5 sites
with rooftop towers with Base Stations and minimum 3 base station for
coverage in U/G feeding LCX cable with repeaters shall be required along the
proposed Corridor-1 i.e Sarthana to Dream City and Tentatively minimum 5

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/27
 Chapter12: Telecom & AFC System

sites with rooftop towers with Base Stations shall be required along the
proposed Corridor-2 i.e. from Bheshan to Saroli of Surat Metro Rail corridors.

12.6. PASSENGER ANNOUNCEMENT SYSTEM (PAS)

The PAS shall be provided to broadcast voice messages to passengers /staff

in all stations/ Depot from the locally as well as from OCC. It includes a
network of amplifier and speakers linked to the station. The system capable of
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.

The PAS and Passenger Information Display System (PIDS) shall be

coordinated automatically to provide real time passenger audio broadcast and
visual information at each station. Live audio broadcast relating to emergency,
fire and evacuation messages from OCC and Station Control Room shall be
recorded in the Centralised digital recording system at OCC. FOTS WAN
network shall be used for transportation of data from Station/Depot to OCC
vice versa.
12.7. PASSENGER INFORMATION DISPLAY SYSTEM (PIDS)

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.

12.8. CENTRALIZED 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/27
 Chapter12: Telecom & AFC System

12.9. 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 end to end IP based Full HD IP cameras using
backbone of FOTS WAN network and shall consist of a mix of Fixed Cameras
and Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall be extended /located at
areas where monitoring for security, safety and crowd control purpose is
necessary. All Videos shall be extended at Video Wall located at security
control room at OCC.

Intelligent Video Analytic (Track protections, abandoned object detection,

Perimeter protection, Movement detection, Platform track protection from
falling object, Camera Tempering, Overcrowding / Consation detection,
Excessive Queuing, Rule based detection, Face detection & tracking features
etc) shall be provided in cameras of specific locations like Platforms,
Vulnerable locations, etc. Alarm shall be generated and relevant data and
video shall be transfer to OCC/Stations/Security Rooms through optical fiber
network.

12.10. 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
provide the Access only to the Authorized Personnel in operational rooms and
shall not allow the same Card for Travel in metro. The System Shall be
controlled and monitored centrally from the OCC.

12.11. 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/27
 Chapter12: Telecom & AFC System

12.12. TECHNOLOGY

The Technologies proposed to be adopted for Telecommunication systems

are shown in Table below:
Table 12.1 TECHNOLOGIES FOR TELECOMMUNICATION SYSTEMS

System Standards
 Transmission Optical Fibre system as the main bearer for bulk of the
Media Telecommunication network
PABX of minimum 30 ports is to be provided at all
 Telephone
Stations, an Exchange of 60 Ports to be provided at
Exchange
Terminal Station
Digital Train radio (TETRA) communication between
 Train Radio
motorman of moving cars, stations, maintenance
System
personnel and central control.
LED based boards with adequate visibility on Elevated
 Train
and LED Panels in concourse to be provided at
Destination
convenient location at all stations to provide bilingual
Indicator
visual indication of the status of the running trains, and
System
also special messages in emergencies.
Accurate display of time through a synchronization
 Centralized system of slave clocks driven from a GPS master clock
clock System at the OCC and sub – master clock in station. This
shall also be used for synchronization other systems.
 Passenger Passenger Announcement System covering all
Announceme platform and concourse areas with local as well as
nt System Central Announcement.
 Redundancy Redundancy on Radio’s in the Base Stations,
(Major Path Redundancy for Optical Fibre Cable by
System) provisioning in ring configuration.
 Environmenta
All equipment rooms to be air-conditioned.
l Conditions
System to have, as far as possible, automatic switching
 Maintenance
facility to alternate routes/circuits in the event of failure.
Philosophy
Philosophy of preventive checks of maintenance to be

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/27
 Chapter12: Telecom & AFC System

System Standards
followed. System networked with NMS for diagnosing
faults and co-ordination.
Card/module level replacement shall be done in the
field and repairs undertaken in the central
laboratory/manufacture's premises.

12.13. Space Requirement for Telecom Installations

Adequate space for proper installations of all Telecommunication equipment

at each 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
Telecommunication equipments shall be approximately 40 sqm. The
Telecommunication Room shall be used for Signaling, Telecommunication,
AFC & PSD systems equipments at non- interlocking stations. In interlocking
station, Telecommunication Room shall be used for Telecommunication, AFC
& PSD systems equipments. Uninterrupted Power Supply (UPS) System shall
be common for Signaling, Telecommunication, AFC & PSD systems
equipments at input stage and installed in UPS room at every station, depot
and OCC which is approximately 50 sqm at station. 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.

12.14. Maintenance Philosophy for Telecom Systems

The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signaling and Telecommunication equipments shall
be followed. Card / module / 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/27
 Chapter12: Telecom & AFC System

AUTOMATIC FARE COLLECTION

12.15. Introduction

Metro System handles 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, amendable for quick fare changes and require overall
less manpower. In view of the above computer based automatic fare collection
system is proposed. Seamless ticketing is now being thought of for Surat
Metro Rail.
Automatic Fare Collection system is recommended to be adopted as this will
enable the commuters to travel hassle free by different modes of transport viz.
Metro, suburban trains, buses, water transport (whenever introduced) and
even taxies without purchasing multiple tickets for each mode separately.
Automatic fare collection systems have the following advantages:
1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by
control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.
7. System has multi operator capabilities. Same Smart Card can be
used for other applications also.
8. AFC systems are the world wide accepted systems for Metro
environment.
The proposed AFC system shall be of Contactless Smart Token / Card type.
For multiple journeys, the stored value smart card shall be utilized and for
the single journey, the smart media shall be as utilized as contactless smart
token. The equipments for the same shall be provided at each station
counter / booking offices and at convenient locations and will be connected
to a local area network with a computer in the Station Master’s room.
Equipment and installation cost of Contactless Smart Card / Token based
AFC system is similar to magnetic ticket based AFC system, but Contactless
system proves cheaper due to reduced maintenance, less wear and tear
and less prone to dusty environment.
It is proposed, the smart NCMC (National Common Mobility card) standard
model for implementation of AFC system in Surat Metro. The AFC system
as per the guidelines issued by Govt of India shall enable seamless travel by

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/27
 Chapter12: Telecom & AFC System

different metros and other transport systems across the city besides retail
shopping and purchases.
The AFC system shall support the EMV (Europay, MasterCard, and Visa)
and RuPay based open loop ticketing following the NCMC standard model
for interoperability with other operators by use of non-proprietary standard
so that the interface is scalable to other networks (transit operator/ retail
outlets/parking/Toll etc) in Surat. The AFC equipments shall support EMV,
RuPay, QR, NFC (Near field communication) based ticketing, integration of
clearing house, smart card host system of Financial Institutions and
integration of mobile application with AFC system.
12.16. Gate

Retractable Flap Type/Paddle Type Control Gates are proposed which offer
high throughput, require less maintenance and are latest in modern systems
internationally. All these gates will have a functionality of Auto Top on smart
cards in case balance goes below the threshold value (as per choice /
business rule).
The gate should also capable to NFC enabled Mobile Tickets or any latest
type of Ticket media at the time of procurement/installation. The AFC system
shall provide access control solutions, offering both access control devised
and hardware which can be tailored to accept any ticket media readily
available in market (Barcode, QR code, NFC etc).
12.16.1. Gate Function

a) Gate arrays shall be the normal-means of controlling entry to and

exit from the paid areas. Control shall be by means of actuating a
physical barrier on recognition of a valid ticket or card by the gate.
The barrier may be a bi-parting leaves, centre flaps, end flaps
or other configuration however the use of tripod or turnstile type
gates is not acceptable. The gate shall be capable of operating
either in normally open or normally closed mode.
b) Where required, barriers shall be provided to separate paid
and unpaid areas of the concourse. The barriers shall meet local
public safety requirements and be aesthetically merged with station
engineering.
12.16.2. Features

a) Power Failure - In the event of a total power failure to the gates, the
gates shall open to allow unrestricted user access. All latch gates
shall automatically unlatch where electric locks are installed.
b) Concourse Emergency Mode - All AFC gates shall open whenever
the Concourse Operating Mode is in emergency. An Emergency

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/27
 Chapter12: Telecom & AFC System

Push Button independent of the SC shall be provided in each Excess

Fare Office.
c) Ergonomics - The engineering of the gate arrays should be such
that the passenger uses reader placed on the right hand side while
passing through the gate. The display and Contact less Smart Card
(CSC) reader associated with each gate shall be grouped such that
they bias the passenger towards the aisle through which the
passenger should pass.

12.16.3. Types of Gates

(a). Passenger Entry Gate: - The Passenger Entry Gate shall control
the entry of passengers into the paid area by validating the fare
media.
(b). Passenger Exit Gate: - The Passenger Exit Gate shall control the
exit from the paid area by validating the fare media.
(c). Passenger Reversible Gate: - The Passenger Reversible Gate
shall combine the features of the Entry and Exit gates. It shall be
capable of being switched by the Station Computer from entry
mode to exit mode and vice-versa depending on the operational
requirements of passenger flow. Reversible Gates shall also
function automatically, based on the side from where the
Passenger approaches first.
(d). Staff / Emergency Gate: - Normally situated adjacent to the
Excess fare Office and kept open during emergency situations.
12.16.4. Spacing

Spacing for passenger gates shall be based generally on the following

dimensional criteria:
a) Gate Centre spacing: - Standard gates 880mm
b) Aisle width: - Standard gates 465 - 580mm

12.16.5. Gate Enclosure

a) The gate enclosure shall be fabricated of stainless steel. The gate

shall be finished to conform to the architectural requirements of the
station.
b) The degree of protection provided by the enclosure against dust,
splashing, intrusion of foreign objects shall meet or exceed the
standard IP54 (IP43 for token acceptor slot, if any), as defined by
British Standards.

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/27
 Chapter12: Telecom & AFC System

12.16.6. Tail Gating Prevention:

Minimum distance for detection shall be less than 20 cm and methodology

shall be in accordance with that being used in AFC operations.
12.17. Ticket Vending Machine (TVM)

The TVM should provide the convenience for the passengers to procure ticket
on their own, without the need to queue at the ticket sale counter.
At all stations, Passenger Operated Ticket Vending Machines (Automatic
Ticket Vending Machines) are proposed. The TVM’s 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)
12.17.1. Function

a) Enable passengers to purchase tickets for journey.

b) The touch-point including the screen interface should be
customizable in terms of the text, graphics and video. It should be
able to support the promotion of any preferred products.
c) The machines shall accept payment in the form of bank notes, coins
and credit / debit cards and shall interact with the passengers via a
touch screen display and receipt printer.
d) A reject button shall be provided to enable a passenger to abort a
transaction before a token issue cycle has commenced.
e) The bank note reader shall accept notes inserted in any orientation
(any way up or round) and change shall be provided via a
combination of note and coin re-circulating mechanism, which
minimises the number of times the station staffs need to replenish
the machines with change.
12.17.2. Physical

The TVM’s hardware and peripherals should come equipped with durable
housing. It shall be made from stainless steel and shall be freestanding or
recessed into the walls of the TVM rooms as required by the station
architecture. Separate tamper-proof coin boxes and note vaults shall be
provided.

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/27
 Chapter12: Telecom & AFC System

Minimum 2 TVM machines shall be provided at every entry to station to

dispense journey ticket.

12.18. Types of Ticket

(a) The system shall provide, or be capable of processing, the following

types of ticket:
 Single Journey Ticket (SJT)
 Daily Pass
 Staff/Employee Pass (EP)
 Stored Value (SV) (at least 16 configurable types)
 Period Pass (PP)
(b) Each ticket type shall be capable of being associated with at least
four fare tables (One full fare and two concession fares).
12.18.1. Ticket Media

(a) CSC (for Stored Value, Employees Pass etc.)

Contactless media shall be to ISO/IEC 14443 & ISO 18092 standard
(minimum EAL4 Security Criteria for CSC) and also to support common
mobility card specifications of Ministry of Urban Development (GOI).
The system must support minimum standard & specification for CSC &
devices and recommendations to be used for the implementation of
National Common Mobility program in the multimodal and multi
operator environment within the practical limits of transport.

(b) Other Media (for Single Journey Tickets)

Media for Single Journey Tickets shall be determined at design stage,
which can be a token. Choice of SJT media shall take financial and
usage constraints into account.

12.18.2. 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.

12.18.3. Recharge Card Terminal Machine (RCTM)

RCTM will be used to recharge the Card using Credit Card /Debit card /Pre
Paid card as well as bank Note

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/27
 Chapter12: Telecom & AFC System

12.19. Security

12.19.1. Revenue Protection

The AFC machines shall resist tampering by either passengers or

unauthorized staff.

12.19.2. Revenue Security

(a) The AFC machines and system shall provide a complete audit trail of
all transactions, transfers of cash and other payments.
(b) Cash handling equipment and systems shall be an integral part of the
audit trail.
(c) Data & Revenue Security shall be ensured by a Key Management
System (KMS) which needs to issue a Hardware SAM for each AFC
equipment in use in the system. The SAM shall be used to
authenticate the equipment and the transaction integrity.

12.19.3. Data Security

(a) In the event the SC fails, each item of equipment shall be able to
operate autonomously without loss of data.

(b) Security of communications between the AFC equipment, SC and

CC system shall ensure no loss of data in transmission.

12.20. Station Computer (SC)

a) Station Computer (SC) enables the overall control and monitoring

of each item of AFC equipment within the station and transfer of
data to the Central Computer (CC).
b) The SC shall include the power and data communication links
to each item of AFC equipment and CC system interface.
c) It shall enable printing of reports at stations. The reports shall
include accounting and statistical information. It shall include any
other reports required for AFC operation.
d) The SC shall be able to download data to the AFC machines
individually or as groups.
e) The SC shall receive maintenance data from AFC equipment and
transmit the same to CC for monitoring and use of the same as an
effective maintenance tool.
f) The SC shall be able to monitor certain critical functions of the AFC

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/27
 Chapter12: Telecom & AFC System

system and collect data for warnings and alarms.

g) If there is loss of communication between the SC and AFC
equipment (Gates, TOM etc.) then the equipment shall operate in
stand-alone mode utilizing the most recent data from the SC. AFC
equipment (Gates, TOM etc.) shall store data up to seven days for
transmission when SC communication is restored.
h) In the event of loss of communication with the CC the SC shall
utilize the most recent operational data received from the CC and
shall be capable of storing at least thirty days of transaction data.

12.20.1. Equipment Control

The normal method of control of the equipment shall be by the SC. The SC
shall enable all AFC equipment control (put in service, taken out of service
and initiated etc.) without the requirement for communication with the CC.

12.21. Central Computer System

Central Computer System shall be redundant configuration and placed at

OCC. It is connected to Station Computer and equipments via redundant
secured link provided in Telecom Chapter.
a) The Central Computer System (CC) shall collect and analyze
information received from the station computers. It shall produce
network-wide revenue and traffic data and monitor the performance of
all AFC equipment.
b) A Central Computer (CC) System shall generate the necessary
management reports from the CST, CSC and transaction information
received from the Station Computer Systems..
c) The CC shall hold and download CST and CSC parameters,
Configuration Data (CD), AFC device software and fare table
information to each SC from where they shall be distributed to the
station AFC equipment.
d) The CC shall automatically collate all CST, CSC and usage data (UD)
from the SC to provide accurate audit and traffic statistics for the line.
e) The CC shall be located in a dedicated computer room in the
Administration Building or Operations Control Centre.
f) The CC shall maintain a blacklist of invalid tickets. Blacklisted tickets
shall be rejected by the AFC Gates.
g) The CC shall support a Fare Table with adequate number of stations.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/27
 Chapter12: Telecom & AFC System

12.22. CENTRAL CLEARING HOUSE SYSTEM (CCHS)

The CCHS system shall be installed at OCC for sharing revenue between
different operators. The Central Clearing House System (CCHS) shall handle
all transactions for multiple applications and seamlessly integrate AFC
System with different operators. The CCHS shall have all the functionalities
required, thereof, for clearing and settlement between different registered
Operators.
The CC should be able to interface with Central clearing house system
(CCHS). The CCHS system already installed & working for other metro rail
may be used for Surat Metro Rail requirement, which may be decided at the
detailed design stage.

12.23. AFC Equipment Requirement

The AFC equipment required at various locations of Surat Metro Corridor 1

(Sarthana to Dream City) and Corridor 2 (Bheshan to Saroli) are tabulated at
Annexure 1 & Annexure 2 for projection years 2021, 2026, 2036, 2046.
However, the exact number and type shall depend on the final station layout
and traffic being catered to.
12.24. Standards:

The standard proposed for AFC systems are as under:

Table 12.2

Standards Description
Fare media a) Contactless Smart Token – For single journey. Token
are captured at the exit gate.
b) Contactless Smart Card – For multiple journeys.
Contactless readers shall be as per ISO 14443
standards.
The system should also capable to NFC enabled
Mobile Tickets(ISO 18092 or equivalent) or any latest
type of Ticket media(Barcode, QR code etc)
Gates Computer controlled retractable flap type automatic gates
at entry and exit. There will be following types of gates :
- Entry
- Exit

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/27
 Chapter12: Telecom & AFC System

Standards Description
- Reversible
The System shall support the EMV and RuPay based
open loop ticketing following the NCMC standard
model for interoperability.

Station All the Fare Collection Equipment shall be connected in a

computer, local area network with a station server controlling the
central computer activities of all the machines. The station servers will be
and AFC linked to the AFC central computer situated in the
Network operational control center through the optic fiber
communication channels. The centralized control of the
system shall provide real time data of earnings,
passenger flow analysis, blacklisting of specified cards
etc.
Ticket office Manned Ticked Office Machines shall be installed in the
machine (TOM/ station for selling cards / token to the passengers.
EFO) Also TVM’s shall be provided for Automatic Ticket
Vending.
Ticket Readers Ticket Reader shall be installed near EFO for passengers
to check information stored in the token / cards.
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
terminal machine note/debit card/credit card/pre paid card
UPS Common UPS of S&T system will be utilized.

Maintenance Being fully Contactless system, manpower requirement

philosophy for maintenance is much less compared to system with
magnetic tickets. However, adequate facilities to be
provided similar to that of S & T systems.

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/27
 Chapter12: Telecom & AFC System

12.25. Integration of AFC with other Lines and Modes of Transport:

In Surat, different mode of transport are being constructed and operated by

different operators. In view of passenger convenience and operational
efficiency, it is proposed that AFC for different metro lines should be
integrated and smart card based fare products should be inter-operable. AFC
system shall take into account revenue sharing mechanism among different
operators based on journeys performed at each system. The single ride
tickets (tokens) may not be inter-operable and may be limited to each
operators system.
The proposed AFC system shall provide interfaces to other operators such as
Suburban Rail, Bus, Waterway, Parking, Toll etc so that these systems may
also be integrated with common smart card based fare products. This will
facilitate the passengers as they need not carry different cards for different
applications.

Fig 12.1 Entry/Exit Gates

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/27
 Chapter12: Telecom & AFC System

Fig 12.2: Ticket Office Machine

Fig 12.3: Ticket vending machine

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/27
 Chapter12: Telecom & AFC System

Fig. 12.4 Ticket Reader/Add Value Machine

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/27
 Chapter12: Telecom & AFC System

Annexure 1
AFC Equipments for Surat Metro Corridor-1 from Sarthana to Dream City (Projection for 2021)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Dream City 93 58 2 1 2 2 2 2 4 2 2
2 Convention Center 27 27 1 1 2 2 2 2 4 2 2
3 Bhimrad 26 63 1 1 2 2 2 2 4 2 2
4 Woman ITI 24 25 1 1 2 2 2 2 4 2 2
5 VIP Road 1490 1572 25 26 2 2 2 2 4 2 2
6 Althan Gam 510 544 9 9 2 2 2 2 4 2 2
7 AlthanTenament 489 451 8 8 2 2 2 2 4 2 2
8 Rupali Canal 303 378 5 6 2 2 2 2 4 2 2
9 Majura Gate 1571 1725 26 29 2 2 2 2 4 2 2
10 Kadarsha Ni Nal 403 294 7 5 2 2 2 2 4 2 2
11 Gandhi Baug 2256 2244 38 37 2 2 2 2 4 2 2
12 Maskati Hospital 402 655 7 11 2 2 2 2 4 2 2
13 Surat Railway Station 2125 1748 35 29 2 2 2 2 4 2 2
14 Central Warehouse 867 711 14 12 2 2 2 2 4 2 2
15 Labheshwar Chowk 1498 1019 25 17 2 2 2 2 4 2 2
16 Kapodra 1791 3740 30 62 2 2 2 2 4 2 2
Shri Swaminarayan Mandir
17 Kalakunj 980 922 16 15 2 2 2 2 4 2 2
18 VarchaChopati Garden 442 407 7 7 2 2 2 2 4 2 2
19 Nature Park 681 939 11 16 2 2 2 2 4 2 2
20 Sarthana 561 667 9 11 2 2 2 2 4 2 2
TOTAL 40 40 40 40 80 40 40

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-1 from Sarthana to Dream City (Projection for 2026)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Dream City 538 615 9 10 2 2 2 2 4 2 2
2 Convention Center 41 41 1 1 2 2 2 2 4 2 2
3 Bhimrad 39 90 1 2 2 2 2 2 4 2 2
4 Woman ITI 37 40 1 1 2 2 2 2 4 2 2
5 VIP Road 2264 2424 38 40 2 2 2 2 4 2 2
6 Althan Gam 755 847 13 14 2 2 2 2 4 2 2
7 AlthanTenament 922 803 15 13 2 2 2 2 4 2 2
8 Rupali Canal 503 738 8 12 2 2 2 2 4 2 2
9 Majura Gate 3024 3238 50 54 2 2 3 2 4 2 2
10 Kadarsha Ni Nal 935 716 16 12 2 2 2 2 4 2 2
11 Gandhi Baug 4920 4414 82 74 3 3 4 2 4 2 2
12 Maskati Hospital 849 1324 14 22 2 2 2 2 4 2 2
13 Surat Railway Station 3728 3463 62 58 2 2 3 2 4 2 2
14 Central Warehouse 1294 2872 22 48 2 2 2 2 4 2 2
15 Labheshwar Chowk 2108 1420 35 24 2 2 2 2 4 2 2
16 Kapodra 3335 3984 56 66 2 3 3 2 4 2 2
Shri Swaminarayan Mandir
17 Kalakunj 3609 3419 60 57 2 2 3 2 4 2 2
18 VarchaChopati Garden 1095 975 18 16 2 2 2 2 4 2 2
19 Nature Park 1736 1937 29 32 2 2 2 2 4 2 2
20 Sarthana 1719 1873 29 31 2 2 2 2 4 2 2
TOTAL 41 42 46 40 80 40 40

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-1 from Sarthana to Dream City (Projection for 2036)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Dream City 1746 2150 29 36 2 2 2 2 4 2 2
2 Convention Center 126 127 2 2 2 2 2 2 4 2 2
3 Bhimrad 116 266 2 4 2 2 2 2 4 2 2
4 Woman ITI 108 112 2 2 2 2 2 2 4 2 2
5 VIP Road 3925 3858 65 64 3 3 3 2 4 2 2
6 Althan Gam 1425 1582 24 26 2 2 2 2 4 2 2
7 AlthanTenament 1312 1153 22 19 2 2 2 2 4 2 2
8 Rupali Canal 1114 1038 19 17 2 2 2 2 4 2 2
9 Majura Gate 4351 3906 73 65 3 3 4 2 4 2 2
10 Kadarsha Ni Nal 1501 1212 25 20 2 2 2 2 4 2 2
11 Gandhi Baug 8387 7373 140 123 6 5 7 2 4 2 2
12 Maskati Hospital 1172 1432 20 24 2 2 2 2 4 2 2
13 Surat Railway Station 4311 6501 72 108 3 4 4 2 4 2 2
14 Central Warehouse 1710 1393 29 23 2 2 2 2 4 2 2
15 Labheshwar Chowk 2211 1433 37 24 2 2 2 2 4 2 2
16 Kapodra 5310 5750 89 96 4 4 4 2 4 2 2
Shri Swaminarayan Mandir
17 Kalakunj 4072 3357 68 56 3 2 3 2 4 2 2
18 VarchaChopati Garden 1669 1356 28 23 2 2 2 2 4 2 2
19 Nature Park 3547 3941 59 66 2 3 3 2 4 2 2
20 Sarthana 4331 4507 72 75 3 3 4 2 4 2 2
TOTAL 51 51 56 40 80 40 40

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-1 from Sarthana to Dream City (Projection for 2046)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Dream City 2384 3095 40 52 2 2 2 2 4 2 2
2 Convention Center 174 177 3 3 2 2 2 2 4 2 2
3 Bhimrad 174 382 3 6 2 2 2 2 4 2 2
4 Woman ITI 139 155 3 3 2 2 2 2 4 2 2
5 VIP Road 4685 5292 78 88 3 4 4 2 4 2 2
6 Althan Gam 1708 1955 28 33 2 2 2 2 4 2 2
7 AlthanTenament 1388 645 23 11 2 2 2 2 4 2 2
8 Rupali Canal 1672 1189 28 20 2 2 2 2 4 2 2
9 Majura Gate 5286 5805 88 97 4 4 4 2 4 2 2
10 Kadarsha Ni Nal 1808 1405 30 23 2 2 2 2 4 2 2
11 Gandhi Baug 9093 9805 152 163 6 7 8 2 4 2 2
12 Maskati Hospital 2161 1289 36 21 2 2 2 2 4 2 2
13 Surat Railway Station 5523 8336 92 139 4 6 5 2 4 2 2
14 Central Warehouse 2540 1644 42 27 2 2 2 2 4 2 2
15 Labheshwar Chowk 2320 1974 39 33 2 2 2 2 4 2 2
16 Kapodra 6377 4978 106 83 4 3 5 2 4 2 2
Shri Swaminarayan Mandir
17 Kalakunj 6220 3141 104 52 4 2 5 2 4 2 2
18 VarchaChopati Garden 2058 1449 34 24 2 2 2 2 4 2 2
19 Nature Park 4168 7225 69 120 3 5 3 2 4 2 2
20 Sarthana 6976 6920 116 115 5 5 6 2 4 2 2
TOTAL 57 60 64 40 80 40 40

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/27
 Chapter12: Telecom & AFC System

Annexure 2

AFC Equipments for Surat Metro Corridor-2 from Bheshan to Saroli (Projection for 2021)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Bheshan 57 87 1 2 2 2 2 2 4 2 2
2 Botanical Garden 187 190 3 3 2 2 2 2 4 2 2
3 UgatVaarigruh 492 436 8 7 2 2 2 2 4 2 2
4 Palanpur Road 326 423 5 7 2 2 2 2 4 2 2
5 L.P. Savani School 542 490 9 8 2 2 2 2 4 2 2
6 Performing Art Centre 273 241 5 4 2 2 2 2 4 2 2
7 Adajan Gam 301 278 5 5 2 2 2 2 4 2 2
8 Aquerium 452 373 8 6 2 2 2 2 4 2 2
9 Badri Narayan Temple 291 364 5 6 2 2 2 2 4 2 2
10 AthwaChopati 365 188 6 3 2 2 2 2 4 2 2
11 Majura Gate 1528 1429 25 24 2 2 2 2 4 2 2
12 Udhna Darwaja 1010 1218 17 20 2 2 2 2 4 2 2
13 Kamela Darwaja 1088 863 18 14 2 2 2 2 4 2 2
14 Anjana Farm 509 481 8 8 2 2 2 2 4 2 2
15 Model Town 489 801 8 13 2 2 2 2 4 2 2
16 Magob 2295 2230 38 37 2 2 2 2 4 2 2
17 Bharat Cancer Hospital 61 68 1 2 2 2 2 2 4 2 2
18 Saroli 3160 3265 53 54 2 2 3 2 4 2 2
TOTAL 36 36 37 36 72 36 36

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-2 from Bheshan to Saroli (Projection for 2026)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Bheshan 185 260 3 4 2 2 2 2 4 2 2
2 Botanical Garden 444 418 7 7 2 2 2 2 4 2 2
3 UgatVaarigruh 861 870 14 15 2 2 2 2 4 2 2
4 Palanpur Road 481 640 8 11 2 2 2 2 4 2 2
5 L.P. Savani School 830 746 14 12 2 2 2 2 4 2 2
6 Performing Art Centre 439 416 7 7 2 2 2 2 4 2 2
7 Adajan Gam 525 483 9 8 2 2 2 2 4 2 2
8 Aquerium 714 568 12 9 2 2 2 2 4 2 2
9 Badri Narayan Temple 720 617 12 10 2 2 2 2 4 2 2
10 AthwaChopati 527 308 9 5 2 2 2 2 4 2 2
11 Majura Gate 2492 2257 42 38 2 2 2 2 4 2 2
12 Udhna Darwaja 1471 1758 25 29 2 2 2 2 4 2 2
13 Kamela Darwaja 1531 1197 26 20 2 2 2 2 4 2 2
14 Anjana Farm 759 743 13 12 2 2 2 2 4 2 2
15 Model Town 650 995 11 17 2 2 2 2 4 2 2
16 Magob 3295 3444 55 57 2 2 3 2 4 2 2
17 Bharat Cancer Hospital 138 150 2 3 2 2 2 2 4 2 2
18 Saroli 3876 4013 65 67 3 3 3 2 4 2 2
TOTAL 37 37 38 36 72 36 36

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-2 from Bheshan to Saroli (Projection for 2036)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Bheshan 907 1298 15 22 2 2 2 2 4 2 2
2 Botanical Garden 1742 1406 29 23 2 2 2 2 4 2 2
3 UgatVaarigruh 1501 2728 25 45 2 2 2 2 4 2 2
4 Palanpur Road 1109 1292 18 22 2 2 2 2 4 2 2
5 L.P. Savani School 1573 1297 26 22 2 2 2 2 4 2 2
6 Performing Art Centre 1467 1130 24 19 2 2 2 2 4 2 2
7 Adajan Gam 1070 795 18 13 2 2 2 2 4 2 2
8 Aquerium 1571 1106 26 18 2 2 2 2 4 2 2
9 Badri Narayan Temple 1518 1156 25 19 2 2 2 2 4 2 2
10 AthwaChopati 1374 836 23 14 2 2 2 2 4 2 2
11 Majura Gate 2993 3915 50 65 2 3 3 2 4 2 2
12 Udhna Darwaja 3604 4031 60 67 2 3 3 2 4 2 2
13 Kamela Darwaja 2822 2109 47 35 2 2 2 2 4 2 2
14 Anjana Farm 1356 1226 23 20 2 2 2 2 4 2 2
15 Model Town 655 2050 11 34 2 2 2 2 4 2 2
16 Magob 8282 8589 138 143 6 6 7 2 4 2 2
17 Bharat Cancer Hospital 428 415 7 7 2 2 2 2 4 2 2
18 Saroli 11013 9605 184 160 7 6 9 2 4 2 2
TOTAL 45 46 50 36 72 36 36

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/27
 Chapter12: Telecom & AFC System

AFC Equipments for Surat Metro Corridor-2 from Bheshan to Saroli (Projection for 2046)

Sr. Hourly Hourly Peak min. Peak min. Gate

No. Station Name Boarding Alighting Boarding Alighting Entry Exit TOM EFO TR TVM RCTM
1 Bheshan 1286 1976 21 33 2 2 2 2 4 2 2
2 Botanical Garden 2201 1887 37 31 2 2 2 2 4 2 2
3 UgatVaarigruh 2396 3556 40 59 2 2 2 2 4 2 2
4 Palanpur Road 1122 1407 19 23 2 2 2 2 4 2 2
5 L.P. Savani School 1592 1501 27 25 2 2 2 2 4 2 2
6 Performing Art Centre 2139 1407 36 23 2 2 2 2 4 2 2
7 Adajan Gam 1311 959 22 16 2 2 2 2 4 2 2
8 Aquerium 1871 1278 31 21 2 2 2 2 4 2 2
9 Badri Narayan Temple 1481 1296 25 22 2 2 2 2 4 2 2
10 AthwaChopati 1768 1041 29 17 2 2 2 2 4 2 2
11 Majura Gate 4609 4727 77 79 3 3 4 2 4 2 2
12 Udhna Darwaja 4336 5066 72 84 3 3 4 2 4 2 2
13 Kamela Darwaja 2939 2018 49 34 2 2 2 2 4 2 2
14 Anjana Farm 1458 1454 24 24 2 2 2 2 4 2 2
15 Model Town 1254 2255 21 38 2 2 2 2 4 2 2
16 Magob 8510 10292 142 172 6 7 7 2 4 2 2
17 Bharat Cancer Hospital 531 666 9 11 2 2 2 2 4 2 2
18 Saroli 14584 12661 243 211 10 8 12 2 4 2 2
TOTAL 50 49 55 36 72 36 36
Assumptions :
A. Each Station has only 2 access
B. 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
C. Thoughput of gate: 25 passengers per minute, TOM : One per access, D. 50% passenger are assumed on Smart card and 50% on single journey token

************

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/27
 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
Department’s (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

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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 carsshould 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

Fig. 13.1 - Way finding signage Fig. 13.2 - International Symbol

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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 & WARNING1

(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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

Fig. 13.3 - Guiding paver Fig. 13.4 - Warning paver

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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
(Table 13.1).

Table 13.1 - Specifications for Ramps

Level difference Minimum RampWidth Handrail on Comments
gradient of both
Ramp sides
≥ 150 mm 1:12 1200 mm √
≤ 300 mm
≥ 300 mm 1:12 1500 mm √ Landings every 5
≤ 750 mm meters of ramp
run.
≥ 750 mm 1:15 1800 mm √ Landings every 9
≤ 3000mm meters of ramp
run.
≥ 3000 mm 1:20 1800 mm √ Landings every 9
meters of ramp
run.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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,

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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.
 Mirror’s 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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;

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

 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

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

(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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

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
detectable2.
 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 .

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/26
 CHAPTER 13: DISABLED FRIENDLY FEATURES

(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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/26
 CHAPTER 14 : Environment and Social Impact Assessment

CHAPTER – 14

ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

14.1 LEGAL, POLICY AND INSTITUTIONAL FRAME WORK

The available national and state level legal Acts and Legislation referred
during the study are:

 The Water (Prevention and Control of Pollution) Act, 1974 (Amendment

1988).
 The Water (Prevention and Control of Pollution) Cess Act 1977,
(Amendment), 2003.
 The Water (Prevention and Control of Pollution) Cess Rules, 1978, 1991.
 The Air (Prevention and Control of Pollution) Act 1981, amended 1987.
 The Air (Prevention and Control of Pollution) (Union Territories) Rules,
1982, 1983
 Noise Pollution (Regulation and Control) Rules, 2000 amendment 2002,
2006.
 Municipal Solid Waste Rules, 2000
 The Environment (Protection) Act, 1986, amended 1991.
 The Environment (Protection) Rules,1986.
 The Indian Forest Act, 1927.
 Forest (Conservation) Act, 1980, amended 1988.
 Forest (Conservation) Rules, 2003.
 Gujarat (Urban Area) Protection of Trees Act 1975
 The Wild Life (Protection) Act 1972, Amendment, 2002

14.1.1 Environmental Categorization

The proposed project does not passes through any Wildlife Sanctuary,
National Park, or any other environmentally sensitive or protected areas. The
proposed project comprises two alignments viz., between Beshan to Saroli
and Sarthana to Dream City. The alignments are proposed mostly on the
centre of the road. Although, the proposed project will bring in many benefits

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/81
 CHAPTER 14 : Environment and Social Impact Assessment

to the area, there is potential for environmental impacts on the ambient

environment.

Requirement of Environmental Clearance

As per provisions of the EIA Notification, 14 September 2006 as amended

up to 1 December 2009, any person who desires to undertake any new project
in any part of India or the expansion or modernization of any existing industry
or project listed in Schedule-I of the said notification shall submit an
application to the Ministry of Environment and Forests, Government of
India in accordance with the guidelines issued by the Central Government in
the Ministry of Environment and Forests from time to time. Metro Rail project
is not included in the Schedule-I of the EIA Notification, 2006. Thus, the
project does not require an environmental clearance certificate from
the Ministry of Environment and Forests, Government of India.

Requirement of Forest Clearance

As per Indian "Forests Conservation Act (1980), every project requiring

diversion of forest land for non-forestry purposes require forest clearance
from MoEF. The forestry clearance is granted through two-stage process:
Stage 1 refers, in principle agreement, to the project proposal in which
usually the conditions relating to transfer, mutation and declaration as
RF/ PF under the Indian Forest Act, 1972, of equivalent non-forest land for
compensatory afforestation and funds for raising compensatory
afforestation thereof are stipulated. Stage II involves formal approval under
the Act after receipt of compliance report from the State Government in
respect of the stipulated conditions. Since alignment is not passing through
any forest land and no diversion of forest land is involved in the proposed
project, no forest clearance is required for this project.

Required Clearances/Permissions

For the proposed project, required clearances/ permissions related to

environment have been summarized below.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/81
 CHAPTER 14 : Environment and Social Impact Assessment

Table 14.1: Permissions/Clearances Required for the Project

S. No. Permissions/ Acts/Rule/Notifications/ Concerned Responsibili

clearances Guidelines Agency ty
A. Pre-construction Stage
Forest Conservation Act
(1980) Procedural Guidelines
Permission for developed by the Department SMC / District
1 SMC
felling of trees of Environment, GoM; Tree Collector
removal will be guided as per
state government rules.
B. Implementation Stage
Consent to operate
Gujarat State
hot mix plant, Air (Prevention and Control of
2 Pollution Control Contractor
crushers, batching Pollution) Act 1981
Board
plant
Permission for Central Ground
Environment (Protection)
3 withdrawal of Water Authority Contractor
Act, 1986
groundwater
Permission for sand Mining
Environment (Protection)
4 mining from river Department/ Contractor
Act, 1986
bed MoEF
Authorization for Hazardous Waste Gujarat State
5 Disposal of (Management and Pollution Control Contractor
Hazardous Waste Handling) Rules 1989 Board
Disposal of Hazardous Waste Local civic body
6 bituminous and (Management and to use local solid Contractor
other wastes Handling) Rules 1989 waste disposal
Consent for site
Water (Prevention and Gujarat State
7 disposal of sewage Control of Pollution) Act Pollution Control Contractor
from labour camps. 1974 Board

Department of
Transport, Govt.
Pollution Under Central Motor and Vehicle
8 of Gujarat Contractor
Control Certificate Act 1988
authorised
testing centres
Roof Top Rain Central Ground
Central Groundwater Authority
9 Water Harvesting Water Authority/ Contractor
(CGWA) Guidelines
(RWH) SCM

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/81
 CHAPTER 14 : Environment and Social Impact Assessment

Permission for
groundwater Environment (Protection)
10 CGWA Contractor
extraction for Act, 1986
drinking purpose
The Building and Other
Construction Workers
Employing Labour/ District Labour
11 (Regulation of Employment Contractor
workers Commissioner
and Conditions of Service)
Act, 1996

14.1.2 Objective and Scope of the Study

The objective of the Environment and Social Impact Assessment study is to

facilitate the Surat Municipal Corporation(SMC) evaluate the environmental
impacts of its proposed activity. SMC proposes to apply for loan to seek
financial support from multilateral funding agencies. Thus, the objective of the
study is to conduct Environmental Impact Assessment as per requirement of
multilateral funding agencies. The scope of EIA includes the impacts resulting
from pre-construction, during construction and operation phases of the
proposed metro alignment in Surat. In addition, it is proposed to establish
environmental baseline and safeguard measures for protection of
environment for sustainable development during project cycles.

14.1.3 Approach and Methodology

The SMC has considered different alternative corridors. The underlying

principles for evaluation for each corridor, without affecting the overall
usefulness of the corridor, are minimum private land acquisition, least
disturbance to properties, minimal disturbance to ecology/biodiversity. In the
analysis of alternatives, a comparison of scenario with and without the project
has also been made. The final alternative was fixed based on Technical
Feasibility, Socio-economic acceptability, and Environmental sustainability for
Metro Corridors. The environmental study is carried out for the alignment
proposed by SMC. The approach is to follow the sequence of steps adopted
in an EIA study. The basic concept is to ascertain the existing baseline
conditions and assess the impacts as a result of construction and operation of
the project. The changes likely to occur in different components of the
environment viz. physical, biological / ecological, environmental and socio-
economic etc. have been studied, analyzed and quantified, wherever
possible. The identification of parameters for data generation and impact
assessment are important. The analysis of assessment depends upon the
reliable data generated/ available on environmental attributed. This study has

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/81
 CHAPTER 14 : Environment and Social Impact Assessment

documented the baseline data for various parameters of physical, ecological

and environmental pollution (air, water and noise). The impacts are assessed
for various phases of project cycle namely:
 Impacts due to project location,
 Impacts due to project design,
 Impacts due to project construction, and
 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of

management and monitoring programs were estimated and budgeted for.

14.2 PROJECT AREA

The metro project in Surat city of Gujarat between Sarthana and Dream City.
The second alignment is proposed between Beshan and Saroli. The proposed
alignment would serve the city by providing better connectivity. The project
area also includes the maintenance depot and construction depots in addition
to viaduct and station areas. This metro corridor is proposed in Surat to cater
the requirement of the city for a length of about 40.352 Km. Corridor-1
between Sarthana and Dream City will be partially elevated and partially
underground. The alignment-2 between Beshan and Saroli will be elevated
entirely. The Metro corridor will have standard Guage alignment.

14.3 ENVIRONMENTAL SCOPING

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected
for various/environmental attributes so as to compute the impacts that are
likely to arise due to proposed project.

The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the
proposed project:

 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/81
 CHAPTER 14 : Environment and Social Impact Assessment

The information presented in this chapter has been acquired from various
sources. Data on land environment has been collected and compiled from
various reports and field surveys. The data on water, air, noise quality, and
biodiversity were collected through field studies, sampling in January and
March 2017. Climatological data was collected from India meteorological
Department. Efforts have been made to compile the available data from
literature, books, maps and reports. The methodology adopted for data
collection is highlighted wherever necessary. Environmental Attributes and
Frequency of Baseline Survey is presented in Table 14.2.
Table 14.2 Environmental Attributes and Frequency of Monitoring

S. No Attribute Parameter No. of Source

Samples

LAND ENVIRONMENT

1 Geology Geological Status --- Literature review

2 Seismology Seismic Hazard --- Literature review

WATER ENVIRONMENT

3 Ground Water Physical, Chemical and 7 Sampling locations

Biological parameters

4. Surface Water Physical, Chemical and 3 Sampling locations

Biological parameters

AIR, NOISE AND METEOROLOGY

4 Ambient Air Quality PM10, SO2, NOx 36 Sampling/Monitoring

locations

5 Noise Noise levels in dB (A) 36 Sampling/Monitoring

locations
Leq, Lmax, Lmin, L10, L50, L90

6. Soil Physico-chemical parameters 7 Sampling Locations

7 Vibration PPV mm/s, Vrms mm/s, VdBrms 18 Sampling/ Monitoring

(wrt 2.54x10-5 mm/s) Locations

SOCIO-ECONOMIC

8 Socio-economic Socio-economic profile Once Field Studies, Literature

aspects review.

Ecology

9 Trees Number Once Filed Studies

Sampling locations of Water Quality, Noise Levels, and Ambient Air Qaulity are
depicted in Fig. 14.1.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/81
 CHAPTER 14 : Environment and Social Impact Assessment

Fig. 14.1 Air Quality, Noise level and Water Sampling/Monitoring Sites

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/81
 CHAPTER 14 : Environment and Social Impact Assessment

Table 14.3 Sampling / Monitoring Locations:

S. Station Name Air Noise Vibration Ground Surface Soil

No Water Water
No. of Samples 39 39 18 7 3 7
Corridor-1 Sarthana to Dream City

1 Sarthana Neelkanta Neelkanta Neelkanta Sarthana

Society Society Society
2 Nature park Krishna Hotel Krishna Hotel
3 Ganga Yamuna Ganga Ganga Ganga
Varchha chopati
Aptt Yamuna Aptt Yamuna Aptt Yamuna
garden Aptt
4 Shri swaminarayan Mamta Park-2 Mamta Park-2
mandir kalakunj
5 Kapodra Balaji Kiriyana Balaji Kiriyana Balaji Kiriyana
6 Star Computers Star Star
Labheshwar Chowk Computers Computers
7 Central Warehouse SBI SBI SBI
8 Lamba Lamba Lamba Nr Temple Tapi Nr.
Surat Railway
Hanuman Ji Hanuman Ji Hanuman Ji Zila
Station Temple Temple Temple Panchayat
9 Sheetal Sheetal Sheetal
Maskati Hospital Fashions Fashions Fashions
10 Church Church Church Tapi Nr.
Chowk Bazar Machiwar
11 Kadarsha Ni Nal Guard Post Guard Post
12 DayalJi Mandap DayalJi DayalJi
Majura Gate Mandap Mandap
13 Rajdarshan Aptt Rajdarshan Rajdarshan
Roopali Canal Aptt Aptt
14 Althan Tenament ICICI Bank ICICI Bank
Sarodaya Vidiyalaya, Citizen Citizen Citizen
Hardware Hardware Hardware
15 Ridhi-Sidhi Aptt. Ridhi-Sidhi Ridhi-Sidhi
Althan Gam Aptt. Aptt.
16 Nr Transformer Nr
Apcha Nagar Transformer
17 Safal residency Safal Safal residency
Surat Women ITI residency
18 Bhimrad Nr. Police Post Nr. Police Post
19 Convention Centre Nr Market Nr Market
20 Nr. OH Tank Nr. OH Tank Dream
Dream City City
Corridor-2 Beshan to Saroli

1 Nr STP Nr STP Bheshan Bheshan

Bheshan
Pond
2 Botanical Garden Nr Temple Nr Temple
3 Ugat Vaarigruh Jyoti Marble Jyoti Marble Jyoti Marble
4 D Block D Block Manglam
Palanpur Road
Mangalam Aptt Mangalam Aptt Aptt.
5 L.P. Savani school Drishti Complex Drishti Complex Drishti Complex
6 Performing Art Pravag Aptt. Pravag Aptt. Pravag Aptt.
Centre
7 Adajan Gam White Orchid White Orchid

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/81
 CHAPTER 14 : Environment and Social Impact Assessment

8 Aquarium Sun Aptt Sun Aptt Sun Aptt Sun Aptt

9 Badri Narayan Temple Temple
Temple
10 Ahthwa Chaupati Hotel Krishna Hotel Krishna Chaupati
11 Lovely Aquarium Lovely
Majura Gate Aquarium
12 Udhana Darwaja SB Centre SB Centre
13 Kamela Darwaja Supr tex Tower Supr tex Tower Supr tex Tower
14 Anjana Farm Kakadiya Fabs Kakadiya Fabs
15 Modal Town Swastik Plaza Swastik Plaza Swastik Plaza
16 Dharmendra Dharmendra
Magob Gam Complex Complex
17 Bharat Cancer Pandit Cargo Pandit Cargo
Hospital
18 Eicher Showroom Eicher Saroli
Saroli Showroom

14.3.1 Land Environment

The Project area is situated in Surat city Gujarat. The elevation of the project
area is ranging between 7m near to 22 m above the mean sea level (a-MSL).
Parameters involved in land environment are, physiography, geology and
soils, and seismicity. These are discussed in the following paragraphs.

14.3.1.1 Geography, Geology and Soil

Surat is a port city situated on the banks of the Tapi river. Damming of the
Tapi caused the original port facilities to close; the nearest port is now in the
Magadalla and Hazira area of Surat Metropolitan Region. The city is
located at 21°10′N 72°50′E.[23] It has an average elevation of 13 meters. The
Surat district is surrounded by the Bharuch, Narmada, Navsari, to the west is
the Gulf of Cambay and the surrounding districts. The climate is tropical and
monsoon rainfall is abundant (about 2,500 mm a year). Surat has grown in
area since the early 1700s. The oldest part of the city developed in the area
between the train station and the area known as Athwa lines. Since the
1970s most of the new development, including the most desirable location
for the city's burgeoning middle and upper class, is the area between Athwa
lines and the coast at Dumas.
Geographically, the district belongs to the western coastlands of the Deccan
peninsula. The main Sahyadri scarp is a little outside the limits of the district
towards east, but it gives the district its orientation, landscape features and
drainage pattern. Distinct zones, viz., hilly areas, piedmont slopes, alluvial
plains and coastal plains.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/81
 CHAPTER 14 : Environment and Social Impact Assessment

Hilly areas: The north-eastern parts of the district fall in this category. Here
the general elevations are more than 100m amsl. The topography is rugged
with low to moderate high hills and steep hill slopes. These parts are poorly
populated and are infested by dense jungle of teak and bamboo.
Piedmont slopes: East-central parts of the district fall in this category. Here
the elevations range between 60 and 100m.amsl. These parts show a gentle
slope towards west. Topography is mainly plain with moderate to deep
cutting river valleys and occasional hillocks.

Alluviual plains: Alluvial plains towards situated in the central parts of the
district are characterized by flood plains of the Tapi, Kim and Purna rivers.
Tapi has a meandering channel entrenched fairly deep and has cut deep
terraces. The topography is generally plain with gentle slope towards west.
The general elevations are below 60 m.amsl, the lowest elevation being
45m.amsl near Madhi.

Coastal Plains: The alluvial plains towards west merge into a dry barren
sandy coastal plain fringed by marshy shore line. All the rivers form
estuarine mouths. There are sand bars and spits near the shore.
Major geological formations exposed in the district are Quaternary alluvium,
Tertiary limestone and sandstones and Deccan Trap basalt.
Geological Succession

Era Period Epoch /Series Description

Cenozoic Quaternary Holocene Soil, Younger alluvium Blown and
Fluvio-marine deposits.
Tertiary Pleistocene Older alluvium, conglomerate
Miocene Ferruginous sandstone (Gaj)
Eocene Numulitic limestone
Palaeocene Sub-Numulitic limestone,
gypseous shale,Supra- Trappean
sediments lateritised and having
bauxite pockets.
Mesozoic Lower Tertiary to Early Eocene To Deccan Trap basalt with dykes
Upper Upper
Cretaceous

14.3.1.2 Seismicity

The country has been classified into different zones indicating the intensity
of damage or frequency of earthquake occurrences. Surat sits on
a seismically active zone owing to the presence of 23 fault lines in the
vicinity. Surat falls in zone III according to IS 1893: 2002 which means an

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/81
 CHAPTER 14 : Environment and Social Impact Assessment

earthquake upto magnitude 6.5 on Richer scale may be expected (Figure

14.2).

Project Area

Figure – 14.2 Seismic Zones in India

14.4 WATER ENVIRONMENT

Water environment consists of water resources and its quality. Its study is
important from the point of view of assessing the sufficiency of water
resources for the needs of the project in its various stages of the project cycle
and also to assess the impact of the project on water environment. In the
proposed project, ground water is proposed to be used during operations to
meet out domestic water requirements of the project in case water is not
made available by Surat Municipal Corporation. Hence its quality has been
tested to evaluate its suitability for the intended purpose. Anticipated impacts
of the proposed project on water environment have also been addressed.

14.4.1 Water Resources

The Tapi is the major river which passes through the central parts of the
district and flows towards the west. The river is perennial in nature. It
originates in Madhya Pradesh near Betul and has about 62225 sq. Km. of

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/81
 CHAPTER 14 : Environment and Social Impact Assessment

catchment area. The average width of the river upstream of Kathor bridge in
about 500m. Downstream of the bridge the average being about 700m.
Pickup weir was constructed on the Tapi River in 1954 at Kakarapar about
56km west of Surat. Ukai dam, constructed in 1965, is situated about 25km
upstream of Kakarapar weir. Other prominent rivers draining the district are
Kim, and Purna.

The basaltic lava flows are covered by black clayey to loamy soil. It is in
general ranges in thickness up to one meter. The colour of the soil turns
brown due to high iron content at places. In the piedmont slope area the soil is
shallow to moderately deep, moderate to severely eroded and non calcareous
in nature. The texture is silt clay loam to clay loams. The clay content varies
from 30 to 60%. The water holding capacity of the soil is moderate. In the
midland and flood plain areas, the soil is deep to very deep, light greyish to
yellowish brown in colour. The texture is fine clay loam to sandy loam. The
clay content varies from 25 to 60%. In coastal region the soil is deep to very
deep dark grey to black colour. The texture is clay loam to silty

14.4.2 Hydrogeology and Ground Water

Aquifer System

The hydro geological frame work of the area is essentially governed by

geological setting, distribution of rainfall fall and facilities of circulation and
movement of water through inter connected primary and secondary porosity of
the geological units forming the aquifers. The major aquifers in the district are
formed by alluvium and Deccan Trap basalt with Tertiary formations
occupying a small patch. The alluvium occurs in the western part of the district
and along the streams whereas in eastern parts weathered and fractured
basalt form aquifers. Hydro geological units:

1. Fissure Formations:
2. Porous Formation:

Fissure Formations
Deccan Traps from the aquifers in north-eastern, eastern and south eastern
parts of the district comprising Mangrol, Mandvi, Vyara, Valod Mahuva,
Songadh, Uchchhal and Nizar talukas. The ground water occurs in unconfined
to semi-confined conditions. The occurrence and movement of ground water
is governed by the thickness and extent of weathered zone and presence of
fractures and joints. At places, dykes act as ground water barriers and restrict

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/81
 CHAPTER 14 : Environment and Social Impact Assessment

the flow of ground water. On the other, at places, the dykes themselves from
good aquifers owing to deeper levels of weathering in them.

Depths of dug wells in Deccan traps ranges from less than 2m to 25m with
maximum number of wells, about 80%, being 5 to 15m deep. The depths to
water levels in the dug wells range from 1 to 20m. However, in 90% of the
wells, the water levels are less than 10m. bgl. Yields of the dug wells are low
to moderate in central parts whereas they are low to very low on the hill
slopes. The dug wells generally sustain pumping for 4 to 5 hours at the yields
of 50 to 150 m3/day. Recuperation of water levels is generally slow.

Alluvium

The western and north western parts of the district comprising Choryasi,
Olpad, Kamrej, Palsana and parts of Bardoli talukas is covered by Alluvium.
This aquifer can broadly be demarcated into two zones namely newer
alluvium and older alluvium. The newer alluvium is present along the river
courses and comprises fine to coarse grained sand trap wash with cay
intercalations. The sand is unconsolidated but shows some degree of
cohesion at places. Water levels are in general deeper in newer alluvium.
Older alluvium is present in inter river plains and comprises sand, clay,
kankar, grave and silt. The ground water occurs mostly under unconfined
conditions but at places semi-confined conditions are also observed, probably
due to presence of clay lenses.

The depths of the wells in alluvium generally range from 3.0 to 30.0m with
some of the wells having bores down to 50m below bottom of the wells. The
maximum number of wells, about 80% are 5 to 20m deep. Depths to water
levels in the wells range from 0.5 to 15m bgl about 90% wells shows water
levels less than 10m bgl. Yields of the dug wells and dugcum- bored wells
range between 100 and 450 m3/day.

Aquifer Parameters
The aquifer parameters data available with CGWB from the exploration
carried out in different parts of the district was taken into the consideration. In
Alluvial areas the depth of the tube wells range from 36 to 169m with
piezometric levels varying between 2 to 10m. The specific capacity of the
wells ranges from 19 to 1658 m3/day/m. The transmissivity values obtained at
these tube wells ranges from 104 (Kosad) to 2965m 2/day (Vihan).

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/81
 CHAPTER 14 : Environment and Social Impact Assessment

Behaviour of Water Levels

The depth to water level ranges from 2.48m (Palsana) to 17.75m (Mahuva 2)
during May2012. Spatially, the depth to water level in the district ranges
between 2m to 20m during May 2012. The major area of the district is
covered by the water level of 5m to 10m bgl . There are seven isolated
pockets in the district which shows the water level ranging between 2 to 5m.
Similarly, there are four isolated pockets in the district which shows the water
level ranging between 10 to 20m. There is no area where the water level of
less than 2m and more than 20 meter.

The depth to water level ranges from 0.1.39m (Palsana) to 16.55m (Mahuva2)
during November2012. Spatially, the depth to water level in the district ranges
between less than 2m to nearly 20m during November 2012. In the major part
of the district the water level ranges between 2 m and 5 m bgl. The water
level ranging between 5m and 10 m bgl is found in considerably in larger part
of the district. There are three isolated and pockets in the district where the
water level of less than 2 m is also observed. Similarly water level ranging
between 10 to 20m is seen in three isolated pockets in the district.

14.4.3 Water Quality

Water quality is the physical, chemical and biological characteristics of water.

It is most frequently used with reference to a set of standards against which
compliance can be assessed. The most common standards used to assess
water quality are related to drinking water, safety of human contact, and for
health of ecosystems. An understanding of the various factors influencing
water quality is thus very important as human health is largely dependent on
the quality of water available for our use. Water sampling Sites have been
shown in Fig. 14.1.

Groundwater quality is quite good. However, total dissolved solids are a little
higher than the desirable limits but within permissible limits. All other
parameters are well within the desirable limits.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/81
 CHAPTER 14 : Environment and Social Impact Assessment

Table 14.4 Ground Water Quality at Project Site

Lambe
Ganga Anuradha Rajdarshan
Corridor- 1 Sample Hanuman Limits
Yamuna Aptt Society Apptt.
Temmple
Date of Sampling 11-03-2017 11-03-2017 11-03-2017 11-03-2017
Colour, Hazen Colourless Colourless Colourless Colourless 5 (15) Max
Odour Unobjectionable Unobjectionable Unobjectionable Unobjectionable Unobjectionable
Taste Agreeable Agreeable Agreeable Agreeable Agreeable
Turbidity, NTU 3.5 3.2 2.8 3.1 1 (5) Max
pH 7.89 7.85 7.81 7.77 6.5-8.5 Max
Total Hardness as Caco3,
258 261 256 271 200 (600) Max
Mg/l
250 (1000)
Chloride as Cl, Mg/l 141 143 154 183
Max
Total Iron as Fe, Mg/l 0.08 0.09 0.08 0.09 0.3 Max
500 (2000)
Total Dissolved Solids, Mg/l 1283 1379 1413 1354
Max
Sulphates as So4, Mg/l 176 91 88 93 200 (400) Max
Nitrates as No3, Mg/l 65.1 37.1 34.3 35.1 45 Max
Fluorides as F, Mg/l 3.19 2.56 2.47 2.55 1.0 (1.5) Max
Lead as Pb, Mg/l BDL BDL BDL BDL 0.01 Max
Copper as Cu,Mg/l BDL BDL BDL BDL 0.05 (1.5) Max
Manganese as Mn,Mg/l BDL BDL BDL BDL 0.1 (0.3) Max
Phenolic Compound as 0.001 (0.002)
BDL BDL BDL BDL
C6H5OH,Mg/l Max
Mercury as Hg,Mg/l BDL BDL BDL BDL 0.001 Max
Cadmium as Cd,Mg/l BDL BDL BDL BDL 0.01 Max
Selenium as Se, Mg/l BDL BDL BDL BDL 0.01 Max
Arsenic as As,Mg/l BDL BDL BDL BDL 0.05 Max
Cyanide as Cn,Mg/l BDL BDL BDL BDL 0.05 Max
Zinc as Zn, Mg/l 1.23 1.05 1.03 1.06 5 (15) Max
Detergent as MBAS, Mg/l BDL BDL BDL BDL 0.2 (1.0) Max
Chromium as Cr+6 ,Mg/l BDL BDL BDL BDL 0.05 Max
Total Alkalinity as
188.3 173.2 171.1 192.3 200 (600) Max
Caco3,Mg/l
Aluminum as Al,Mg/l BDL BDL BDL BDL 0.03(2) Max
Boron as B, Mg/l BDL BDL BDL BDL 0.5(1) Max
Bacteriological Analysis
Coliform,MPN/100Ml Nil Nil Nil Nil 10 Max
E-Coli/Ml Negative Negative Negative Negative Negative

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/81
 CHAPTER 14 : Environment and Social Impact Assessment

Manglam Nr. Eichr

Corridor- 2 Sample Sun Apptt. Limits
Apptt. Showroom

Date of Sampling 11-03-2017 11-03-2017 11-03-2017

Colour, Hazen Colourless Colourless Colourless 5 (15) Max

Odour Unobjectionable Unobjectionable Unobjectionable Unobjectionable

Taste Agreeable Agreeable Agreeable Agreeable

Turbidity, NTU 2.5 3.1 2.4 1 (5) Max

pH 7.59 7.65 7.61 6.5-8.5 Max

Total Hardness as Caco3, Mg/l 278 268 296 200 (600) Max
250 (1000)
Chloride as Cl, Mg/l 151 146 163
Max
Total Iron as Fe, Mg/l 0.06 0.08 0.09 0.3 Max
500 (2000)
Total Dissolved Solids, Mg/l 1295 1402 1427
Max
Sulphates as So4, Mg/l 177 99 96 200 (400) Max

Nitrates as No3, Mg/l 65.1 37.1 34.3 45 Max

Fluorides as F, Mg/l 2.15 2.43 2.41 1.0 (1.5) Max

Lead as Pb, Mg/l BDL BDL BDL 0.01 Max

Copper as Cu,Mg/l BDL BDL BDL 0.05 (1.5) Max

Manganese as Mn,Mg/l BDL BDL BDL 0.1 (0.3) Max

Phenolic Compound as 0.001 (0.002)
BDL BDL BDL
C6H5OH,Mg/l Max
Mercury as Hg,Mg/l BDL BDL BDL 0.001 Max

Cadmium as Cd,Mg/l BDL BDL BDL 0.01 Max

Selenium as Se, Mg/l BDL BDL BDL 0.01 Max

Arsenic as As,Mg/l BDL BDL BDL 0.05 Max

Cyanide as Cn,Mg/l BDL BDL BDL 0.05 Max

Zinc as Zn, Mg/l 1.15 1.21 1.09 5 (15) Max

Detergent as MBAS, Mg/l BDL BDL BDL 0.2 (1.0) Max

Chromium as Cr+6 ,Mg/l BDL BDL BDL 0.05 Max

Total Alkalinity as Caco3,Mg/l 178.3 1751 169.7 200 (600) Max

Aluminum as Al,Mg/l BDL BDL BDL 0.03(2) Max

Boron as B, Mg/l BDL BDL BDL 0.5(1) Max

Bacteriological Analysis

Coliform,MPN/100Ml Nil Nil Nil 10 Max

E-Coli/Ml Negative Negative Negative Negative

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.5 METEOROLOGY
9.5.1 General
Surat has a tropical savanna climate (Köppen: Aw), moderated strongly by the
Sea to the Gulf of Cambay. The summer begins in early March and lasts till
June. April and May are the hottest months, the average maximum
temperature being 37 °C. Monsoon begins in late June and the city receives
about 1,200 millimetres of rain by the end of September, with the average
maximum being 32 °C during those months. October and November see the
retreat of the monsoon and a return of high temperatures till late November.
Winter starts in December and ends in late

14.5.2 Temperature

The temperature data for Surat has been taken. The month-wise minimum &
maximum temperatures have been given in Table 14.5.

Table 14.5 Normal Temperature at Surat

Month Maximum Mean Daily Minimum Mean Daily

Temperatur Maximum Temperatu Minimum
e oC Temperature, re oC Temperature,
o o
C C
January 38.3 30.8 4.4 15.2
February 41.7 32.3 5.6 16.7
March 44.0 35.4 8.9 20.7
April 45.6 36. 15.0 24.0
May 45.6 35.8 19.4 26.8
June 45.6 34.0 20.2 27.0
July 38.9 31.2 19.9 25.9
August 37.2 30.8 21.0 25.5
September 41.1 32.3 20.6 25.4
October 41.4 35.1 14.4 23.3
November 39.4 34.1 10.6 19.6
December 38.9 31.9 6.7 16.5
Annual 45.6 33.4 4.4 22.2
Source: India Meteorological Department, Govt. of India.

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.5.3 Rainfall
The detail of rainfall at the Surat (Santacruz) is given in Table 14.6.

Table 14.6 Month-wise Rainfall at Surat in mm

S. No. Month Rainfall Peak Rainfall
1 January 1.5
2 February 0.3
3 March 04
4 April 0.2
5 May 3.9
6 June 245.2
7 July 466.3
8 August 283.8 1188.9
9 September 151.8
10 October 41.8
11 November 7.1
12 December 0.6
Annual Annual 1202.9
Source: India Meteorological Department, Govt. of India.

14.5.4 Air Environment

The atmospheric concentrations of air pollutants were monitored at 39

locations near the proposed alignment during the month of January and
March 2017. Locations of air monitoring station are shown in Figure 14.1. Air
Monitoring was carried out for PM10, NOx, SO2 and CO. Results of the air
quality monitoring are presented in Table 14.7.

Table 14.7 Ambient Air Quality Results µg/m3

S.No Station Name Date Sampling PM10 PM2.5 SO2 NOx CO

Regulatory Standards 100 60.0 80 80 2000
CORRIDOR-1SARTHANA TO DREAM CITY) OF SURAT METRO
1 9 to11 Jan Neelkanta 81 28.5 21.2 27.6 1160
Sarthana Society 27.8
85 23.5 28.2 1205
2 9 to11 Jan Krishna Hotel 83 28.2 23.4 26.1 1130
Nature Park
87 27.1 24.2 29.2 1089
3 9 to11 Jan Ganga 85 29.0 20.4 24.7 998
Varcha Chopati
Yamuna Aptt 28.3
Garden 88 22.1 28.7 1127
4 Shri 11 to13 Jan Mamta Park-2 89 28.8 25.2 31.6 985
Swaminarayan 28.3
Mandir Kalakunj 86 23.7 29.4 910
5 11 to13 Jan Balaji Kiriyana 74 25.2 23.5 33.6 1200
Kapodara
87 26.2 26.1 33.5 1165

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/81
 CHAPTER 14 : Environment and Social Impact Assessment

6 11 to13 Jan Star 36.4

Labheshwar Computers
116 24.2 36.2 1160
Chowk 35.6
91 21.5 33.5 1205
7 Central 13 to15 Jan SBI 121 39.8 26.3 34.7 1240
Warehouse 129 41.2 27.5 37.2 1190
8 Surat Railway 13 to15 Jan Nr Temple 125 42.0 28.5 33.2 1150
Station
112 42.2 24.6 35.1 1320
9 Maskati Hospital 13 to15 Jan Sheetal 117 39.6 27.6 37.4 1270
Fashions
123 39.2 28.4 36.1 1040
10 16 to 18 Jan Church 107 36.5 20.6 27.4 1070
Chowk Bazar
113 35.9 22.3 30.4 1130
11 16 to 18 Jan Guard Post 119 43.5 18.5 29.2 1279
Kadasrsha ni nal
108 42.8 19.2 26.4 1275
12 16 to 18 Jan DayalJi 32.0
Mandap
89 21.4 30.6 1070
Majura Gate
93 33.3 23.7 33.2 1180
13 18 to20 Jan Rajdarshan 77 30.1 17.4 26.1 1160
Roopali Canal Aptt
81 31.1 19.3 28.6 1210
14 Althan 18 to20 Jan ICICI Bank 79 29.8 17.4 23.9 860
Tenament 71 28.7 16.3 21.7 910
Sarvodaya
18 to20 Jan Citizen 86 30.1 19.2 27.4 1090
Hardware
Vidyalaya 95 29.1 20.3 26.1 1180
15 20 to22 Jan Ridhi-Sidhi
95 30.1 26.2 37.4 1290
AlthanGam Aptt.
98 32.9 29.4 34.2 1270
16 20 to22 Jan Nr
89 30.1 24.1 35.2 1240
Apcha Nagar Transformer
93 30.3 26.7 37.6 1370
17 20 to22 Jan Safal
92 32.0 26.4 37.3 1250
Surat Women ITI residency
89 29.0 22.7 34.5 1190
18 22 to24 Jan Nr. Police Post 91 31.0 29.3 41.6 1690
Bhimrad
88 29.0 27.4 38.5 1670
19 Convention 22 to24 Jan Nr Market 93 31.0 23.7 34.5 1370
Centre 91 32.0 26.7 37.2 1530
20 22 to24 Jan Nr. OH Tank 91 318.0 28.4 33.1 1360
Dream City
88 29.8 26.3 37.3 1270
Corridor-2 Beshan to Saroli
1 Bheshan 13 to 15 march Nr STP 87 29.2 25.4 38.6 1470
85 28.1 29.7 42.1 1430
2 Botanical 13 to 15 march Nr Temple 90 29.2 31.2 42.1 1590
Garden
89 28.9 29.6 44.2 1660

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/81
 CHAPTER 14 : Environment and Social Impact Assessment

3 13 to 15 march Jyoti Marble 99 31.1 28.5 37.2 1190

Ugat Vaarigruh
96 33.1 24.6 33.2 1150
4 15 to 17 march Mangalam 94 31.1 27.6 35.1 1270
Palanpur Road Aptt 92 31.5
20.6 37.4 1040

5 L.P.Savani 15 to 17 march Drishti 88 29.8

22.3 36.1 1070
school Complex
84 28.9 26.4 27.4 1130
6 Performing Art 15 to 17 march Pravag Aptt. 92 30.3 22.7 28.6 1279
Cetre 93 33.2 29.3 29.2 1070
7 AdajanGam 17 to 19 march White Orchid 89 29.1 19.2 26.4 1180
85 28.1 21.4 30.6 1160
8 17 to 19 march Sun Aptt 92 32.1 23.7 33.2 1560
Acquarium
89 29.9 17.4 26.1 1420
9 Badri Narayan 17 to 19 march Temple 88 28.8 19.3 28.6 1090
Temple
85 27.9 17.4 21.7 1180
10 Athwa Chaupati 19 to 21 march Hotel Krishna 92 28.9 16.3 27.4 1290
89 29.1 19.2 26.1 1270
11 19 to 21 march Lovely 99 34.1 26.4 37.4 1240
Majura Gate
Aquarium 97 32.8
26.2 34.2 1370
12 Udhana Darwaja 19 to 21 march SB Centre 102 35.7 29.4 37.6 1250
99 35.2 24.1 37.3 1190
13 21 to 23 march Supr tex 98 33.2
26.7 34.5 1690
Kamela Darwaja Tower
97 32.1 23.7 41.6 1670
14 Anjana Farm 21 to 23 march Kakadiya Fabs 93 30.9 22.7 38.5 1370
94 33.2 29.3 34.5 1560
15 Modal Town 21 to 23 march Swasti k Plaza 91 29.8 27.4 28.6 1070
88 28.2 23.7 29.2 1180
16 23 to 25 march Dharmendra 89 29.0
Magub Gam 17.4 30.6 1090
Complex
87 29.9 16.3 33.2 1560
17 Bharat Cancer 23 to 25 march Pandit Cargo 86 30.1 17.4 26.1 1420
Hospital
89 30.2 19.3 26.4 1160
18 23 to 25 march Eicher 92 31.0
Saroli 23.7 30.6 1070
Showroom
93 33.1 27.4 33.2 1180

RSPM= Respirable Suspended Particulate Matter.

The results show that the concentration of RSPM (PM10) is higher at all the
locations whereas all other parameters are within permissible limits.

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.5.5 Noise Environment

Noise is responsible for adverse impacts on physical and mental health of the
people. The other impacts are:

 Physiological effects,
 Hearing impairment,
 Communication interference, and
 Sleep disruption

Noise level survey was conducted along the alignment with an objective to
establish the baseline noise levels and assess the impacts of total noise
expected due to the proposed metro. Noise levels were measured at 39
locations in January and March 2017 for 24 hours. The locations of Noise
level monitoring have been shown in Fig. 14.1. The noise levels so obtained
are summarized in Table 14.8.
Table 14.8 Noise Levels

S.No Station Name Date Lmax Lmin Leq L10 L50 L90
CORRIDOR-1 (SARTHANA TO DREAM CITY) OF SURAT METRO
1 Sarthana 9 to10 Jan Day 80.8 585 73.2 76.5 64.7 61.4
Night 73.3 45.5 59.4 67.9 53.2 50.8
2 Nature Park 9 to10 Jan Day 84.4 58.3 69.1 74.5 63.9 61.1
Night 73.9 46.6 57.5 61.2 56.2 53.9
3 Varcha Chopati 9 to10 Jan Day 86.8 58.6 70.5 73.2 69.1 61.4
Garden Night 78.1 54.6 66.9 75.4 64.2 59.3
4 Shri 10 to11 Day 92.2 56 71.8 75.3 66.3 62.5
SwaminarayanMandir Jan
Kalakunj Night 84.5 51.9 62.3 69.2 60.4 55.2
5 Kapodara 10 to11 Day 85.7 67.3 77.3 80.9 74 70.2
Jan
Night 79.4 51.2 63.2 71.9 59.3 54
6 Labheshwar Chowk 10 to11 Day 84 59.3 73.1 78.7 65.4 61.9
Jan
Night 80.1 46.8 61.9 75.6 54.8 51.1
7 Central Warehouse 11 to12 Day 86.9 53.5 71.4 67.8 66.5 61.7
Jan
Night 79.5 48.4 63.2 69.6 61.3 56.1
8 Surat Railway Station 11 to12 Day 85.7 57.8 70.5 79.7 66.5 61.6
Jan
Night 71.6 46.2 55.9 67.2 54.2 51.7
9 Maskati Hospital 11 to12 Day 81.6 56.9 74.1 78.9 67.6 62.7
Jan
Night 77.5 51.8 69.9 73.2 65.2 59.7

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/81
 CHAPTER 14 : Environment and Social Impact Assessment

10 Chowk Bazar 12 to 13 Day 89.7 53.5 69.2 75.6 62.9 59

Jan
Night 78.9 46.4 60.1 73.5 57.7 52.1
11 Kadarsha Ni Nal 12 to 13 Day 86.3 58.1 75.5 81.8 68.7 63.6
Jan
Night 780 43.9 57.4 65.9 51.3 49.1
12 Majura Gate 12 to 13 Day 85.6 56.3 73.7 82.6 64.9 60.8
Jan
Night 73.5 44.6 52 63.3 49.8 46.1
13 Roopali Canal 13 to14 Day 92.2 51 71.4 86.2 67.4 59.6
Jan
Night 85.2 45.4 56.7 61.7 53 47.9
14 Althan Tenament 13 to14 Day 86.7 63.1 78.9 83.4 76.4 66.9
Jan
Night 79.7 46.5 61.7 66.3 59.1 53.9
Sarodaya Vidiyalaya 13 to14 Day 83.5 52.1 62.4 76.3 59.8 58.8
Jan
Night 78.7 48.9 59.6 63.7 55.7 51.7
15 Althan Gam 14 to15 Day 85.3 54.1 70.5 73.1 67.5 62.6
Jan
Night 81.9 48.9 62 68.8 60.5 57.1
16 Apcha Nagar 14 to15 Day 81.3 52.1 76.3 71.5 68.2 57.1
Jan
Night 78.7 47.3 66.8 70.2 60.5 57.1
17 Surat Woman ITI 14 to15 Day 88.3 69 79.6 83.2 77.7 73
Jan
Night 79.9 51 62.7 73.9 59.5 54.2
18 15 to16 Day 88.2 69.2 78.6 81.8 72.9 69
Bhimrad Jan
Night 75.2 50.8 62.3 72.8 58.9 52.7
19 Convention Centre 15 to16 Day 88 58.9 71.4 85.2 66.3 63.6
Jan
Night 79.9 43.7 57.2 65.4 52.7 49.2
20 Dream City 15 to16 Day 81.6 56.3 73.7 76.9 69.4 65
Jan
Night 70.1 45.3 59.2 63.5 55.5 51.2
Corridor-2 Beshan to Saroli
1 Bheshan
13 to 14 Day 83.7 53.2 77.7 71.6 69.9 61.9
march
Night 78.3 43.9 58.7 64.5 56.9 51.3
2 13 to 14 Day 89.4 56.1 78.5 84.1 67.2 60.7
Botanical Garden march
Night 83.8 46.5 59.9 66.7 54.1 51.4
3 13 to 14 Day 88.3 69 79.6 83.2 77.7 73
Ugat Vaarigruh march
Night 79.9 51 62.7 73.9 59.5 54.2
4 14 to 15 Day 85.6 56.3 73.7 82.6 64.9 60.8
Palanpur Road march
Night 81.9 48.9 62 68.8 60.5 57.1
5 L.P.Savani school 14 to 15 Day 83.7 53.2 77.7 71.6 69.9 61.9
march

DPR for Metro Rail Project in Surat, Gujarat December 2018 22/81
 CHAPTER 14 : Environment and Social Impact Assessment

Night 73.5 44.6 52 63.3 49.8 46.1

6 14 to 15 Day 79.7 46.5 61.7 66.3 59.1 53.9
Performing Art march
School
Night 83.5 52.1 62.4 76.3 59.8 58.8
7 15 to 16 Day 78.7 48.9 59.6 63.7 55.7 51.7
Adajan Gam march
Night 85.3 54.1 70.5 73.1 67.5 62.6
8 15 to 16 Day 81.9 48.9 62 68.8 60.5 57.1
Aquarium march
Night 81.3 52.1 76.3 72.2 68.2 57.1
9 Badri Narayan 15 to 16 Day 78.7 47.3 66.8 70.2 60.5 57.1
Temple march
Night 88 58.9 71.4 85.2 66.3 63.6
10 16 to 17 Day 88.2 67.9 78.6 81.8 72.9 69
Athwa Chaupati march
Night 75.2 50.8 62.3 72.8 58.9 52.7
11 16 to 17 Day 85.6 56.3 73.7 82.6 64.9 60.8
Majura Gate march
Night 78.9 46.4 60.1 73.5 57.7 52.1
12 16 to 17 Day 86.3 58.1 75.5 81.8 68.7 63.6
Udhana Darwaja march
Night 78 43.9 57.4 65.9 51.3 49.1
13 17 to 18 Day 86.3 58.1 75.5 81.8 68.7 63.6
Kamela Darwaja march
Night 73.5 44.6 52 63.3 49.8 46.1
14 17 to 18 Day 92.1 51 71.4 86.4 67.4 59.6
Anjana Farm march
Night 85.2 45.4 56.7 61.7 53 47.9
15 17 to 18 Day 86.9 63.1 78.9 83.2 76.4 66.9
Modal Town march
Night 79.7 46.5 61.7 66.3 59.1 53.9
16 18 to 19 Day 89.7 53.5 69.2 75.6 62.9 59.2
Magub Gam march
Night 76.9 54.0 64.5 72.1 63.1 59.9
17 18 to 19 Day 88.2 67.9 78.6 81.8 72.9 69
Bharat Cancer march
Hospital
Night 75.2 50.8 62.3 72.8 58.9 52.7
18 Saroli
18 to 19 Day 85.6 56.3 73.7 82.6 64.9 60.8
march
Night 78.9 46.4 60.1 73.5 57.7 52.1

Allowable Noise Levels dB (A):

Category of Area/Zone Day Time Night Time

Industrial Area 75 70 EPA-1986, Noise pollution

Commercial Area 65 55 (Regulation Control),
Residential Area 55 45 Rule-2000, PCLS/02/1992, IVth
Silence Area 50 40 Edition .
Day Time (6.00 Am-10.00 Pm); Night Time (10.00 Pm-6.00Am)

DPR for Metro Rail Project in Surat, Gujarat December 2018 23/81
 CHAPTER 14 : Environment and Social Impact Assessment

The observed noise level is higher than the permissible limits at all locations
which may be due to heavy traffic movement and other activities on the roads.

14.5.6 Trees

Tree survey has been carried out along the proposed alignment. Tree with
Girth at Breast Height (GBH) 30 cm have been counted. The alignment does
not pass through any forest area. A total of 405 trees are located along the
alignment and station area. Beshan Depot area in front portion of STP area is
having 76 trees. Kajod Depot area may be having more trees. Thus, there is
likelihood of felling of 481 trees. No endangered species of trees have been
noticed during field survey. Trees have been found of indigenous and
common species like Pipal, Mango, Khajur, Neem, Coconut, Palm, Babool,
Ber, Gulmohar and Tadi etc.

14.6 SOCIO- ECONOMIC CONDITIONS

According to the 2011 India census, the population of Surat is 4,462,002.

Surat has an average literacy rate of 89%, higher than the national average of
79.5%: male literacy is 93%, and female literacy is 84%. Males constitute 53%
of the population and females 47%.
Gujarati, Sindhi, Hindi, Marwari, Marathi, Tamil, Telugu, and Odia are the
main languages spoken in Surat. In Surat, 13% of the population is under
6 years of age. Surat also has sizeable Parsi and Jewish populations.
Dawoodi Bohra also made Surat (1787AD onward) its Dawat office in the era
of 42nd Dai Syedna Yusuf Najmuddin. It continued up to the period of 51st
Dai Taher Saifuddin (1915-1965AD), when it was shifted to Surat. The
Seven Da'i al-Mutlaq of Dawoodi Bohras are laid to rest in the Rauzas at
Devdi Mubarak, Surat.
Surat is known for its relaxed lifestyle and its cuisine. An old saying
in Gujarati, "Surat nu Jaman ane Kashi nu Maran", means "Eat in Surat and
Die in Kashi" to have the best for one's soul. Popular dishes include Locho (a
favourties of the local, steamed snack made of gram flour and lenties,
steamed to be eaten immediately. Locho is only available in Surat. Other are
perennial favourites such as "ghari" (a type of sweet), petis, undhiyu,
rasaawala khaman, Surati Khaman (spicy), Sarasiya Khaja, Khavsa, Aloopuri,
Sosyo(soda) and surati Chinese. Unlike cuisines in other parts of Gujarat,
Surti cuisine is quite spicy. Roadside kiosks, called "laaris" or "rekdis", are
quite popular in Surat. Ponk is a roasted cereal that is available only in this
part of the world.

DPR for Metro Rail Project in Surat, Gujarat December 2018 24/81
 CHAPTER 14 : Environment and Social Impact Assessment

The major Hindu festivals are celebrated in

Surat. Navratri, Diwali and Ganesh Chaturthi are celebrated with great
enthusiasm. The kite-flying festival of Uttarayan, which falls on Makar
Sankranti – 14 or 15 January, or 'Vaasi Uttarayan', celebrated with great
enthusiasm by flying kites and shouting 'Kai Po Che' (I have cut) – is very
popular in the city. It is also well known for the celebration of Chandi
Padvo which usually occurs in October and is a holiday unique to Surat. This
day comes after one of the two biggest full moon days of the Hindu calendar
year, Sharad Purnima , when residents of Surat have 'Ghari' and 'Bhusu'
(Surti snacks).
Surat ranked 8th in India with a GDP of $40 billion in fiscal year 2011–2012
($14 billion in 2010). Surat GDP in 2020 will be around $57 billion estimated
by The City Mayors Foundation, an international think tank on urban
affairs. The per capita GDP was $8,000 in 2010. Surat is known for diamonds,
textiles, and for diamond-studded gold jewellery manufacturing. Surat
registered a GDP growth of 11.5% for the seven fiscal years 2001–2008, the
fastest growing GDP in India. The city accounts for:

 90% of the world's total rough diamond cutting and polishing;

 99.99% of the nation's total rough diamond cutting and polishing;
 90% of the nation's total diamond exports;
 40% of the nation's total man made fabric production;
 28% of the nation's total man made fibre production;
 18% of the nation's total man made fibre export; and
 12% of the nation's total fabric production.

Surat is a major hub of diamond cutting and polishing. Gujarati diamond

cutters, emigrating from East Africa, established the industry in 1901 and, by
the 1970s, Surat-based diamond cutters began exporting stones to the US for
the first time. Surat is the largest diamond hub in the entire world. It is to
believed that 9 out of 10 diamonds in Manhattan, New York, is from Surat.
Major diamond polishing factories are in Varracha and Kataragam area. Most
of the diamond business is dominated by people from Saurastra.
Since it is known for producing textiles, including silk, Surat is known as the
textile hub of the nation or the Silk City of India. It is very famous for its cotton
mills and Surat Zari Craft. Surat is the biggest centre of MMF (man-made
fibre) in India. It has a total of 381 dyeing and printing mills and 41,100
powerloom units. There are over a hundred thousand units and mills in total.
The overall annual turnover is around 5 billion rupees. There are over 800
cloth wholesalers in Surat. It is the largest manufacturer of clothes in India,

DPR for Metro Rail Project in Surat, Gujarat December 2018 25/81
 CHAPTER 14 : Environment and Social Impact Assessment

and Surti dress material can be found in any state of India. Surat produces 9
million metres of fabric annually, which accounts for 60% of the total polyester
cloth production in India. Now the city is focusing on increasing the exports of
its textile.
Along with Textile and Diamond, there are other sectors in city
like Petroleum, Oil,Gas, Shipping, Cement, Metallurgy, Paper, Chemical, Fertil
iser etc. Hazira INA, Magadalla, Ichchhapore, Olpad near Surat city are
having giant industries like ONGC, GAIL, ABG Shipyard, Narmada Cement,
Ambuja Cement, Ultratech Cement, NTPC-KGPP Power Plant, ESSAR
group of Industries (Steel/ Power/ Chemical/ Oil/ Shipping), L& T, Reliance
Industries. There are many SME Domestic IT Companies present in Surat.
MNC IT companies like IBM, TCS, HCL, Wipro have satellite or virtual
branches in Surat. On 14 February 2014 Govt of Gujarat DST had handover
STPI Surat at Bhestan-Jiav Road, Bhestan Near Udhana-Sachin BRTS
Route.

14.7 SOCIO-ECONOMIC SURVEY

A socio-economic survey was undertaken for the proposed corridor to assess

the socio-economic conditions of project-affected families/people and to
examine the impacts of the proposed metro alignment on their conditions.
There can be two types of impacts on the PAPs. One is the displacement of
residential house and another is displacement of commercial establishments

It has been found during socio-economic survey that any residential structure
is not affected by the metro route on both the alignments. Land is mainly
required for viaduct, construction of stations and allied services, construction
of Depot including laying of stabling lines, workshops, washing lines,
administrative buildings and Water, Sewage and Effluent treatment systems in
addition to storage facilities. Additionally, land is also required for RSS.

The survey has been undertaken on the corridors using structured

questionnaire. It has been found that a total of 18 commercial structures are
getting affected by the construction of proposed project. The commercial
establishments have also employed 24 employees who are working for a
period of 2 to 5 years.

14.8 ARCHAEOLOGICAL SITES

Surat city is having a few historical and archaeological structures. The details
of such structures is given in Table 14.9.

DPR for Metro Rail Project in Surat, Gujarat December 2018 26/81
 CHAPTER 14 : Environment and Social Impact Assessment

Table 14.9 List of Archaeological Monuments in Surat

S. Corridor Code Monument Distance Location

No. from
Centre
Line
1 I N-GJ Dargah Khwaja 400 M Between Gandhi
177 Dana Sahab Rouza Bag and SMC
Shopping Complex
Stations
2 I N-GJ Old English Tomb 1450 M Between SMC
178 Hospital and
Gandhi Bag
Stations
3 I N-GJ Tomb of Khwaja 400 M Between Gandhi
179 Safar Sulemani Bag and SMC
Shopping Complex
Stations
4 I N-GJ Old Dutch and 1100 M Between Gandhi
180 Armenian Tomb and Bag and SMC
Cemetry Shopping Complex
Stations
5 I N-GJ Ancient Site at 6500 M Sarthana Station
181 Kamrej

There are many heritage sites in Surat which are very much far off from the
corridor alignment. Their architectural features include a variety of European
influences such as Dutch, English, Portuguese and traditional Indian
features. The proposed alignment of Surat Metro corridor does not pass
through or near any of the Archaeological monuments or heritage sites.

14.9 ENVIRONMENTAL IMPACTS ASSESSMENT

14.9.1 Environmental Impacts

This section identifies and appraises the negative impacts on various aspects
of the environment likely to result from the proposed development. It is
pertinent to mention that the negative environmental impacts listed below are
based on the assumption that no negative impact mitigation measure or
benefit enhancements are adopted. The negative environmental impacts are
generally observed on the following parameters:

 Land Environment
 Water Environment

DPR for Metro Rail Project in Surat, Gujarat December 2018 27/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Air Environment
 Noise Environment
 Biological Environment
 Socio-Economic Environment

The impacts on the above environmental components have been further

assessed during various phases of project cycle namely project location,
project design, construction and operation.

14.9.2 Impacts due to Project Location

During this phase, those impacts, which are likely to take place due to the
layout of the project, have been assessed. These impacts are:

- Project Affected People (PAPs)

- Change of Land use;
- Loss of trees/forest;
- Utility/Drainage Problems,
- Socio-economic impacts;
- Impact on Historical and Cultural Monuments;

14.9.2.1 Project Affected People (PAPs)

There will be acquisition of private land and property in this project hence
there are many PAPs as a result of the project activity. Detailed socio-
economic assessment has been made for PAPs in Social Impact
Assessment.

14.9.2.2 Change of Land Use

The required land (permanent & temporary) for the construction of the
proposed alignment is both government as well as private land which shall
be allotted by Surat Municipal Corporation. Private land will be acquired
as per the provisions of The Right to Fair Compensation and
Transparency in Land Acquisition, Rehabilitation and Resettlement Act
2013 (Act 30 of 2013).

14.9.2.3 Loss of Forests/ Trees

The proposed metro lines are in urban/ city area and will not pass through
any forests. Hence no loss to forest is anticipated due to the project.
However, trees do exist in patches in the corridor selected for the project.

DPR for Metro Rail Project in Surat, Gujarat December 2018 28/81
 CHAPTER 14 : Environment and Social Impact Assessment

There are about 481 trees which are likely to be felled during construction.
Trees are assets in purification of urban air, which by utilizing CO 2 from
atmosphere, release oxygen into the air. However, with removal of these
trees, the process for CO2 conversion will get effected and the losses are
reported below:

i) Total number of Trees : 481

ii) Decrease in CO2 absorption @ 21.8
Kg/ year tree for 8 years : 83886.40 kg
iii) Oxygen production @ 49 kg/ year tree
for 8 years : 188552 kg

The average consumption of oxygen for a person is about 182 kg/ year. It
means these trees will meet the requirement of about 1036 people round
the year. Trees help carbon sequestration acting as a carbon sink. By
removing the carbon and storing it as cellulose, trees release oxygen back
into the air.

14.9.2.4 Utility/ Drainage Problems

Metro lines are mostly planned to run through the urban area. The
alignment will cross many properties, drains/ nalas, large number of sub-
surface, surface and utility services, viz. sewer, water mains, storm water
drains, telephone cables, overhead electrical transmission lines, electric
pipes, roads, traffic signals etc. These utilities/ 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 affect construction and project implementation time
schedule/ costs for which necessary planning/ action needs to be initiated
in advance.

14.9.2.5 Socio-Economic Impact on PAPs

The metro alignment runs between Beshan and Saroli and Sarthana and
Dream City Land is mainly required for viaduct, construction of stations
and allied services, construction of Depot including laying of stabling lines,
workshops, washing lines, administrative buildings and Water, Sewage
and Effluent treatment systems in addition to storage facilities.
Additionally, land is also required for RSS. There is no residential unit
affected by the land acquisition for the proposed metro corridors.

DPR for Metro Rail Project in Surat, Gujarat December 2018 29/81
 CHAPTER 14 : Environment and Social Impact Assessment

It has been observed that the alignment is cutting across the Textile
market building No. 451 just opposite Millenium Textile Market. It is
anticipated that whole building will not be acquired and only corner shops
directly influenced by he corridor alignment would be affected ad
acquired. The corner of the building may be cut right from basement to the
third floor.

A total of 18 commercial establishments are getting affected due to the

project due to viaduct and stations. The commercial establishments are
having 24 employees. Among the shops being affected 9 are located at
SMC Shopping Complex, One at SMC Hospital Station on Corridor-1
between Sarthana- Dream City. Simultaneously there are 8 shops
affected due to the sharp curve by the side of road overbridge at Textile
Market 451 near Millenium Textile Market in basement and three floors
between proposed Kamela Darwaja Station and Anjana Farm stations on
Beshan- Saroli corridor of Surat Metro.

Shops at SMC Shopping Complex

DPR for Metro Rail Project in Surat, Gujarat December 2018 30/81
 CHAPTER 14 : Environment and Social Impact Assessment

Affected shops at Textile Market 451between Kamela Darwaja and Anjana Farm

14.9.2.6 Impact on Archaeological Sites

There is no historical monument having any archeological value in the close

vicinity of the proposed alignment. Thus, on this aspect there would be no
impact.

14.9.2.7 Impact on Sensitive Receptors

There are many sensitive receptors along the alignment like hospitals,
schools and religious places but care has been taken to keep safe distance
between the alignment and sensitive receptors. However, during operation
stage care would be taken to provide noise barriers of suitable design
between hospitals and the alignment to minimize the impact.

DPR for Metro Rail Project in Surat, Gujarat December 2018 31/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.9.3 Impacts due to Project Design

Considered impacts, due to project designs are:

- Lighting,
- Risk Due to Earthquake.

14.9.3.1 Lighting

The platforms, concourse, staircase and escalator areas for the elevated
stations will have adequate and uniform fluorescent lighting to provide
pleasant and cheerful environment. It is proposed to adopt the norms
prevailing in Metro for illumination. It is pertinent to note that care has been
taken at design stage itself to avoid too much illuminating the stations.
Maximum illumination level proposed is 200Lux which provides normal
lighting.

14.9.3.2 Risk Due to Earthquake

The project area lies in Zone III of Bureau of Indian Standards (BIS) Seismic
Zoning Map (Fig. 14.2). Seismic factor proposed by India Meteorological
Department (IMD) for the purpose of design of Civil Engineering structures
shall be incorporated suitably while designing the structures.

14.9.4 Impacts due to Project Construction

Although 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:

- Top Soil erosion, pollution and health risk at construction site,

- Traffic diversion and risk to existing building,
- Excavated soil disposal problems,
- Dust Generation,
- Increased water demand,
- Impact due to Supply of Construction Material,
- Disposal of Construction and Demolition Waste,
- Impacts due to batching plant and casting yard,

DPR for Metro Rail Project in Surat, Gujarat December 2018 32/81
 CHAPTER 14 : Environment and Social Impact Assessment

- Noise Pollution,

14.9.4.1 Soil Erosion, Pollution and Health Risk at Construction Site

Every care will be taken to avoid damage to the top soil. It shall be preserved
and utilized. Problems could arise from dumping of construction spoils
(Concrete, bricks) waste materials (from contractor camps) etc. causing
surface and ground water pollution. However, it is proposed to have mix
concrete directly from batching plant for use at site. Health risks include
disease hazards due to lack of sanitation facilities in labour camps (water
supply and human waste disposal) and insect vector disease hazards of local
workers and disease hazards to the local population. Mitigation measures
should include proper water supply, sanitation, drainage, health care and
human waste disposal facilities. In addition to these, efforts need to be made
to avoid water spills, adopt disease control measures and employment of local
labour. Problems could arise due to difference in customs of workers from
immigrant workers and local residents. These risks could be reduced by
providing adequate facilities in worker’s camps, raising awareness amongst
workers and by employment of preferably local labour.

14.9.4.2 Traffic Diversions and Risk to Existing Buildings

During construction period, complete/ partial traffic diversions on road will

be required, as most of the construction activities are on the central verge
of road. Traffic would get affected on the roads. Rather than completely
blocking the roads it will be advisable to make the narrow portion of roads
as one way to allow for operation of traffic together with construction
activities. Advance traffic updates/ information on communication systems
will be an advantage to users of affected roads. The rail corridor does not
pose any serious risk to existing buildings since there is safe distance
between buildings and proposed corridor except at a few places where
shops are affected due to the turning of alignment. Moreover, at many
places facilities for station would affect open spaces and a few buildings
which may be avoided by suitably adjusting the station layouts. Special
care shall be taken for safety of the structures during construction.

14.9.4.3 Problems of Excavated Soil and Bentonite Disposal

The proposed alignment is elevated and thus the excavation would be

limited to piers and their piling. The soil would be used for refilling at station
site. If there would be some residual soil, it would be utilized by SMC for

DPR for Metro Rail Project in Surat, Gujarat December 2018 33/81
 CHAPTER 14 : Environment and Social Impact Assessment

internal use for refilling Depot sites and, if surplus, it would be disposed off
at designated locations as per Surat Authority directions. Some Bentonite
muck would also be generated in the project. Disposal of Bentonite would
be at designated land fill site.

14.9.4.4 Air Pollution and Dust Generation

Transportation of earth and establishment of the material will involve use

of heavy machinery like compactors, rollers, water tankers, and dumpers.
This activity is machinery intensive resulting in dust generation.
Simultaneously there would be fugitive gas emissions due to vehicular and
machinery exhausts during their working during construction. However, this
activity will be only short-term. Protective measures shall be undertaken
during construction phase. Movement of trucks and other heavy equipment
at construction site would generate dust during construction phase.

14.9.4.5 Water Pollution

Source of Water contamination will be from the washings and the surplus
water from curing the structures which shall be diverted and passed
through desilting chambers before letting it go outside the working site.
Muck shall not be allowed to confluence with any water course. Controlled
water should be used for curing.

14.9.4.6 Increased Water Demand

The water demand will increase during construction phase for meeting out
drinking and domestic water requirement of workers. Sufficient water for
construction purpose would be made available by SMC as it is responsible
for water supply in Surat. Water requirement for construction of Metro will
be met through the public supply. It is suggested to use treated STP water
for the purpose of Construction. Proper care shall be taken while drawing
water from public facilities to avoid any negative impact on the residents
living in the vicinity of the project whose water demand is, in any case, met
by SMC supplied water.

14.9.4.7 Impact due to Supply of Construction Material

Metro construction is a material intensive activity. Huge quantity of different

construction materials will be required for construction of metro corridor.
These shall be sourced from the nearest source. Quarry operations are

DPR for Metro Rail Project in Surat, Gujarat December 2018 34/81
 CHAPTER 14 : Environment and Social Impact Assessment

independently regulated activities and outside the purview of the project

proponent. It is nonetheless, appropriate to consider the environmental
implications in selection of quarry sources since poorly run operations
create dust problems, contribute noise pollution, ignore safety of their
employees, or cause the loss of natural resources. Although quarry
operation is out of purview of the metro construction but, the construction
material shall be sourced only from legalized and approved quarries.

14.9.4.8 Generation of Construction and Demolition Waste

Construction and demolition (C&D) debris is defined as that part of the solid
waste stream that results from land clearing and excavation, and the
construction, demolition, remodeling and repair of structures, roads and
utilities. C&D waste includes concrete, stones and dirt generated during
excavation (sometimes collectively referred to as "fill material" or rubble).
C& D Waste may be generated from Pile caps, residual cement bags,
residual steel scrap, excess construction material stacked at site etc. It is a
waste stream that is separate and distinct from residential and commercial
waste, commonly called municipal solid waste (MSW).

About 10-15% of the construction material such as waste material from

contractor camps is left behind by the contractor as construction waste/
spoils. Dumping of construction waste/spoil in haphazard manner may
cause surface and ground water pollution near the construction sites. The
C& D waste would be handled and disposed-off to C&D waste processing
facility or for back filling of low lying areas, leaving no significant impact on
environment.

14.9.4.9 Impacts due to Casting Yard and Batching Plant

During construction phase, there would be establishment and operation of

Batching Plant and Casting Yard which would be located in an area
designated and allotted by SMC away from habitation. There would be
requirement to get NOC (Consent to establish) and Consent to operate
under water and air Acts from Gujarat Pollution Control Board at the time of
establishing the facilities. Simultaneously, there would be requirement to
get the authorization for storage and handling of hazardous chemicals to
store and handle used oils and other such materials. The Application forms
for seeking Consent to establish, Consent to Operate and Authorization for
storage of Hazardous chemicals are available from the office of Gujarat
Pollution Control Board at Surat.

DPR for Metro Rail Project in Surat, Gujarat December 2018 35/81
 CHAPTER 14 : Environment and Social Impact Assessment

There would be significant movement of men, material and machinery in

batching plant and casting yard. It is expected that both batching and
casting yard would be located at same complex. Huge quantity of Cement,
aggregates and other construction materials would be used in batching
plant and casting yard. There would be generation of dust, noise, flue
gases and other contaminants from the working of heavy machinery for
handling and transporting the construction materials. The mitigation
measures have been elaborated in EMP.

14.9.4.10 Noise Pollution

The major sources of noise pollution during construction are movement of

vehicles for transportation of construction material to the construction site
and the noise generating activity at the construction site itself. The Metro
construction is equipment intensive.

14.9.4.11 Vibrations During Construction

There may be vibration during piling operations due to working of heavy

construction machinery and the movement of heavy transport vehicles,
loading and unloading of materials etc. This would be a short-term activity
and effort will be made to avoid piling operations during night between
11.00 pm to 5.00 am in the vicinity of residential areas.

14.9.4.12 Loss of Historical and Cultural Monuments

No historical/ cultural monuments will be lost because of the proposed

development.

14.9.5 Impacts due to Project Operation

Along with many positive impacts, the project may cause the following
negative impacts during operation of the project due to the increase in the
number of passengers and trains at the stations:

- Noise pollution,
- Water supply and sanitation at Stations,
- Station refuse disposal and sanitation,
- Pedestrianization and visual issues
-

DPR for Metro Rail Project in Surat, Gujarat December 2018 36/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.9.5.1 Noise Pollution

During the operation phase the main source of noise will be from running of
metro trains. Noise radiated from train operations and track structures
generally constitute the major noise sources. Airborne noise is radiated from
elevated structures. The noise level at 2 m distance from the rail alignment is
about 73 dB(A) as per the experience in operating metro system. The noise
level reduces with distance logarithmically. At places, the alignment is likely to
be passing close to the buildings which may affect the residents. At such
places noise barriers would be used to minimize the noise impact in the
vicinity of the alignment.

14.9.5.2 Water Supply and Sanitation at Stations

Public facilities such as water supply, sanitation and wash rooms are very
much needed at the stations. The water requirement for stations would be for
drinking, toilets, cleaning and also for other purpose like AC. Water Demand
as per existing Metro corridors is calculated and presented in Table 14.10. It
is assumed that there would be similar water requirements in Surat Metro as
well. Raw water should be treated and brought to national drinking water
standards, before used for consumption. In addition, water will be required for
contractor’s camps during construction. The water requirement for the stations
will be met through the public water supply system or purpose built tube wells
after taking necessary approvals from CGWA. However, as an environmental
conservation measure, rainwater harvesting structure will also be constructed
at stations and along the via-duct.

Table 14.10 Water Requirement at Stations

S. No. Particular Water Demand for each station KLD
1 At Stations for Drinking Purpose 6
2 At Elevated stations for AC, cleaning, 17
chiller and other purposes
Total 23

Thus, there would be total water requirement of 897 KLD in 39 stations.

However, arrangement of water will have to be made at each station
separately.

DPR for Metro Rail Project in Surat, Gujarat December 2018 37/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.9.5.3 Station Refuse

The collection and removal of refuse from stations in a sanitary manner is of

great importance for effective vector control, nuisance abatement, aesthetic
improvement and fire protection. The refuse from station includes:

- Garbage
- Rubbish and
- Floor Sweepings.

As per the available data from Delhi Metro Phase I and II and other
operational metros, the solid waste generation is about 0.8 – 1.2 cum/day at
elevated stations. At elevated stations, the solid waste generation is more due
to airborne dust. At underground stations the waste generation would be
lesser. However, it is estimated that a maximum of 31.2 to 46.8 cum of solid
waste will be generated from the thirty nine stations of these corridor of Surat
metro. The maintenance of adequate sanitary facilities for temporarily storing
refuse on the premises is considered a responsibility of the project authorities.
The storage containers for this purpose need to be designed. However, it is
suggested that the capacity of these containers should not exceed 50 litres
and these should be equipped with side handles to facilitate handling. To
avoid odour and the accumulation of fly-supporting materials, garbage
containers should be washed at frequent intervals.

14.9.5.4 Visual Impacts

The introduction of MRTS implies a change in streets through which it will

operate. An architecturally well designed elevated section can be pleasing to
the eyes of beholders. Recent MRTS projects have attempted to incorporate
this objective in their designs. Since a low profile would cause the least
intrusion, the basic elevated section has been optimised at this stage itself.

14.9.5.5 Vibrations

This corridor is elevated throughout the alignment. As per the experience from
working metros particularly Delhi Metro it is found that the problem of ground
vibration is generally felt in case of Underground sections. In elevated
corridors there has been no complaint of vibration in the vicinity of alignments.
Therefore, the vibration impact is not considered significant for most of the
corridor section. However, preventive measures to reduce the vibration at

DPR for Metro Rail Project in Surat, Gujarat December 2018 38/81
 CHAPTER 14 : Environment and Social Impact Assessment

source would be applied in the rail design itself for elevated as well as
underground sections.

In corridor-1 between Sarthana and Dream city there are six underground
stations. Underground section would be app. 7.8 Km. Here the structures and
buildings above the corridor or in the close vicinity of the alignment may feel
the vibration impacts. The effects of ground-borne vibration include
perceptible movement of the building floors, rattling of windows, shaking of
items on shelves or hanging on walls, and rumbling sounds. In extreme
cases, such vibration can damage buildings and other structures. In addition,
the sound reradiated from vibrating room surfaces, referred to as ground-borne
noise, may be audible in the form of a low-frequency rumbling sound.

The train wheels rolling on the rails create vibration energy transmitted through
the track support system into the track bed or track structure. The amount of
energy that is transmitted into the track structure depends strongly on factors
such as how smooth the wheels and rails are and the resonance frequencies
of the vehicle suspension system and the track support system. The vibration
of the track or guideway structure excites the adjacent ground, creating
vibration waves that propagate through the various soil and rock strata to the
foundations of nearby buildings. The vibration propagates from the
foundation throughout the remainder of the building structure. The maximum
vibration amplitudes of floors and walls of a building often occur at the
resonance frequencies of those building elements.

14.9.6 Impacts due to Depot

One Depot is proposed at Beshan near STP and another depot is proposed
near village Khajod on Corridor-1. The depot will have following facilities:

 Washing Lines,
 Operation and Maintenance Lines,
 Workshop, and
 Offices.

These facilities could generate water and noise issues. The depot area may
have to be filled up. Problems anticipated at depot sites are:

 Water supply,
 Oil Pollution,
 Cutting of trees

DPR for Metro Rail Project in Surat, Gujarat December 2018 39/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Sanitation,
 Effluent Pollution,
 Noise Pollution,
 Loss of livelihood,
 Impact due to filling of area, and
 Surface drainage.

 Water Supply
Water supply will be required for different purposes in the depot. The water
requirement for drinking will be 500 litre per day and 1,00,000 litre per day for
other requirements (Departments and Contractors office). The water after
conventional treatment can be processed through Reverse Osmosis (RO)
technology for specific use such as final washing of equipment/ trains.

 Oil Pollution
Oil spillage during change of lubricants, cleaning and repair processes, in the
maintenance Depot cum workshop for maintenance of rolling stock, is very
common. The spilled oil should be trapped in oil and grease trap. The
collected oil would be disposed off to authorised collectors, so as to avoid any
underground/ surface water contamination.

 Noise Pollution
The main source of noise from depot is the operation of workshop. The
roughness of the contact surfaces of rail and wheels and train speed are the
factors which influence the magnitude of rail - wheel noise. The vibration of
concrete structures also radiates noise. Due to less activity, no impact on the
ambient noise is anticipated.

 Solid Waste
At per available data, it is estimated that about 2 Ton per month of solid waste
will be generated from the Depot site which will be taken by the cleaning
contractor weekly and disposed to the Municipal waste disposal sites.

Sludge of the order of 250 kg/year is expected to be generated from the

ETP/STP that will be stored in leak proof containers and disposed off as per
State Pollution Control Board site.

According to experience and observation at operational DMRC depots, Oil

and grease of the order of 2652 litres/ year will be produced in the Depot
which will be disposed off through approved re-cyclers.

DPR for Metro Rail Project in Surat, Gujarat December 2018 40/81
 CHAPTER 14 : Environment and Social Impact Assessment

About 2.5 ton/month of iron turning of the PWL for the wheel profiling is likely
to be generated from the Depot.

14.10 POSITIVE ENVIRONMENTAL IMPACTS OF THE PROJECT

Based on project particulars and existing environmental conditions, potential

impacts that are likely to result from the proposed Surat metro corridors
development have been identified and wherever possible these have been
quantified. This section deals with the positive impacts of the project. The
introduction of the corridor will also yield benefits from non-tangible
parameters such as savings due to equivalent reduction in road construction
and maintenance, vehicle operating costs, less atmospheric air pollution and
socio-economic benefits of travel time, better accessibility, better comfort and
quality of life. However, all benefits cannot be evaluated in financial terms due
to non-availability of universally accepted norms. The parameters such as
economic growth, improvement in quality of life, reduction in public health
problems due to reduction in pollution, etc have not been quantified.

Various positive impacts have been listed under the following headings:

 Employment Opportunities;
 Enhancement of Economy;
 Mobility, Safety and reduced accidents;
 Traffic Congestion Reduction;
 Reduced Fuel Consumption;
 Reduced Air Pollution;
 Reduction in Number of Buses/ Auto rickshaws, and

 Employment Opportunities
The project is likely to be completed in a period of about 4 years. During this
period manpower will be needed to take part in various activities. About 3500
persons are likely to work during peak period of activity. In operation phase of
the project about 35 persons per kilo meter length of the corridor, ie (approx.
1400 persons) will be employed for operation and maintenance of the
proposed system in shifts. Thus, the project would provide substantial direct
employment. Besides, more people would be indirectly employed in allied
activities and trades.

 Enhancement of Economy
The proposed transport facility of SMC will facilitate sub-urban population to
move quickly. With the development of metro corridors in Surat, it is likely that

DPR for Metro Rail Project in Surat, Gujarat December 2018 41/81
 CHAPTER 14 : Environment and Social Impact Assessment

more people will be involved in trade, commerce and allied services. SMC
will, however, make it convenient for more people to move in the present
suburban areas. This will reduce population pressure on transport facilities in
the urban area.

 Mobility Safety and Reduced Accidents

The metro network increases the mobility of people at faster rate. The
proposed corridor will provide more people connectivity to other parts of the
city. Metro journey is safe and result in reduced accidents on roads.

 Traffic Congestion Reduction

To meet the forecast transport demand in the year 2026 and 2036, it is
estimated that the number of buses will have to be more. During this period
personalised vehicles may also grow. Together, they will compound the
existing problems of congestion and delay. The proposed development will
reduce journey time and hence congestion and delay. The substitution of
533890 persons in 2026 and 974310 persons in 2036 on this metro corridor of
Surat metro for an average trip length of 10 Km may reduce about 133472
Petrol Car Equivalent (PCE) in 2026 and 243577 PCE units in 2036 assuming
a switchover of 4 Person per PCE. The Asian Development Bank's "Transport
Emissions Model" for the National Environment Commission has been used to
predict/calculate the fuel consumption as well as the emissions of the harmful
pollutants into the environment.

 Reduced Fuel Consumption

On implementation of the project, it is estimated that both petrol and diesel
consumption will get reduced. The saving will be due to two factors namely
Reduction in vehicles and decongestion on roads. On the basis of assumption
of 133472 vehicles for 10 Km (Average trip length for the corridor in 2026) at
the speed of 30 KM/hr, the daily reduction in fuel consumption would be app
95447 litre Petrol and 18795 litre Diesel. Similarly in 2036 there is assumption
of modal shift of 974310 persons equivalent to 243577 PCE for a length of
about 10 Km. There will be reduction of 174185 litre Petrol and 34300 litre
Diesel I 2036.

 Reduced Air Pollution

Based on available data and assumptions, an attempt has been made to
model the air quality scenario for future using Asian Development Bank's
"Transport Emissions Model". On the basis of above referred assumptions,
daily reduction in pollutants would be as given below:

DPR for Metro Rail Project in Surat, Gujarat December 2018 42/81
 CHAPTER 14 : Environment and Social Impact Assessment

Parameter 2026 2036

CO : 8343.628 Kg 15226.534 Kg
CO2 : 261662.766 Kg 477516.121 Kg
NOx : 1064.407 Kg 1942.467 Kg
VOC : 1014.961 Kg 1852.269 Kg
Particulates : 21.245 Kg 38.771 Kg
SO2 : 32.527 Kg 59.360 Kg

 Carbon Credits
Due to savings in fuel and reduction in air pollution etc. carbon credit would be
generated during operation of the metro rail similar to the experience with
Delhi Metro Rail Corporation Ltd. However, at this stage calculation of carbon
credits is not feasible which would be worked out after the system become
operational.

 Improvement of Quality of Life

Development of Metro rail in the city would lead to overall improvement of
quality of life of local populace by virtue of availability of better transport
facility at competitive rates, better road safety, reduced pollution, improved
general health etc.

14.11 CHECKLIST OF IMPACTS

The impact evaluation determines whether a project development alternative

is in compliance with existing standards and regulations. It uses acceptable
procedures and attempts to develop a numeric value for total environmental
impact. A transformation of the review of multiple environmental objectives
into a single value or a ranking or projects is the final step in impact
assessment. There are about hundred methods for carrying out impact
assessment, which can be grouped into the following categories:

 Ad-hoc method,
 Checklist,
 Matrix,
 Network,
 Overlays,
 Environmental Index and
 Cost Benefit analysis.

Each of the methods is subjective in nature and none of these is applicable in

every case. Of the 7 methods listed above, checklist has been used and

DPR for Metro Rail Project in Surat, Gujarat December 2018 43/81
 CHAPTER 14 : Environment and Social Impact Assessment

presented. Checklist is a list of environmental parameters or impact indicators

which encourages the environmentalist to consider and identify the potential
impacts. A typical checklist identifying anticipated environmental impacts is
shown in Table 14.11.

Table 14.11 Checklist of Impacts

S. Negative No Positive
Parameter
No. Impact Impact Impact
A. Impacts due to Project Location
i. Displacement of People *
ii. Change of Land use and Ecology *
iii. Loss of Cultural and Religious Structures *
iv. Socio-economic Impacts *
v. Loss of Trees *
vi. Drainage & Utilities Problems *
B. Impact due to Project Design
i. Platforms - Inlets and Outlets *
ii. Ventilation and Lighting *
iii. Station Refuse *
iv. Risk due to Earthquakes *
C. Impact due to Project Construction
i. Top Soil Erosion, Pollution and Health risk *
ii. Traffic Diversions and *
iii. Risk to Existing Buildings *
iv. Problems of Soil Disposal and Seepage Risk *
v. Dust Generation *
vi. Increased Water Demand *
vii. Supply of Construction Material *
viii. Construction and Demolition Waste *
ix. Batching Plant and Casting Yard *
x. Noise *
D. Impact due to Project Operation
i. Oil Pollution *
ii. Noise *
iii. Water supply and sanitation *
iv. Vibrations *
v. Pedestrian Issues *
vi. Visual Impacts *
vii. Station Illumination *
viii. Employment Opportunities *
ix. Enhancement of Economy *
x. Mobility *
xi. Safety *
xii. Traffic Congestion Reduction *
xiii. Less fuel Consumption *

DPR for Metro Rail Project in Surat, Gujarat December 2018 44/81
 CHAPTER 14 : Environment and Social Impact Assessment

S. Negative No Positive
Parameter
No. Impact Impact Impact
xiv. Less Air Pollution *
xv. Carbon dioxide Reduction *
xvi. Reduction in Buses *
xvii. Reduction in Infrastructure *

14.12 PUBLIC CONSULTATION AND DISCLOSURE

Public consultation and participation is a continuous two way process,

involving, promoting of public understanding of the processes and
mechanisms through which developmental problems and needs are
investigated and solved. The public consultation, as an integral part of
environmental and social assessment process throughout the project
preparation stage not only minimizes the risks and unwanted political
propaganda against the project but also abridges the gap between the
community and the project formulators, which leads to timely completion of
the project and making the project people friendly.

Public consultations with the people of different sections of the society along
the project alignment, shopkeepers, and influential persons of the project area
will be made. Attention shall be given to potential vulnerable people like,
squatters, encroachers, schedule caste, and other backward section (OBC) of
society shall be consulted to make them aware and identify adverse impacts
of the project.

A. Consultation with Stakeholders

As required for Category A projects, preliminary consultations were conducted
at the early stage of EIA preparation, mostly involving local communities.
Successive consultations shall be conducted by the SMC after the finalization
of this report that includes representatives of local communities and entities

DPR for Metro Rail Project in Surat, Gujarat December 2018 45/81
 CHAPTER 14 : Environment and Social Impact Assessment

tasked with the regulation of the road development and environmental

protection.

B. Compliance with Regulatory and Funding Agency Requirement

As per Indian Environmental Regulations, public hearing is not required, as
railway projects do not attract EIA Notification 2006, amended 2009.
Meaningful consultations will be undertaken. All the five principles of
information dissemination, information solicitation, integration, co ordination
and engagement into dialogue will be incorporated in the consultation
process.

14.13 ENVIRONMENTAL MANAGEMENT PLAN

14.13.1 Management Plans

The Surat Metro Project will provide employment opportunity, quick mobility
service and safety, traffic congestion reduction, less fuel consumption and air
pollution on one hand and problems of muck disposal, traffic diversion, utility
dislocation etc. on the other hand.

Protection, preservation and conservation of environment have always been a

primary consideration in Indian ethos, culture and traditions. Management of
Environment by provision of necessary safeguards in planning of the project
itself can lead to reduction of adverse impacts due to a project. This chapter,
therefore, spells out the set of measures to be taken during project
construction and operation to mitigate or bring down the adverse
environmental impacts to acceptable levels based on the proposed
Environmental Management Plan (EMP).

The most reliable way to ensure that the plan will be integrated into the overall
project planning and implementation is to establish the plan as a component
of the project. This will ensure that it receives funding and supervision along
with the other investment components. For optimal integration of EMP into the
project, there should be investment links for:

 Funding,
 Management and training, and
 Monitoring.

The purpose of the first link is to ensure that proposed actions are adequately
financed. The second link helps in embedding training, technical assistance,

DPR for Metro Rail Project in Surat, Gujarat December 2018 46/81
 CHAPTER 14 : Environment and Social Impact Assessment

staffing and other institutional strengthening items in the mitigation measures

to implement the overall management plan. The third link provides a critical
path for implementation and enables sponsors and the funding agency to
evaluate the success of mitigation measures as part of project supervision,
and as a means to improve future projects. This chapter has been divided into
three sections:

 Mitigation measures,
 Disaster management, and
 Emergency measures.

14.13.2 Mitigation Measures

The main aim of mitigation measures is to protect and enhance the existing
environment of the project. Mitigation measures have to be adopted during
construction at all the construction sites including Batching Plant and Casting
Yards on all the aspects. The mitigation measures to be adopted have been
described under following heads:

 Compensatory Afforestation,
 Construction Material Management,
 Labour Camp,
 Energy Management
 Hazardous Waste Management
 Environmental Sanitation,
 Utility Plan,
 Air Pollution Control Measures,
 Noise Control Measures,
 Vibration Control Measures,
 Traffic Diversion/Management,
 Soil Erosion Control,
 Water Supply, Sanitation and Solid Waste management,
 Rain water harvesting
 Management Plans for Depot
 Training and Extension

14.13.2 Compensatory Afforestation

The objective of the afforestation program should be to develop natural areas

in which ecological functions could be maintained on a sustainable basis.
According to the results of the present study, it is found that about 481 trees
are likely to be lost due to the project. Three saplings are to be planted for

DPR for Metro Rail Project in Surat, Gujarat December 2018 47/81
 CHAPTER 14 : Environment and Social Impact Assessment

felling a single tree. Hence 1443 trees need to be planted. Plantation

program will be finalized in consultation with SMC and project proponent
would provide the funds for compensatory afforestation as per government
policy.

14.13.3 Construction Material Management – Storage and Procurement

The major construction material to be used for construction of the proposed

corridor are coarse aggregates, cement, coarse sand, reinforcement steel,
structural steel, water supply, drainage and sanitary fittings etc. The material
will be loaded and unloaded by engaging labour at both the locations by the
contractor.

The duties of the contractor will include monitoring all aspects of construction
activities, commencing with the storing, loading of construction materials and
equipment in order to maintain the quality. During the construction period, the
construction material storage site is to be regularly inspected for the presence
of uncontrolled construction waste. Close liaison with the SMC Officer and the
head of the construction crew will be required to address any environmental
issues and to set up procedures for mitigating impacts. The scheduling of
material procurement and transport shall be linked with construction schedule
of the project. The Contractor shall be responsible for management of such
construction material during entire construction period of the project. Sufficient
quantity of materials should be available before starting each activity. The
contractor should test all the materials in the Government labs or Government
approved labs in order to ensure the quality of materials before construction.
This is also the responsibility of the contractor, which would be clearly
mentioned in the contractor’s agreement. Care shall be taken to avoid spillage
of material during construction. Procurement of material would be from
environment friendly source. The materials shall be procured from nearest
available source and shall be transported in coverd trucks. All the material
would be stored in a manner to avoid multiple handling for use in construction
activities.

14.13.4 Labour Camp

The Contractor during the progress of work will provide, erect and maintain
the necessary (temporary) living accommodation and ancillary facilities for
labour to standards and scales approved by the SMC. All temporary
accommodation must be constructed and maintained in such a fashion that
uncontaminated water is available for drinking, cooking and washing. Safe

DPR for Metro Rail Project in Surat, Gujarat December 2018 48/81
 CHAPTER 14 : Environment and Social Impact Assessment

drinking water should be provided to the dwellers of the construction camps.

Adequate washing and bathing places shall be provided, and kept in clean
and drained condition. Construction camps are the responsibility of the
concerned contractors and these shall not be allowed in the construction
areas but sited away. Adequate health care is to be provided for the work
force.

Sanitation Facilities: Construction sites and camps shall be provided

sanitary latrines and urinals. Mobile STP/ septic tanks should be provided for
the flow of used water outside the camp. Drains and ditches should be treated
with bleaching powder on a regular basis. The sewage system for the camp
must be properly designed, built and operated so that no health hazard occurs
and no pollution to the air, ground or adjacent watercourses takes place.
Garbage bins must be provided in the camp and regularly emptied and the
garbage disposed off in a hygienic manner

Shelter at Workplace: At every workplace, shelter shall be provided free of

cost, separately for use of men and women labourers. Sheds shall be
maintained in proper hygienic conditions.

First aid facilities: At every workplace, a readily available first-aid unit

including an adequate supply of sterilized dressing materials and appliances
shall be provided. Suitable transport shall be provided to facilitate taking
injured and ill persons to the nearest hospital.

Day Crèche Facilities: At every construction site, provision of a day crèche

shall be worked out so as to enable women to leave behind their children. At
construction sites where 25 or more women are ordinarily employed, at least
a hut shall be provided for use of children under the age of 6 years belonging
to such women. Huts shall be provided with suitable and sufficient openings
for light and ventilation. Size of crèches shall vary according to the number of
women workers employed.

14.13.5 Energy Management

The contractor shall use and maintain equipment so as to conserve energy

and shall be able to produce demonstrable evidence of the same upon SMC
request. Measures to conserve energy include but not limited to the following:

 Use of energy efficient motors and pumps,

 Use of energy efficient lighting, which uses energy efficient luminaries,

DPR for Metro Rail Project in Surat, Gujarat December 2018 49/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Adequate and uniform illumination level at construction sites suitable

for the task,
 Proper size and length of cables and wires to match the rating of
equipment, and
 Use of energy efficient air conditioner.

The contractor shall design site offices maximum daylight and minimum heat
gain. The rooms shall be well insulated to enhance the efficiency of air
conditioners and the use of solar films on windows may be explored.

14.13.6 Hazardous Waste Management

The contractor shall identify the nature and quantity of hazardous waste
generated as a result of his activities and shall file a ‘Request for
Authorization’ with Gujarat Pollution Control Board along with a map showing
the location of storage area. Outside the storage area, the contractor shall
place a ‘display board’, which will display quantity and nature of hazardous
waste, on date. Hazardous Waste needs to be stored in a secure place. 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 labeling and packaging is required to be easily
visible and be able to withstand physical conditions and climatic factors. The
contractor shall approach only Authorized Recyclers for disposal of
Hazardous Waste, under intimation to the SMC.

14.13.7 Environmental Sanitation

Environmental sanitation also referred to as Housekeeping, is the act of

keeping the working environment cleared of all unnecessary waste, thereby
providing a first-line of defense against accidents and injuries. Contractor shall
understand and accept that improper environmental sanitation is the primary
hazard in any construction site and ensure that a high degree of
environmental sanitation is always maintained. Environmental sanitation is the
responsibility of all site personnel, and line management commitment shall be
demonstrated by the continued efforts of supervising staff towards this
activity.

General environmental sanitation shall be carried out by the contractor and at

all times at Work Site, Construction Depot, Batching Plant, Labour Camp,
Stores, Offices and toilets/urinals. The contractor shall employ a special group
of environmental sanitation personnel to carry out following activities:

DPR for Metro Rail Project in Surat, Gujarat December 2018 50/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Full height fence, barriers, barricades etc. shall be erected around the site
in order to prevent the surrounding area from excavated soil, rubbish etc,
which may cause inconvenience to and endanger the public. The
barricade especially those exposed to public shall be aesthetically
maintained by regular cleaning and painting as directed by the Employer.
These shall be maintained in one line and level.
 The structure dimension of the barricade, material and composition, its
colour scheme, SMC logo and other details.
 All stairways, passageways and gangways shall be maintained without
any blockages or obstructions. All emergency exits passageways, exits fire
doors, break-glass alarm points, fire-fighting equipment, first aid stations,
and other emergency stations shall be kept clean, unobstructed and in
good working order.
 All surplus earth and debris are removed/disposed off from the working
areas to officially designated dumpsites. Trucks carrying sand, earth and
any pulverized materials etc. in order to avoid dust or odour impact shall
be covered while moving.
 No parking of trucks/trolleys, cranes and trailers etc. shall be allowed on
roads, which may obstruct the traffic movement.
 Roads shall be kept clear and materials like: pipes, steel, sand boulders,
concrete, chips and brick etc. shall not be allowed on the roads to obstruct
free movement of road traffic.
 Water logging or bentonite spillage on roads shall not be allowed.
 Proper and safe stacking of material are of paramount importance at
yards, stores and such locations where material would be unloaded for
future use. The storage area shall be well laid out with easy access and
material stored / stacked in an orderly and safe manner.
 Flammable chemicals / compressed gas cylinders shall be safely stored.
 Unused/surplus cables, steel items and steel scrap lying scattered at
different places within the working areas shall be removed to identified
locations.
 All wooden scrap, empty wooden cable drums and other combustible
packing materials, shall be removed from work place to identified
location(s).
 Empty cement bags and other packaging material shall be properly
stacked and removed.

14.13.8 Utility Plan

The proposed Metro alignment runs along major arterial roads of the city,
which serve Institutional, Commercial and Residential areas. A number of

DPR for Metro Rail Project in Surat, Gujarat December 2018 51/81
 CHAPTER 14 : Environment and Social Impact Assessment

sub-surface, surface and overhead utility services, viz. sewers, water mains,
storm water drains, telephone cables, electrical transmission lines, electric
poles, traffic signals etc. exists along the proposed alignment. These utility
services are essential and have to be maintained in working order during
different stages of construction by temporary / permanent diversions or by
supporting in position. As such, these may affect construction and project
implementation time schedule /costs, for which necessary planning / action
needs to be initiated in advance. Prior to the actual execution of work at site,
detailed investigation of all utilities and location will be undertaken well in
advance by making trench pit to avoid damage to any utility. While planning
for diversion of underground utility services e.g. sewer lines, water pipe lines,
cables etc., during construction of Metro alignment, the following guidelines
could be adopted:

 Utility services shall be kept operational during the entire construction period
and after completion of project. All proposals should therefore, ensure their
uninterrupted functioning.

 The elevated viaduct does not pose any serious difficulty in negotiating the
underground utility services, especially those running across the alignment. In
such situation, the spanning arrangement of the viaduct may be suitably
adjusted to ensure that no foundation need be constructed at the location,
where utility is crossing the proposed Metro alignment. In case of utility
services running along the alignment either below or at very close distance,
the layout of piles in the foundations shall be suitably modified such that the
utility service is either encased within the foundation piles or remains clear of
them.

14.13.8.1 Air Pollution Control Measures

During the construction period, the impact on air quality will be mainly due to
increase in PM10 along haul roads and emission from vehicles and
construction machinery. Though the estimation of air quality during
construction shows some impact on ambient air quality, nevertheless certain
mitigation measures which shall be adopted to reduce the air pollution are
presented below:

 The Contractor shall take all necessary precautions to minimise fugitive

dust emissions from operations involving excavation, grading, and clearing
of land and disposal of waste. He shall not allow emissions of fugitive dust
from any transport, handling, construction or storage activity to remain

DPR for Metro Rail Project in Surat, Gujarat December 2018 52/81
 CHAPTER 14 : Environment and Social Impact Assessment

visible in atmosphere beyond the property line of emission source for any
prolonged period of time without notification to the Employer.
 The Contractor shall use construction equipment to minimize or control of
air pollution. He shall maintain evidence of such design and equipment
and make these available for inspection by Employer.
 Contractor’s transport vehicles and other equipment shall conform to
emission standards fixed by Statutory Agencies of Government of India or
the State Government from time to time. The Contractor shall carry out
periodical checks and undertake remedial measures including
replacement, if required, so as to operate within permissible norms.
 The Contractor shall cover loads of dust generating materials like debris
and soil being transported from construction sites. All trucks carrying loose
material should be covered and loaded with sufficient free - board to avoid
spills through the tailboard or sideboards.
 The temporary dumping areas shall be maintained by the Contractor at all
times until the excavate is re-utilized for backfilling or as directed by
Employer. Dust control activities shall continue even during any work
stoppage.
 The Contractor shall place material in a manner that will minimize dust
production. Material shall be minimized each day and wetted, to minimize
dust production. During dry weather, dust control methods must be used
daily especially on windy, dry days to prevent any dust from blowing
across the site perimeter.
 The Contractor shall water down construction sites as required to
suppress dust, during handling of excavation soil or debris or during
demolition. The Contractor will make water sprinklers, water supply and
water delivering equipment available at any time that it is required for dust
control use. Dust screens will be used, as feasible when additional dust
control measures are needed especially where the work is near sensitive
receptors.
 The Contractor shall provide a wash pit or a wheel washing and/or vehicle
cleaning facility at the exits from work sites such as construction depots
and batching plants. At such facility, high-pressure water jets will be
directed at the wheels of vehicles to remove all spoil and dirt.

14.13.10 Construction and Demolition Waste

Waste prevention, reuse and recycling can not only save money, but also
generate broad environmental benefits, including the conservation of natural
resources. Reuse and waste prevention reduce the air and water pollution
associated with materials manufacturing and transportation. This saves

DPR for Metro Rail Project in Surat, Gujarat December 2018 53/81
 CHAPTER 14 : Environment and Social Impact Assessment

energy and reduces attendant greenhouse gas production. The recycling of

many materials requires less energy than production from virgin stock, and
can also reduce transportation requirements and associated impacts.

Opportunities for reducing C&D waste focus on three approaches, typically

expressed as Reduce-Reuse-Recycle.

The source of C & D waste are pile caps, excess RMC and demolition material.
An effort shall be made to recover embedded energy and to recycle the
maximum quantity of C & D Waste to manufacture tiles, curb stones, paver
block etc. The contractor shall store C&D waste separately at the site and sent
to recycling facility periodically.

There shall be no disposal of any waste along storm water drains, canals and/ or
any other water body or depression. Rather C & D waste shall be collected and
sent to any authorized waste recycling facility.

14.13.11 Noise Control Measures

There will be an increase in noise level in nearby ambient air due to

construction and operation of the Metro corridors. During construction, the
exposure of workers to high noise levels especially near the machinery need
to be minimized. This could be achieved by:

 Job rotation,
 Automation,
 Construction of permanent and temporary noise barriers,
 Use electric instead of diesel powered equipment,
 Use hydraulic tools instead of pneumatic tools,
 Acoustic enclosures should be provided for individual noise generating
construction equipment like DG sets,
 Scheduling and staggering truck loading, unloading and hauling operation,
 Schedule and stagger work to avoid simultaneous activities which
generate high noise levels,
 Anti drumming floor and noise absorption material,
 Low speed compressor, blower and air conditioner,
 Mounting of under frame equipment on anti-vibration pad,
 Smooth and gradual control of door,
 Provision of sound absorbing material in the supply duct and return grill of
air conditioner,

DPR for Metro Rail Project in Surat, Gujarat December 2018 54/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Sealing design to reduce the aspiration of noise through the gap in the
sliding doors and piping holes, and
 Sound proof compartments control rooms etc.

Special acoustic enclosures should be provided for individual noise

generating equipment, wherever possible. Workers in sections where periodic
adjustment of equipment/ machinery is necessary, should be provided with
sound proof control rooms so that exposure to higher noise level is reduced.
During construction, there may be high noise levels due to pile driving, use of
compressors and drilling machinery. Effective measures should be taken
during the construction phase to reduce the noise from various sources. The
noise from air compressor can be reduced by fitting exhaust and intake
mufflers.

The pile driving operation can produce noise levels up to 100 dB (A) at a
distance of 25-m from site. Suitable noise barriers can reduce the noise levels
to 70 dB (A) at a distance of 15m from the piles. A safety precaution as
stipulated in IS: 5121 (1969) ‘Safety Code for Piling and other Deep
Foundation’ need to be adopted.

Noise level from loading and unloading of construction materials can be

reduced by usage of various types of cranes and placing materials on sand or
sandy bag beds.

14.13.12 Vibration Control

Mitigation can minimize the adverse effects of project ground-borne vibration

on sensitive land uses. Vibrations arise due to rail - wheel interaction during
operations. Vibrations could be reduced by improving track geometry,
providing elastic fastenings, minimizing surface irregularities of wheel and rail,
and separation of rail seat assembly from the concrete plinth with insertion of
resilient and shock absorbing pad.

Adequate wheel and rail maintenance in controlling levels of ground-borne

vibration is very important. Problems with rough wheels or rails can increase
vibration levels by as much as 20 dB, negating the effects of even the most
effective vibration control measures. It is rare that practical vibration control
measures will provide more than 15- to 20-decibel attenuation. When ground-
borne vibration problems are associated with existing rails and rolling stock,
often the best control measure is to implement new or improved maintenance
procedures. Grinding rough or corrugated rail and implementing wheel truing

DPR for Metro Rail Project in Surat, Gujarat December 2018 55/81
 CHAPTER 14 : Environment and Social Impact Assessment

to restore the wheel surface and contour may reduce vibration more than
completely replacing the existing track system with floating slabs. Assuming
that the track and vehicles are in good condition, the options to further reduce
ground-borne vibration fit into one of seven categories: (1) maintenance
procedures, (2) location and design of special track work, (3) vehicle
modifications, (4) changes in the track support system, (5) building
modifications, (6) adjustments to the vibration transmission path, and (7)
operational changes.

Maintenance

Effective maintenance programs are essential for keeping ground-borne

vibration levels under control. When the wheel and rail surfaces are allowed to
degrade, the vibration levels can increase by as much as 20 dB compared
with a new or well-maintained system. Maintenance procedures that are
particularly effective at avoiding increases in ground-borne vibration include
the following:

 Rail grinding on a regular basis, particularly for rail that develops

corrugations. Rail condition monitoring systems are available to optimize
track conditions.
 Wheel truing to re-contour the wheel, provide a smooth running surface,
and remove wheel flats. The most dramatic vibration reduction results
from removing wheel flats. However, significant improvements also can
be observed simply from smoothing the running surface. Wheel condition
monitoring systems are available to optimize wheel conditions.
 Reconditioning vehicles, particularly when components such as
suspension system, brakes, and wheels will be improved and slip-slide
detectors will be installed.
 Installing wheel condition monitoring systems to identify those vehicles
most in need of wheel truing.

Location and Design of Special Track Work

Most vibration impact from a new train system is caused by wheel impacts at
the special track work for turnouts and crossovers. Careful review of
crossover and turnout locations during the preliminary engineering stage is an
important step in minimizing potential for vibration impact. When feasible, the
most effective vibration control measure is to relocate the special track work to
a less vibration-sensitive area. Another approach is to install movable point or
spring frogs that eliminate the gaps that occur when standard rail bound frogs
are used. These special frogs significantly reduce vibration levels near

DPR for Metro Rail Project in Surat, Gujarat December 2018 56/81
 CHAPTER 14 : Environment and Social Impact Assessment

crossovers, and they are often specified because of their longer lifespan under
repetitive high-speed conditions.

Vehicle Suspension

The ideal rail vehicle, with respect to minimizing ground-borne vibration,

should have a low unsprung weight, a soft primary suspension, a minimum of
metal-to-metal contact between moving parts of the truck, and smooth wheels
that are perfectly round. A thorough dynamic analysis, including the expected
track parameters, should be part of the specifications for the proposed high-
speed train set.

Special Track Support Systems

When the vibration assessment indicates that vibration levels will be

excessive, it is usually the track support system that is modified to reduce the
vibration levels. Floating slabs, resiliency supported ties; high-resilience
fasteners, ballast mats, and tire-derived aggregate (shredded tires) all have
been used to reduce the levels of ground-borne vibration. To be effective,
these measures must be optimized for the frequency spectrum of the vibration.
While designing of the structures such as viaducts and pillars following points
shall be taken into consideration:
 A heavy rail section of 60-kg/m, 90 UTS, supported at every 60-cm. has
been
proposed in order to prevent the development of surface irregularities on the
rail.
 The rail used shall be the one which is continuously welded which shall lead to
reduction of noise/vibration especially on account of irregular track geometry
and at curves.
 Elastic fastening system is proposed to be used which shall reduce the vibration
generated from rail- wheel interaction.
 Monitoring requirements for vibrations at regular intervals throughout the
construction period.
 Pre-construction structural integrity inspections of historic and sensitive
structures in project activity.
 The ballast-less track is supported on two layers of rubber pads to reduce
track noise and ground vibrations. The concept of a “low-noise” electric
locomotive must be adopted at a very early stage of planning and must be
followed up with detailed work throughout the project execution and
operation. In addition, baffle walls as parapets will be constructed up to
the rail level so as to reduce sound levels.
 In addition, we have proposed to provide skirting of coach shell covering
the wheel which will screen any noise coming from the rail wheel
interaction as of propagating beyond the viaduct. In sensitive areas, track
can be suitably designed so as to avoid propagation of noise to adjacent

DPR for Metro Rail Project in Surat, Gujarat December 2018 57/81
 CHAPTER 14 : Environment and Social Impact Assessment

structures.
 The lower vibration can be achieved by providing bolster less type bogies
having secondary air spring.

All these measures would be part of project cost.

14.13.13 Traffic Diversion/ Management

During construction, traffic is likely to be affected. Hence 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 the corridor. Any reduction of road space
during Metro construction results in constrained traffic flow. 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 etc. Maintenance of diverted roads in good working
condition to avoid slow down and congestion shall be a prerequisite during
construction period.

Various construction technologies are in place to ensure that traffic

impedance is done at the minimum. They are:

 The requirement would be mainly along the central verge/ side of the
road.
 As regards to the alignment cutting across a major traffic corridor, 'Box
Girder Construction Technology’ would be applied to prevent traffic
hold-ups or diversions of any kind.

Only temporary diversion plans will be required during construction of the

proposed Metro corridor. At the onset, all encroachments from road ROW will
have to be removed. These encroachments vary from ‘on-street’ parking to
informal activities.

Keeping in view the 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 and similar
traffic diversion plans shall be formulated and followed during the execution
stage.

Traffic Management Guidelines: The basic objective of the following

guidelines is to lay down procedures to be adopted by contractor to ensure

DPR for Metro Rail Project in Surat, Gujarat December 2018 58/81
 CHAPTER 14 : Environment and Social Impact Assessment

the safe and efficient movement of traffic and also to ensure the safety of
workmen at construction sites.
 All construction workers should be provided with high visibility jackets
with reflective tapes as most of viaduct and station works are on the
right-of-way. The conspicuity of workmen at all times shall be increased
so as to protect from speeding vehicular traffic.
 Warn the road user clearly and sufficiently in advance.
 Provide safe and clearly marked lanes for guiding road users.
 Provide safe and clearly marked buffer and work zones
 Provide adequate measures that control driver behavior through
construction zones.
 The primary traffic control devices used in work zones shall include
signs, delineators, barricades, cones, pylons, pavement markings and
flashing lights.

14.13.14 Soil Erosion Control

Prior to the start of the relevant construction, the Contractor shall submit to
the SMC for approval, his schedules for carrying out temporary and
permanent erosion/sedimentation control works are as applicable for the
items of clearing and grubbing, roadway and drainage excavation,
embankment/sub-grade construction, bridges and/ or other structures across
water courses, pavement courses and shoulders. He shall also submit for
approval his proposed method of erosion/sedimentation control on service
road and his plan for disposal of waste materials. Work shall not be started
until the erosion/sedimentation control schedules and methods of operations
for the applicable construction have been approved by the project authority.

The surface area of erodible earth material exposed by clearing and grubbing,
excavation shall be limited to the extent practicable. The Contractor may be
directed to provide immediate control measures to prevent soil erosion and
sedimentation that will adversely affect construction operations, damage
adjacent properties, or cause contamination of nearby streams or other
watercourses. Such work may involve the construction of temporary berms,
dikes, sediment basins, slope drains and use of temporary mulches, fabrics,
mats, seeding, or other control devices or methods as necessary to control
erosion and sedimentation. Top soil shall be preserved by the contractor and
stacked separately at designated place and utilize it to cover the refilled area
and to support vegetation.

The Contractor shall be required to incorporate all permanent erosion and

sedimentation control features into the project at the earliest practicable time

DPR for Metro Rail Project in Surat, Gujarat December 2018 59/81
 CHAPTER 14 : Environment and Social Impact Assessment

as outlined in his accepted schedule to minimize the need for temporary

erosion and sedimentation control measures.

Temporary erosion/sedimentation and pollution control measures will be used

to control the phenomenon of erosion, sedimentation and pollution that may
develop during normal construction practices, but may neither be foreseen
during design stage or associated with permanent control features on the
Project. Under no conditions shall a large surface area of credible earth
material be exposed at one time by clearing and grubbing or excavation
without prior approval of the project authority.

The SMC may limit the area of excavation, borrow and embankment
operations in progress, commensurate with the Contractor's capability and
progress in keeping the finish grading, mulching, seeding and other such
permanent erosion, sedimentation and pollution control measures, in
accordance with the accepted schedule.

Temporary erosion is sometimes caused due to the Contractor's negligence,

carelessness or failure to install permanent controls. Sedimentation and
pollution control measures then become necessary as a part of the work as
scheduled or ordered by the project authority, and these shall be carried out
at the Contractor's own expense. Temporary erosion, sedimentation and
pollution control work required, which is not attributed to the Contractor's
negligence, carelessness or failure to install permanent controls, will be
performed as ordered by the project authority.

14.13.15 Water supply, sanitation and solid waste management

During Construction
The public health facilities, such as water supply, sanitation and toilets are
much needed at the stations. Water should be treated before use up to
national drinking water standards. The collection and safe disposal of human
wastes are among the most important problems of environmental health. The
water carried sewerage solves the excreta disposal problems. The mobile
STP/ septic tanks should be adopted for sewage disposal. The water for
domestic consumption shall be sourced from public water supply or
alternatively designated borewells may be installed with due permission from
statutory authority prior to installation of borewell.

For Construction activity, there is a restriction to utilize groundwater all over

the nation as per order of National Green Tribunal (NGT). Thus, construction

DPR for Metro Rail Project in Surat, Gujarat December 2018 60/81
 CHAPTER 14 : Environment and Social Impact Assessment

water shall be sourced from Surat Municipal Corporation which is responsible

for sewage disposal in Surat area. Alternatively, contractor shall arrange tie
up for surface water supply or tanker water supply for construction activity.
Best option is to use treated STP water for construction activity.

Solid waste shall be stacked at designated place and when sufficient quantity
accumulates it shall be disposed-off through covered trucks to land fill site
designated and authorized by SMC.

During Operations
Practically, public facilities at stations have to be operated by regular staff or
may be designated to any NGO working in the area in the field of sanitation as
per policy of SMC.

Requirement of drinking water supply at an elevated station is about 6 KL/day.

The water consumption for an elevated station to meet the requirements of its
activities is 17 KLD. This shall be provided from SMC.

Solid waste will be generated at station is about 0.8 – 1.2 m3/Day. The
maintenance of adequate sanitary facilities for temporarily storing refuse on
the premises is considered a responsibility of the project authority. The
storage containers for this purpose need to be designed. However, it is
suggested that the capacity of these containers should not exceed 50 litres
and these should be equipped with side handles to facilitate handling. To
avoid odour and the accumulation of fly-supporting materials, garbage
containers should be washed at frequent intervals. This should be collected
and transported to local municipal bins for onward disposal to disposal site by
municipality. During operation, as mitigation measures rainwater harvesting
will be carried out at stations and along the viaduct.

14.13.16 Rain Water Harvesting

To conserve and augment the storage of groundwater, it is suggested to

construct rainwater harvesting structures of suitable capacity along the
alignment and at stations. The stations shall be provided with the facility of
rainwater harvesting and artificial recharge. The total length of the proposed
alignment is about 40 km and there would be 39 stations. The estimated cost
of rain water harvesting for elevated corridor is about Rs. 11 lakhs per km (Rs.
440 Lakh) and Rs. 3.5 lakhs per station (Rs. 136.50 Lakhs. The total cost of
rainwater harvesting would be Rs. 576.50 Lakh.

DPR for Metro Rail Project in Surat, Gujarat December 2018 61/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.13.17 Tree Protection

There is requirement of felling 481 trees during construction of Metro

corridors in Surat. An attempt shall be made to minimize the tree felling. As
remediation of tree felling it is suggested to plant 3 trees for each tree
felled. Thus 1443 trees would be planted. Moreover, SMC would chalk out
the plantation program in close coordination with Tree Authority SMC by
making the payment for plantation work including after care for three years.
An attempt would be made to minimize the felling of trees to the bare
minimum while working and undertaking construction work. The left out
trees shall be protected by providing metal or brick tree guard around the
tree at a distance of one metre surrounding the tree. Scope of
transplantation of trees would also be explored with discussion with the
Tree Authority MCGM. A provision of 28.86 Lakh has been made @ Rs.
2000/- per tree to be planted and maintained for a period of three years.

14.13.18 Management Plans for Depot

The management plans for depot site includes:

 Water Supply,
 Oil Pollution Control,
 Sewage/Effluent Pollution Control,
 Surface Drainage,
 Green belt development,
 Rain water harvesting, and
 Recycling of treated waste water.
 Solid Waste Disposal

Water supply: About 300KLD of water will be required for operation and
functioning of depot. This could be either taken from water supply Authority or
through boring tube well into the ground after taking permission from Central
Ground Water Authority. 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 water
treatment plant flow chart is given in Figure 14.4. The estimated cost of water
supply plant is about 120.50 Lakh. The cost for the plant in two depots will be
Rs. 241 Lakhs.

Oil Pollution Control: The oil tends to form scum in sedimentation

chambers, clog fine screens, interfere with filtration and reduce the efficiency

DPR for Metro Rail Project in Surat, Gujarat December 2018 62/81
 CHAPTER 14 : Environment and Social Impact Assessment

of treatment plants. Hence oil and grease removal tank has to be installed at
initial stage of effluent treatments. Such tanks usually employ compressed air
to coagulate the oil and grease and cause it to rise promptly to the surface.
Compressed air may be applied through porous plates located in bottom of
the tank. The tank may be designed for a detention period of 5 to 15 minutes.

Sewage/Effluent Pollution Control: About 80 KLD of sewage is likely to be

generated at depot. The sewage could be treated up to the level so that it
could be used for horticulture purpose in the campus and can also be
discharged into the stream a process flow chart is presented in Figure 14.5.
The estimated cost of one sewage treatment plant is about Rs 78.00 Lakh.
The cost for the plant in two depots will be Rs. 156 Lakhs.

Expectedly about 63 KLD of effluent would be generated at Depot. The

effluent will have oil, grease and, detergent as main pollutants. This has to be
treated as per requirement of regulatory pollution control agency of the state
(MSPCB). Process flow chart of effluent treatment plant is shown in Figure
14.6. The estimated cost of effluent treatment plant is about Rs 88.50 Lakh.
The cost for the plant in two depots will be Rs. 177 Lakhs.

Surface Drainage: The depot area should have proper drainage. The Storm
water of the depot will be collected through the drain. Rain water harvesting
structures at different locations in the drains and for surplus storm water, the
drainage system is to be connected to nearby disposal site. The drainage
costs have been included in project cost.

Green belt development: The greenbelt development / plantation in the

depot area not only functions as landscape features resulting in harmonizing
and amalgamating the physical structures of proposed buildings with
surrounding environment but also acts as pollution sink / noise barrier. In
addition to augmenting present vegetation, it will also check soil erosion,
make the ecosystem more diversified and functionally more stable, make the
climate more conducive and restore balance. It is recommended to have a
provision of Rs 80.00 Lakh in the cost estimate for the green belt development
for 2 depots.

Rain water harvesting: To conserve and augment the storage of

groundwater, it has been proposed to construct roof top rainwater harvesting
structure of suitable capacity in the constructed depot site. A provision of Rs
70.00 Lakh for 2 depots has been kept in the cost estimate.

DPR for Metro Rail Project in Surat, Gujarat December 2018 63/81
 CHAPTER 14 : Environment and Social Impact Assessment

Recycling of treated waste water: The Waste Water to be generated at

depots shall be treated by ETP & STP in each Depot. The treated waste
water shall be recycled for horticulture work of the depot. About 64 KLD of
treated waste water will be used for horticulture. The estimated cost of
recycling of treated waste water is about Rs. 82 Lakh in the 2 depots.

Solid Waste Disposal

Effort shall be made to minimize the generation of solid wastes in the

workshop by using preventive methods and recycling. Solid Wastes
generated in the depot from the workshop in the form of filings and packaging
materials etc. shall be stacked and stored separately and disposed-of
periodically.

The costs of environment management measures have been included in the

project cost as construction and civil costs of Depot.

DPR for Metro Rail Project in Surat, Gujarat December 2018 64/81
 FIGURE 6.1
FLOW CHART FOR WATER TREATMENT PLANT

CHLORINE DOSE/
BLEACHING POWDER

DPR for Metro Rail Project in Surat, Gujarat

GROUND WATER COLLECTION TREATED WATER
TANK FILTRATION
PLANT STORAGE TANK

USE REVERSE FOR INDUSTRIAL

OSMOSIS APPLICAITON

Fig. 14.4 Flow Chart for Water Treatment Plant

OTHER USES

December 2018
CHAPTER 14 : Environment and Social Impact Assessment

65/81
 CHAPTER 14 : Environment and Social Impact Assessment

EFFLUENT DISPOSAL
CHLORINATION

COLLECTION
TANK
CLARIFIER
FLOW CHART FOR SEWAGE TREATMENT PLANT
FIGURE 6.2

AERATION TANK
SUMP
INFLUENT

Fig. 14.5 Flow Chart for Sewage Treatment Plant

DPR for Metro Rail Project in Surat, Gujarat December 2018 66/81
 CHAPTER 14 : Environment and Social Impact Assessment

DISPOSAL
COLLECTION
TANK
FILTERATION
FLOW CHART FOR EFFLUENT TREATMENT PLANT

CLARIFLOCCULATOR
FIGURE 6.3

COAGULANT

MIXER
FLASH
EQUALISATION
TANK

Fig. 14.6 Flow Chart for Effluent Treatment Plant

DPR for Metro Rail Project in Surat, Gujarat December 2018 67/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.13.19 Disaster Management

Disaster is an unexpected event due to sudden failure of the system, external

threats, internal disturbances, earthquakes, fire and accidents. The first step
is to identify the causes which develop/ pose unexpected danger to the
structural integrity of Metro overhead rail. The potential causes are excessive
load, cracks, failure and malfunctioning of sensing instruments, accident, etc.
This need to be looked into with care.

 Preventive Action
Once the likelihood of a disaster is suspected, action has to be initiated to
prevent a failure. Engineers responsible for preventive action should identify
sources of repair equipments, materials, labour and expertise for use during
emergency.

 Reporting Procedures
The level at which a situation will be termed a disaster shall be specified. This
shall include the stage at which the surveillance requirements should be
increased both in frequency and details.

The Engineer-in-Chief should notify the officer for the following information:
 Exit points for the public,
 Safety areas in the tunnel/overhead rail, and
 Nearest medical facility

 Communication System
An efficient communication system is absolutely essential for the success of
any disaster management plan. This has to be worked out in consultation
with local authorities. More often, the entire communication system gets
disrupted when a disaster occurs. The damage areas need to be clearly
identified and provided with temporary and fool proof communication system.

 Emergency Action Committee

To ensure coordinates action, an Emergency Action Committee should be

constituted. The civic administrator may be the Chairman of this Committee.
The committee may comprise of:

 Station Manager concerned,

 Police Officer of the area,
 Surat Transport Corporation Representative,

DPR for Metro Rail Project in Surat, Gujarat December 2018 68/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Home Guard representative,

 Fire Brigade representative,
 Health Department representative,
 Department of Information and Publicity, and
 Non-Governmental Organization of the area

Emergency Action Committee will prepare the evacuation plan and

procedures for implementation based on local needs and facilities available.
The plan should include:

 Demarcation of the areas to be evacuated with priorities,

 Safe route to be used, adequacy of transport for evacuation, and traffic
control,
 Safe area and shelters,
 Security of property left behind in the evacuated areas,
 Functions and responsibilities of various members of evacuation teams,
and
 Setting up of joint control room

All personnel involved in the Emergency Action Plan should be thoroughly

familiar with all the elements of the plan and their responsibilities. They
should be trained through drills for the Emergency Action Plan. The staff at
the site should be trained for problem detection, evaluation and emergency
remedial measures. Individual responsibility to handle the segments in
emergency plan must be allotted.

Success of an emergency plan depends on public participation, their

response to warning notifications and timely action. Public has to be educated
on the hazards and key role in disaster mitigation by helping in the planned
evacuation and rescue operations.

It is essential to communicate by whom and how a declared emergency will

be terminated. There should be proper notification to the public on de-alert
signals regarding termination of the emergency. The notification should be
clear so that the evacuees know precisely what to do when re-entering or
approaching the affected areas.

14.13.20 Emergency Measures

The emergency measures are adopted to avoid any failure in the system
such as lights, fire, means of escape etc. The aim of Emergency Action

DPR for Metro Rail Project in Surat, Gujarat December 2018 69/81
 CHAPTER 14 : Environment and Social Impact Assessment

Plan is to identify areas, population and structures likely to be affected due

to a catastrophic event of accident. The action plan should also include
preventive action, notification, warning procedures and co-ordination among
various relief authorities. These are discussed in following sections.

 Emergency Lighting

The emergency lights operated on battery power should be provided at

each station. The battery system should supply power to at least 25%
of the lights at the station, platforms, viaduct for a period of 2 hours.

 Fire Protection

The building materials should be of appropriate fire resistance

standard. The fire resistance period should be at least 2 hours for
surface or over head structures. Wood shall not be used for any
purpose, excluding artificial wood products, which are flame resistant.
The materials which have zero surface burning characteristics need to
be used. The electrical systems shall be provided with automatic circuit
breakers activated by the rise of current as well as activated by over
current. The design of a station will include provision for the following:

 Fire prevention measures,

 Fire control measures,
 Fire detection systems,
 Means of escape,
 Access for fireman, and
 Means of fire fighting

A. Fire Prevention and Safety Measures

Fire prevention measures will be designed and implemented to minimize the
risk of outbreak of fire by appropriate choice, location and installation of
various materials and equipment. In stations planning, potential sources of
fire can be reduced by:

i. Fire Prevention
 Use of non-combustible or smoke retardant materials where possible,
 Rolling stock is provided with fire retarding materials, low smoke zero
halogen type electric cable is also provide,
 Provision of layout which permits ease of maintenance for equipment
and cleaning of the station premises,

DPR for Metro Rail Project in Surat, Gujarat December 2018 70/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Provision of special storage spaces for combustible materials such as

paint and oil,
 Prohibition of smoking in fire prone areas,
 Provision of cigarette and litter bins, and
 Good housekeeping.

ii. Safety
Following provisions will be required from fire safety point of view:
 Automatic sprinkler/detection system to be provided if floor area
exceeds 750 sq.m
 One wet riser-cum-down comer per 1000 sqm floor area with static
underground storage tank, overhead tanks and pumps of suitable
capacity with hydrants, first-aid reel, etc.
 Portable fire non-aqueous extinguishers of Carbon Dioxide, chemical
dry powder etc. at suitable places.
 Automatic smokes venting facilities.
 Two separate means of exit shall be provided, if more than 10 persons
are working and the area exceeds 1400 sq.m.
 Fire resisting doors shall be provided at appropriate places along the
escape routes to prevent spread of fire and smoke.
 The travel distance for fire escape shall not exceed 20 m where escape
is available in more than one direction; the distance could be upto 40
m.

B. Fire Alarm and Detection System

A complete fire detection system with equipment complying with the
requirements of Surat Fire Services shall be provided through out each station
and ancillary buildings including entrance passageways, subways and adits
etc. to give visual and audible indication of alarm conditions actuated by the
operation of break glass contact or fire sensors e.g. detector heads, linear
heat detecting cables etc. The system shall be operated from 24 V DC Power
sources.

Manually operated call points shall be provided at every hydrant and nose reel
points, station head wall, tail wall and other locations. Alarm bells shall be
installed in each plant room complex at both platform and concourse level and
shall be clearly audible at all points in the room/area.

Beam detector or heat detector shall be installed at roof level, ceiling and floor
cavity, whilst linear detecting cables shall be installed in under platform cable
ducts and cable shafts. Smoke probe units shall be installed in

DPR for Metro Rail Project in Surat, Gujarat December 2018 71/81
 CHAPTER 14 : Environment and Social Impact Assessment

rooms/compartments. When an alarm point is operated, the fire pump shall

start to operate automatically. A station fire control and indicating panel shall
be provided an installed in the station controllers room, for the control,
indication and monitoring of the whole detection and fire fighting systems.
While designing the fire fighting system, Surat Fire Services shall be taken
into account for linking with the same.

C. Fire Control Measures

Control of the spread of fire and smoke will be achieved by partition of fire risk
areas, planning for smoke extraction, and arrangement for smoke
containment. Partition is aimed at limiting the extent of a fire. The openings
must be capable of being sealed in the event of fire. With the exception of
station public areas, a fire compartment will not exceed 1500 m 2. Partition of
the public areas in stations is not practicable for operational reasons. The fire
resistance period of this separated area should be about 3 hours.

D. Access for Fireman

A secondary access to the station, not used by passengers for evacuation,
shall be available to fireman should the need arise. The entry point shall be
easily accessible from the road. Access shall be available to all levels of the
station. The minimum width of the stairs is 1.0 m and maximum height should
not exceed 25 cm.

E. Emergency Door
The rolling stock is provided with emergency doors at both ends of the cab to
ensure directed evacuation of passengers in case of any emergency including
fire in the train.

14.14 SUMMARY OF ENVIRONMENTAL MANAGEMENT PLAN (EMP)

The environmental impacts stemming out of the proposed project can be

mitigated with simple set of measures, dealing with careful planning and
designing of the metro alignment and structures. Adequate provision of
environmental clauses in work contracts and efficient contract management
will eliminate or reduce significantly all possible problems. A common problem
encountered during implementation of environmental management plans of
such projects is lack of environmental awareness among engineers and
managers concerned with day to day construction activities, which can be
solved through regular environmental training programs. A set of preliminary
EMP is presented in Table 14.12, which defines actions to be undertaken
during the design stage, pre-construction, construction and operation stage of

DPR for Metro Rail Project in Surat, Gujarat December 2018 72/81
 CHAPTER 14 : Environment and Social Impact Assessment

the project. The effectiveness of environmental considerations will, however,

depend on appropriate inclusion of these in the work contracts.

The major concern during the construction stage is that the contractors, due
to lack of enforcement, would not practice good environmental sanitation
(housekeeping) may intend to get unauthorized use of the easily available
natural resources and other available infrastructure like roads and water
resources. This would result in degradation of ambient air quality, water
resources and land environment around the construction sites and workers
camp. Improper management of earthwork and bridge construction activities
would disrupt the natural drainage and increase soil erosion. Improper
management may result in spillage of explosives into the hands of unsocial
elements. Finally, the implementation of the mitigation actions requires that
the project implementation unit would record an end-of-construction mitigation
checklist, before releasing the final payment of any work contract.

Additionally, project authority should prepare and establish Environmental and

Health Policy and Procedures as per earlier Phases and that should become
an integral part of contract document.

Operational phase mitigation would involve good environmental sanitation

(housekeeping) practice at metro establishments including effective solid
waste collection and disposal, wastewater disposal, upbringing of plantations
and green area. Protection of earth slopes in landslide prone area would be a
very important task. During the operation period, the metro operating unit will
be required to confirm receipt of the construction period mitigation report
through the SMC and prepare a follow on timetable of actions.

TABLE 14.12 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMP)

Environmental Mitigation Measures Taken or To Be Time Frame Implementing Responsible

Impact Taken Organization Organization
DESIGN PHASE
Metro The proposed corridor alignment was During Design DPR and SMC
Alignment selected to minimise the land design
disturbance to avoid environmentally consultant
sensitive areas.
Cultural Avoided by adjustment of alignment. During Design DPR and SMC
Heritage design
consultant
Flood Bridges shall be well designed During Design DPR and SMC
design
consultant
Inadequate Make sure that design provides for DPR and DPR and SMC
design safety of structures against worst detailed design design

DPR for Metro Rail Project in Surat, Gujarat December 2018 73/81
 CHAPTER 14 : Environment and Social Impact Assessment

Environmental Mitigation Measures Taken or To Be Time Frame Implementing Responsible

Impact Taken Organization Organization
provision for combination of forces in the probability stage consultant
safety against of an earthquake likely to occur in
seismological seismic zone-III.
hazard
PRE –CONSTRUCTION STAGE
Water The requirement of water for Pre construction Contractor SMC/ EMP
requirement construction purpose etc shall be stage implementing
planned and shall be arranged from agency
available and authorized sources in
order to avoid digging of Tube wells.
Disposal of Options for final disposal shall be During design Contractor SMC/ EMP
final treated studied and the suitable disposal route stage / and pre implementing
effluent from shall be decided carefully to minimize construction of agency
treatment plant the impact on receiving bodies. As far treatment plant
as possible zero discharge rules may
be adopted.
Batching Plant These facilities to be located away During Pre- Contractor SMC/EMP
and Casting from habitation. Consent to Establish construction implementing
Yard and Consent to Operate to be taken Stage agency
from MPCB and to comply with all
stipulations.

CONSTRUCTION PHASE
Environmental This will include institutional During and after Contractor SMC/EMP
Management requirements, training, environmental construction implementing
and Monitoring management and monitoring agency
Dust Water should be sprayed during During Contractor SMC/EMP
construction phase, wherever it is construction implementing
required to avoid dust. agency
Vehicles delivering materials should
be covered to reduce spills and dust
blowing off the load.
Air Pollution Vehicles and machinery are to be Beginning with Contractor SMC/EMP
regularly maintained so that emissions and continuing implementing
conform to National and State AAQ throughout agency
Standards. No vehicle without valid construction
PUC certificate would be allowed at period
Construction Sites.
Equipment Construction plants and equipment will During Contractor SMC/EMP
Selection meet acceptable standards for construction implementing
maintenance emissions and will be maintained and agency
and operation operated in a manner that ensures
that relevant air, noise, and discharge
regulations are met.
Noise Noise standard at processing sites, Beginning and Contractor SMC/EMP
will be strictly enforced as per GOI through implementing
noise standards. Workers in vicinity of construction agency
strong noise will wear earplugs and
their working time should be limited as
a safety measure. At construction
sites within 150m of sensitive
receptors construction will be stopped
from 22:00 to 06:00.

DPR for Metro Rail Project in Surat, Gujarat December 2018 74/81
 CHAPTER 14 : Environment and Social Impact Assessment

Environmental Mitigation Measures Taken or To Be Time Frame Implementing Responsible

Impact Taken Organization Organization
Machinery to be provided noise
barriers (Stone walls and plantation)
for silence zones including schools
and hospitals.
Vibration The vibration level limits at work sites Beginning and Contractor SMC/EMP
adjacent to the alignment shall through implementing
conform to the permitted values of construction agency
peak velocity as given in
Environmental Manual
WATER
Contamination All justifiable measures will be taken to Throughout Contractor SMC/EMP
from Wastes prevent the wastewater produced in construction implementing
construction from entering directly into period agency
any rivers, drainage and irrigation
system
Wastage of Measures shall be taken to avoid Beginning with Contractor SMC/EMP
water misuse of water. Construction agency and continuing implementing
shall be instructed accordingly to throughout agency
follow strict procedures while using the construction
water for construction and drinking
purpose.
Sewerage A minimum distance of any sewage or Throughout Contractor SMC/EMP
disposal during toilet facility from water sources construction implementing
construction at should be 200 meters. period agency
Service
Centres
Sanitation and Sufficient measures will be taken in Before and Contractor SMC/ EMP
Waste the construction camps, i.e. provision during building of implementing
Disposal in of garbage tank and sanitation construction agency
Construction facilities. Waste in septic tanks will be camps
Camps cleared periodically.
Drinking water will meet Indian
National Standards.
Garbage will be collected in a tank
and disposed off daily. Special
attention shall be paid to the sanitary
condition of camps.
Camps will be located at a minimum
distance of 200 m from water sources.
SOIL
Quarrying Quarrying will be carried out at During Contractor SMC/ EMP
approved and licensed quarries only. construction implementing
All environmental mitigation measures agency
shall be enforced at Quarry site also.
FLORA AND FAUNA
Loss of trees Areas of tree plantation cleared will be During and after MCGM MCGM
and Avenue replaced according to Compensatory completion of
Plantation Afforestation Policy under the Forest construction
Conservation Act. Ten trees will be activities
planted against every tree felled as
per norms.

DPR for Metro Rail Project in Surat, Gujarat December 2018 75/81
 CHAPTER 14 : Environment and Social Impact Assessment

Environmental Mitigation Measures Taken or To Be Time Frame Implementing Responsible

Impact Taken Organization Organization
SOCIAL
Loss of Access Temporary access should be built at During Contractor SMC/ Traffic
the interchange and other roads. construction department
Traffic jams If there are traffic jams during During Contractor SMC/ Traffic
and congestion construction, measures should be construction department
taken to relieve the congestion with
the co-ordination of transportation and
traffic police department
Safety with  Safety education and fines. During Contractor SMC/ Traffic
vehicles,  Allow for adequate traffic flow construction department
people and around construction areas
livestock and  Provide adequate signage,
signage barriers and flag persons for safety
precautions.
 Communicate to the public
through radio, TV & newspaper
announcements regarding the scope
and timeframe of projects, as well as
certain construction activities causing
disruptions or access restrictions

Increase in Make certain that there is good During Contractor SMC/ EMP
disease drainage at all construction areas, to construction implementing
Water-borne avoid creation of stagnant water At start-up agency
Insect-borne bodies. Throughout
Communicable Provide adequate sanitation and construction
diseases waste disposal at construction camps.
Provide adequate health care for
workers and locate camps away from
vulnerable groups, if any
Location of Location of camps depots and storage Throughout Contractor SMC/ EMP
camps depots areas shall be as per the contract construction implementing
and storage specifications. agency
areas
OPERATION PHASE
Noise and Suitable measures should be After completion SMC/EMP SMC/ EMP
Vibration considered where warranted. The of construction implementing implementing
public shall be educated about the agency agency
regulations of noise and vibration
pollution and its implications.
WATER
Maintenance of The urban drainage systems will be Beginning and SMC/EMP SMC/ EMP
Storm Water periodically checked and cleared so end of monsoon implementing implementing
Drainage as to ensure adequate storm water agency agency
System flow.

DPR for Metro Rail Project in Surat, Gujarat December 2018 76/81
 CHAPTER 14 : Environment and Social Impact Assessment

14.15 ENVIRONMENTAL MONITORING PLAN

14.15.1 Pre-construction Phase

The environmental monitoring programme is a vital process of any

Environmental Management Plan (EMP) of development project for review of
indicators and for taking immediate preventive action. This helps in signalling
the potential problems resulting from the proposed project activities and will
allow for prompt implementation of corrective measures. Historically,
environmental monitoring has been integral part of works of SMC towards
better environmental management of air, noise, vibration, water quality etc.
both during construction and in operation. Generation of dust and noise are
two main issues during any large construction activity. Degradation of water
quality is another. The parameters are monitored in pre- construction,
construction and operation phase and are based on the need to evaluate the
deviation of environmental conditions from baseline environmental conditions
due to construction and operation of the Metro. The environmental monitoring
will be required during both construction and operational phases. The
following parameters are proposed to be monitored:

 Water Quality,
 Air Quality,
 Noise and Vibration,
 Environmental Sanitation and Waste Disposal
 Ecological Monitoring and Afforestation,
 Workers Health and Safety

Environmental monitoring during pre-construction phase is important to know

the baseline data and to predict the adverse impacts during construction and
operations phases. Pre-construction phase monitoring has been done for the
proposed project for air, noise, water, soil quality and ecology.

14.15.2 Construction Phase

During construction stage environmental monitoring will be carried out for air
quality, noise levels and water quality. Keeping a broad view of the sensitive
receptors and also the past experience of Metro projects, an estimate of
locations has been made and are summarized in Table 14.13. The number
could be modified based on need when the construction actually commences.

DPR for Metro Rail Project in Surat, Gujarat December 2018 77/81
 CHAPTER 14 : Environment and Social Impact Assessment

 Water Quality
Since water contamination leads to various water related diseases, the project
authorities shall establish a procedure for water quality surveillance and
ensure safe water for the consumers. The water quality parameters are to be
monitored during the entire period of project construction. Monitoring should
be carried out by NABL certified laboratory. Water quality should be analyzed
following the procedures given in standard methods. Parameters for
monitoring will be as per BIS: 10500. The monitoring points could be ground
and surface water.

 Air Quality
Air quality should be monitored at the locations of baseline monitoring. The
parameter recommended is Particulate Matter (PM10). The contractor will be
responsible for carrying out air monitoring during the entire construction phase
under the supervision of project authority.

 Noise and Vibration

The noise levels will be monitored at construction sites for entire phase of
construction by the site contractor and under the supervision of project
authority.

 Workers Health and Safety

Monitoring of health risk issues that might arise throughout the project life time
will be done. Epidemiological studies at construction sites and workers camp
will be performed to monitor the potential spread of diseases. Regular
inspection and medical checkups shall be carried out to worker’s health and
safety monitoring. Any reoccurring incidents such as irritations, rashes,
respiratory problems etc shall be recorded and appropriate mitigation
measures shall be taken. Contractor will be the responsible person to take
care health and safety of workers during the entire period of the construction
and project proponent is responsible to review/audit the health and safety
measures/plans. The monitoring Schedule for Water Air, noise and ecology
are presented in Table 14.13.

TABLE 14.13 CONSTRUCTION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24 hours Twice a month 39 locations
During entire civil construction stage or even
later, if directed by SMC
Water Groundwater quality Once in 6months 8 locations
(IS 10500:1991) During entire civil construction stage or even
later, if directed by SMC
Noise Noise Level 24hours Once a week 39 locations

DPR for Metro Rail Project in Surat, Gujarat December 2018 78/81
 CHAPTER 14 : Environment and Social Impact Assessment

(Leq and Lmax) During entire civil construction stage or even

later, if directed by SMC
Ecology Felled and planted Once a year till all trees that were to be All the trees felled
trees planted by Gujarat Government on behalf of and newly planted
project authority, are planted

14.15.3 Operation Phase

Even though the environmental hazards during the operation phase of the
project are minimal, the environmental monitoring will be carried out for air,
noise, water, waste water, solid waste and ecology during operation phase of
the project. The parameters monitored during operation will be PM 10 for air,
heavy metals for solid waste, pH, TSS, BOD, COD, oil and grease for waste
water. However, water quality parameters that will be monitored will be as per
BIS 10500. The monitoring schedule is presented in Table 14.14. The
monitoring program shall be conducted by an external agency certified by
NABL under the supervision of SMC. Project proponent (SMC) is responsible
for successful environmental monitoring of the proposed project during
operation phase.

TABLE14.14 OPERATION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24hours 10 location
Once a month For 3years
Water Surface, Once a year 1+1 location
Groundwater For 3years
quality
(IS 10500:1991)
Noise Noise Level 24hours 39 locations
(Leq) Once a year For 3years (Sensitive Receptors)

The results of Air quality, water quality, waste-water will be submitted to

management quarterly during construction phase and half yearly during
operation phase.

14.16 COST ESTIMATES

14.16.1Summary of Costs

All costs involved in Environmental mitigation and management and

monitoring has to be put on the account of Surat Metro Project corridors. A
summary of these is presented in Table 14.15.

DPR for Metro Rail Project in Surat, Gujarat December 2018 79/81
 CHAPTER 14 : Environment and Social Impact Assessment

Table 14.15 Environmental Costs

S. No. ITEM COST
Rs. lakh
1. Rain Water Harvesting at stations and along alignment 576.50
2. Air, Noise, vibration, Water, Waste Water, Solid waste, during 50.00
construction and operation
3. Ecological monitoring 10.00
4. Tree Plantation 1443 trees @ Rs.2000/- per tree 28.86
5. Water Treatment Plant 241.00
6. Sewage Treatment Plant 156.00
7. Effluent Treatment Plant 177.00
8. Green Belt at Depot 80.00
9. Rain water harvesting at Depot 70.00
10. Recycling of treated waste water 82.00
Total 1471.36

The compensation for loss of land, fire control, information systems and
contractor’s obligations has been incorporated in project costs.

The Environmental management plan should be implemented in phases so

that optimum benefit could be achieved and should be synchronized with the
construction schedules.

Table 14.16 Details of Cost of Resettlement and Rehabilitation (Rs. Lakh)

S. No. Description Entitlement Unit Quantity Rate Amount
1 Acquisition of Permanent Total Replacement Cost of m2
land Private Land land *

2 Solatium 100% as per Act 30 of 2013. m2

3 Acquisition of temporary 6% of total land cost per year m2

- -
private land for 3 years
4 Acquisition of structures
4.1 Residential PAPs Area equivalent to affected Per unit
- - -
area 20.91 m2 free of cost
4.2 Commercial PAPs** Area equivalent to affected Per unit
18
area 20.91 m2 free of cost
5. Subsistence Allowance *** For a period of one year
@Rs.3000/ month Family 18 0.36 6.48

6. Shifting Allowance *** A lump sum shifting allowance

No. 18 0.50 9.00
of Rs. 50,000/-
7. One time resettlement For All the affected families
Per Family 18 0.50 9.00
allowance *** excluding employees in shops
9. Independent Evaluation LS 5.00 5.00
10. Miscellaneous LS 5.00 5.00
Cost of R & R 34.48

* Land for the project to be provided by SMC

DPR for Metro Rail Project in Surat, Gujarat December 2018 80/81
 CHAPTER 14 : Environment and Social Impact Assessment

** refers the similar accommodation would be provided by SMC in the vicinity so

additional cost is not given.

14.17 CONCLUSION

The proposed Metro line is proved to have significant positive effects to the
development of Surat City. Benefits to the economy, traffic congestion
reduction, quick and safety transport, employment opportunities, fuel
consumption reduction, and air quality improvement are the obvious positive
effects from this Metro line. Besides, the potential adverse environmental
impacts on air quality (during construction phase), water environment, noise,
solid waste, ecology, population resettlement are also taken into
consideration. Based on these detailed potential adverse environmental
impacts, appropriate mitigation measures have been developed for
consideration. The EIA concluded that project impacts from both construction
and operation will be minimal when mitigated through the use of prevailing
current practices and appropriate technologies. With the implementation of
the EMP and the monitoring plan, the Project is not expected to have
significant adverse environmental impacts.

DPR for Metro Rail Project in Surat, Gujarat December 2018 81/81
 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 plays 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:

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/4
 CHAPTER-15: SECURITY MEASURES FOR A METRO SYSTEM

(i) The human factor; (ii) Procedures; and (iii) Technology

Staff engaging with the passengers create a sense of re-assurance

which can not fully be achieved by technology. For human factor to be more
effective staff has to be qualified, trained, well equipped and motivated. They
should bs 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018

2/4
 CHAPTER-15: SECURITY MEASURES FOR A METRO SYSTEM

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 Surat City, it is the responsibility of Govt. of Gujarat (GoG) to
ensure secured travelling to the public and Surat Metro.

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 of one baggage scanner is
Rs. 15.0 Lacs approximately, on 2013 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
crowded stations.

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.

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 DMRC. Cost 1.25 crores including vehicle.

6. Bomb Blanket at least one per station and Depots shall be required.

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018

3/4
 CHAPTER-15: SECURITY MEASURES FOR A METRO SYSTEM

10. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations which is
at par with current arrangement of Delhi Metro. 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018

4/4
 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 Surat Metro is likely
to be substantial as Surat Metro is expected to deal with thousands of
passengers daily in underground tunnels, viaducts and stations. Disaster brings
about sudden and immense misery to humanity and disrupts normal human life
in its established social and economic patterns. It has the potential to cause large

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

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 Surat Metro in order to ensure handling of crisis situation in coordinated
manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in
anticipation to avoid any kind of confusion and chaos at the time of the
actual situation and to enable them to discharge their responsibilities with
alertness and promptness.

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

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) The Chairperson of the State Executive Committee shall be the Chief
Executive Officer of the State Authority, ex officio: Provided that in the
case of a Union territory having Legislative Assembly, except the Union
territory of Delhi, the Chief Minister shall be the Chairperson of the
Authority established under this section and in case of other Union
territories, the Lieutenant Governor or the Administrator shall be the
Chairperson of that Authority: Provided further that the Lieutenant
Governor of the Union territory of Delhi shall be the Chairperson and the
Chief Minister thereof shall be the Vice-Chairperson of the State Authority.

(5) The term of office and conditions of service of members of the State
Authority shall be such as may be prescribed.

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

(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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/7
 CHAPTER 16: DISASTER MANAGEMENT MEASURES

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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/7
 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 Surat has two corridors totaling 40.35 kms, consisting of
38 stations. Its two corridors Sarthana to Dream City and Bhesan to Saroli
traverses across the city in the east-west and south west-north east direction
respectively. Along its path, the corridors cover many important origins and
destinations. However, its reach will not be enough to reach all origins and
destinations in the city. Fortunately, Surat has planned for a multi-modal
system, where the proposed metro will be complemented by the BRTS and
Surat city bus services currently under implementation. The need is now to
ensure that people have safe, comfortable and secure access to the above
modes as well as seamless integration facilities.

17.2 PUBLIC TRANSPORT SYSTEM IN SURAT

In terms of public transport services in the city, Surat has had a skeletal PT
system for over a decade, leading to proliferation of auto-rickshaws operating
as a shared mode on all major road corridors. The private bus services
operating since 2007 have had poor service levels resulting in low ridership of
around 50,000 passengers per day.

Realising the need for a quality public transport system, SMC is now trying to
put in place multimodal PT system comprising of city bus services, BRTS and
metro. The city introduced a Bus Rapid Transit System in the year 2014.
Today, a total of 99 kms BRTS network is operational with a ridership of 67000
passengers per day. The average speed of BRTS buses is 24 kmph which is
quite high as compared to existing city bus services and auto rickshaws.

The city is also in the process of instituting a new city bus services with a target
of adding around 575 buses till the end of 2018. It started the new city bus
services on 25 November 2016 and is currently operating 154 buses over 20
routes. Service operations are planned on 29 more routes which would be
added in due course.

DPR for Metro Rail Project in Surat December 2018 1/7

 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

While planning of city services, care has been taken to take into consideration
BRTS network and services. The bus services have thus been planned as a
feeder and complementary service to the BRTS. Overlaps between bus routes
and BRTS have been kept to a minimum for avoiding any inter-modal
competition.

17.3 PLANNING FOR INTEGRATION OF PUBLIC TRANSPORT MODES

Map17.1: Proposed Metro corridor

The map above shows the metro corridors proposed in Surat. Along with the
BRTS and city services, it is expected that the mode share of public transit in
Surat will increase from the present 1% to 33% by 2046. However, there is a
need to ensure that these three systems are integrated in such a manner that
the commuters get 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.

17.3.1 Last Mile Connectivity

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/7
 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

and link them for ease of access for users. Even if street infrastructure that
comprises of last mile connectivity falls outside Metro or BRT’s 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. It has been seen that access beyond a distance of 400-
500m is not comfortable enough to attract people onto the public transport
system. The unavailability of this type of service is one of the main constraints
to the use of public transport in urban areas.

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 17.1: Components of trip

17.3.2 Physical Integration

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

Figure17.2: Different aspects of Last Mile Connectivity

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/7
 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

In order to develop an integrated public transport system, where one mode

acts as a complementary mode to another mode rather than its competitor, a
trunk and feeder system of transportation network is planned to be developed.
Interchange points are required to be seamless and barrier- free movement of
passengers. Thus, for the city of Surat, an effort has been made to thus
identify locations and determine various typologies of interchanges that need
to be developed for a seamless, barrier- free transportation experience.

17.3.3 Interchange stations

Inter change stations 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, city services and even rail. Interchange helps to
integrate various means of transport system under a common node.

Inter changes 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.

17.3.4 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. Surat Metro is a Special Purpose Vehicle (SPV) under
Metro link Express for Gandhinagar and Ahmedabad (MEGA), BRTS and city
bus services are under Surat Municipal Corporation 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

regional-city level interchange. In this case there are interchange facilities
provided for transfer between regional transport nodes like railway station and
high capacity transit mode like metro/BRTS. In case if Surat, railway station is
one such node which is being developed as a multi-modal hub, where transfer
facilities between regional rail, regional buses, metro, BRT and city buses
would be developed. Sarthana is also a level 1 node providing interchanging
opportunity between metro, BRTS and regional buses (GSRTC).

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/7
 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

Level 2: Level 2 interchange in Surat refers to metro-metro interchange.

Level 3: Level 3 interchanges are those where metro has to be integrated

with the BRTS system.

Level 4: Level 4 interchanges are those where metro has to be integrated

with the open system of city bus services. In this level of interchange, city bus
services will function more as a feeder to the Metro corridor.

Level 1 Metro Rail GSRTC BRTS

Level 2 Metro Metro

Level 3 Metro BRTS

Level 4 Metro City bus

Figure 17. 1 Different levels of interchanges in Surat

Details of interchange and map showing the level of interchanges on metro corridor
are shown below:
Table 17. 1 Levels of interchange for metro stations

Interchange Interchange Metro Corridor Regional

Rail Metro BRTS Bus
Level Station Bus
Level 1 Railway station Dream City to
(Regional Sarthana
Node- Sarthana Dream City to
Metro) Sarthana
Level 2 Majura Gate Dream City to
(Metro- Sarthana&Bhesan-
Metro) Saroli
Level 3 VIP Road
(Metro-BRT) Rupali Canal Dream City to
Sarthana
Kapodra
Aquarium
UdhanaDarwaja
Bhesan to Saroli
Model Town
Magob

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/7
 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

Figure17. 2 Different levels of metro interchanges in Surat

17.3.5 Fare integration

Fare integration involves ensuring that the public transport user pays for the
entire journey once rather than paying separately for different journey legs. This
helps in reducing travel time from origin to destination. The single fare system
attracts passengers to use buses and MRTS because of the comfort and also
saving of time in buying separate tickets for travel at bus/BRT Stops and MRTS
stations. Such a single fare system can be implemented either through pre-paid
travel cards or smart cards which help in reducing and eliminating the financial
penalty imposed by inter change enabling users to select the most appropriate
route through the network. In Surat, an integrated fare structure for the multi-
modal PT system of metro-BRTS and city bus services is also being planned.

17.4 WAY FORWARD

In view of above deliberations in back ground, along with planning for Metro
Rail System in any city, there is a need for providing a transportation system
which is seamlessly integrated across all modes and provides first mile as well
as last mile connectivity. It is also necessary that various public transportation
modes including Inter-mediate Public Transport (IPT) and feeder buses etc.
work together in order to facilitate increase in ridership to the Metro system and
provide ease of using the Metro system by the public at large.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/7
 CHAPTER 17 – MULTI MODAL TRAFFIC INTEGRATION AT METRO STATIONS

The basic level of connectivity for any mass transit system would be linking
local areas to the nearest mass transit station. The concept of “Local Area
Access Plan (LAAP)” can be proposed which will help identify the road network
along the Metro corridor that should be taken up for pedestrian and NMT
improvement. It is important to look at each metro station and the surrounding
area in detail. The land use for a distance of 500m from the corridor should be
surveyed to understand nature of existing development. All prominent activities
such as schools, colleges, hospitals, malls etc. should 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 bus service can be identified.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/7
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

CHAPTER 18

TRANSIT ORIENTED DEVELOPMENT (TOD) PLAN AND VALUE

CAPTURE FINANCE (VCF)

18.1 BACKGROUND

` India is urbanizing at a rapid pace with urban population rising much faster
than its total population. Level of urbanisation has increased from 17.29% in
1951 to 31.6 % in 2011. India is competing with the fastest growing countries in
the world. The urban population in India, which is nearly 377 million is poised
to grow to 600 million by 2030. The urban population of India contributes 65%
of country’s Gross Domestic Product (GDP), which is expected to grow to 75%
in the next 15 years. With India witnessing a high economic growth, Indian
cities are growing at a rate faster than other cities in the world.

Urbanization has led to horizontal growth of the cities thus creating problems of
urban sprawl. This has resulted in increase of trip lengths and higher usage of
private vehicles, problems of pollution and increased demand of infrastructure.
To address these issues, many cities have strengthened their public transport
by developing mass rapid transit systems (MRTS) such as metro rails and Bus
Rapid Transit Systems (BRTS). It is however, important to efficiently use these
systems by integrating the land use with the transport infrastructure to make
the cities livable, healthy and smart.

New Metro Rail Policy 2017 emphasizes that “Transit Oriented Development
(TOD)” with proposed intermodal integration, universal accessibility, adequate
walkways and pathways for Non-Motorized Transport (NMT), stations for public
bike sharing, commensurate parking lots for cycles and personal vehicles, as
well as adequate arrangement for receiving and dispatch of feeder buses at all
metro stations. The commitment by the State Government to adhere the
guidelines issued by the central government w.r.t. TOD and adoption of VCF
framework should be an integral part of the project proposal. The commitment
should inter alia include commitment of transfer of the financial benefits accruing
in the influence zone of the metro alignment on account of the TOD policies and
VCF framework directly to the Special Purpose Vehicle (SPV)/agency

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

implementing the metro rail project. The project report should specify the
proposed quantum of such benefits being transferred to the project. This
requirement would form a mandatory part of all metro rail project proposals.

Commercial/Property development at stations and on other urban land has been

used as a key instrument for maximizing revenues in metro rail/railway system in
cities around the world. Notable examples are Hong Kong and Tokyo Metro rail
implementing agencies should endeavour to maximize revenue through
commercial development at stations and on land allocated for this purpose.

The McKinsey report has estimated that around Rs. 325,000 crore of urban
infrastructure investments are required annually. The High Powered Expert
Committee Report 2011 projects urban infrastructure requirement at 0.75%,
which will increase to 1.5% of the GDP by 2032 (Rs. 97,500 crore to Rs. 195,000
crore annually). Presently, national Urban Missions are investing about Rs.
32,500 crore annually leading to an investment gap of nearly Rs. 65,000 crore.

Ordinarily, own sources of revenue in ULBs can be classified into three

categories,

(a)Taxes levied by the municipality, (b) user charges levied for provision of civic
services, and (c) fees and fines levied for performance of regulatory and other
statutory functions. Octroi, which was one of the main sources of own income of
the ULBs has been abolished, resulting in a serious dent on ULBs‟ resources.
On the other hand, property tax, which is at present the main source of own
resources is underused and has issues related to its narrow tax base,
exemptions, etc. Furthermore, the State Governments are increasingly fixing the
rate for services being provided by ULBs, even though these functions are
mandated to be performed by ULBs under the 74th Constitutional Amendment.
Overall, this has led to increased dependency on State Governments and
reduction in efforts made by ULBs to mobilize resources.

Land is the most fundamental asset that is owned and managed by the
States/ULBs and is a resource to generate revenues. Traditionally, States/ULBs
have relied on direct sale of lands to raise funds, which is a less efficient form of
resource mobilization, as compared to value capture. It is not that States/ULBs
have not used Value Capture methods to raise resources. In fact, States/ ULBs
are using different Value Capture methods, especially in urban areas, such as
impact fee, betterment charges, etc. For example, the Mumbai Metropolitan
Region Development Authority (MMRDA) and City and Industrial Development
Corporation Limited (CIDCO) of Maharashtra have used different Value Capture

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

methods to finance infrastructure development in the urbanizing areas. Similarly,

Haryana and Gujarat have successfully used land pooling schemes, where
owners agree to exchange their lands for infrastructure services.

While States/ULBs have been developing and using some of the Value Capture
Finance (VCF) methods, the Central Government Ministries/Departments have
not yet systematically used VCF methods as a revenue generation tool. One
reason is that land is a State subject and VCF Policies have to be made by the
concerned State Governments. A promising way is to link the location and
construction of the projects by the Central Government Ministries and their
agencies with the existing VCF Policy of the generated within the area of
influence of the projects. Alternatively, the State VCF Policy could be revised
whenever new projects are being planned in order to capture full value being
generated due to proposed investment in projects.

There is an increasing focus on creation of infrastructure by

Ministries/Departments of Government of India and their agencies. For example,
the Ministry of Ports is constructing a series of projects as part of the Sagarmala
program. Moreover, the Delhi-Mumbai Industrial Corridor (DMIC) is being
developed by the Department of Industrial Policy and Promotion (DIPP) and the
Metro Rail projects by the Ministry of Urban Development (MoUD). All these
projects have an area of influence in which they lead to increase in value of lands
and buildings, creating opportunities for using value capture methods to mop up
additional resources.

18.2 OBJECTIVES OF TOD

TOD integrates land use and transport planning to develop compact growth
centers within the influence zone of 500-800 m on either side of the transit
stations i.e. areas within walking distance, to achieve the following objectives:

 To promote the use of public transport by developing high density zones in the
influence area, which would increase the share of transit and walk trips made by
the residents/ workers to meet the daily needs and also result in reduction in
pollution and congestion in the influence area.

 To provide all the basic needs of work/ job, shopping, public amenities,
entertainment in the influence zone with mixed land-use development which
would reduce the need for travel.

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

 To establish a dense road network within the development area for safe and
easy movement and connectivity of NMT and pedestrians between various uses
as well as to transit stations.
 To achieve reduction in the private vehicle ownership, traffic and associated
parking demand.

 To develop inclusive habitat in the influence area so that the people dependent
on public transport can live in the livable communities within the walkable
distance of transit stations.

 To integrate the Economically Weaker Sections (EWS) and affordable housing
in the influence zone by allocating a prescribed proportion of built-up area for
them in the total housing supply.

 To provide all kinds of recreational/entertainment/ open spaces, required for a
good quality of life in the influence area.

 To ensure development of safe society with special attention to safety of
women, children, senior citizen and differently abled by making necessary
amendments to the building bye laws.

 To prevent urban sprawl by accommodating the growing population in a
compact area with access to the transit corridor, which would also consolidate
investments and bring down the infrastructure cost for development.

 To reduce carbon footprints by shifting towards environmentally friendly travel

options for the line haul as well as for access and egress trips.

18.3 PRINCIPLES OF TOD

TOD focuses on compact mixed use development around transit corridor such
as metro rail, BRTS etc. International examples have demonstrated that though
transit system facilitates transit oriented development, improving accessibility
and creating walk able communities is equally important. Based on the
objectives of National Urban Transport Policy, this TOD policy defines 12
Guiding Principles and 9 Supportive tools, as shown in Figure 18.1 and 18.2, for
realizing the objectives of TOD.

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

Figure 18.1: TOD Principles

18.4 APPROACH FOR TOD IMPLEMENTATION

 Influence Zone

The area in the immediate vicinity of the transit station, i.e. within a walking
distance, having high density compact development with mixed land use to
support all basic needs of the residents is called the influence zone of a transit
station/ corridor.

Figure 18.2: TOD Support Principles Tools

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

DPR for Ahmedabad Phase-II Metro Rail

Figure 18.3: TOD Influence Zone

Influence zone is either established at a transit stations or along the transit

corridors. It is generally up to a radius of nearly 500-800m of the transit station.
Where the distance between the transit stations is less than 1 km and there is
overlap in the influence area, it can be identified as a delineated zone (around
500m) on either side of the transit corridor within 10 - 12 minutes walking
distance.

The area of influence, where the TOD is planned for implementation, should be
demarcated and notified through master plan and local area plans before
implementation. If in any case the TOD is to be implemented in a phased
manner, the influence area of the TOD can also be notified in phases. The
principles for delineating the influence area should be clearly indicated so that
there is no speculation or confusion regarding the influence zone.

High Density Compact Development

TOD promotes densification in the influence area by providing higher Floor Area
Ratio (FAR)/ Floor Space Index (FSI) and higher population & job density as
compared to the area around and beyond the influence areas. To ensure

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

sustainable development, the minimum FAR should be 300 - 500%, and can be
higher, depending on the city size. This will promote higher concentration of
people within the walking distances of transit station, thereby increasing the
ridership of the public transport and resulting in increased fare revenue, pollution
and congestion reduction.

It is not necessary to keep the density and FAR norms consistent for the
influence areas across the city. It can vary depending on the infrastructure
available, land use zoning, transit capacity etc.

City willfollow green building norms, adopt renewal sources of energy such as
solar and waste to energy options, adopt rain water harvesting and ground
water recharge techniques, which would encourage water conservation,
utilization of clean energy and promote sustainable waste management so as to
make them self-sustaining through efficient use of resources and infrastructure.

Mixed Use Development

Mixed land use should be stipulated for development/ redevelopment in the

TOD zone as it would reduce the need for travel by providing most of the
activities such as shopping, entertainment and public amenities such as
schools, parks, playgrounds, hospitals etc. within the walking distance of the
residents. It would also improve the accessibility of the transit facilities and at
the same time link origins and destinations, i.e. residences with work places or
activity nodes. This would ensure better utilization of transit fleet by distributing
loads in both directions, rather than creating unidirectional peak hour flows.

A blend of land-uses help in the optimization of physical infrastructure and

resources, as all components like roads, parking, water, sewerage etc., remain
functional at all times of the day.

The TOD benefits cannot be realized with the kind of developments that
encourage the use of personalized vehicles. It is therefore imperative to restrict
developments such as low-density housing, low-rise development, warehouses,
petrol pumps/CNG stations, cremation ground and surface/Multilevel parking
etc. in the influence area.

Mix of uses within the TOD can be achieved either by horizontal mixing i.e.
separate activities in separate plots/ buildings or vertical mixing i.e. combining
different activities within the same building.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

To ascertain mixed use development along with the required street network and
open spaces, the minimum plot area in the influence zone should be defined.
The developer may, however, be permitted to undertake construction in a
phased manner. In case, the individual landowners want to collaborate for
development as per TOD norms, necessary provisions may be made to facilitate
it. The landowner(s) may also be permitted to collaborate with developers in
case they lack the required experience and institutional & financial capacity to
undertake such development as per TOD norms. However, care needs to be
taken that the amalgamated plots are redesigned to allow finer network of
streets and dispersion of open spaces.

The mix of uses to be proposed shall be decided as per the local conditions and
the trends in real estate market, however, the minimum percentage of built up
area for housing, commercial and other amenities should be fixed. The use of
balance built up area may depend on the prevailing market conditions and
demand of the city.

(i) Value Capture Methods

A comparative study on land based financing tools being used in India and the
world shows a large number of diverse VCF tools being used. The main types of
VCF methods are given below.

Land value tax – is considered the most ideal Value Capture tool which apart
from capturing any value increment, helps stabilize property prices, discourage
speculative investments and is considered to be most efficient among all Value
Capture methods. Maharashtra and Tamil Nadu, through State laws, have
expanded the scope of this mechanism to cover urban land also. Globally, land
value tax is widely used in Denmark, Australia, and New Zealand.

Fees for changing land use (agricultural to non-agricultural) – land revenue

codes provide for procedures to obtain permission for conversion of land use
from agricultural to non-agricultural use.

Betterment levy – one-time upfront charge on the land value gain caused by
public infrastructure investment. This occurs in two forms – revenue source for
improvement schemes and for specific projects. In India, the Mumbai
Metropolitan Regional Development Authority (MMRDA) Act, 1974 provides for
levying betterment charges for specific projects. The Hyderabad Municipal
Corporation Act, 1955 originally provided for the levy of betterment charges to
meet the costs of internal infrastructure and services in the case of development

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

projects. In the late nineties, the Government of Andhra Pradesh amended the
Act to enhance the scope of such levy to include external betterment. Under this
concept, the municipal authority is empowered to collect external betterment
charges at the time of according approval to layouts or sub-divisions of plot or
issue of building permit for the laying of trunk water lines, development of
freeways/major roads, percent of the land value gain attributable to public
investment.

Development charges (Impact fees) are area-based and link the development
charge to the market value of land by carrying out periodic revisions. This is the
most widely used land based fiscal tool in States. States like Andhra Pradesh,
Gujarat, Maharashtra, Tamil Nadu and Madhya Pradesh levy Impact Fee and
collect it upfront while granting development permissions. Impact fee is widely
used to fund infrastructure in the United States. The Government of Andhra
Pradesh in the late nineties also permitted Hyderabad Municipal Corporation to
levy Impact Fees to mitigate the impacts of construction of commercial
buildings, which lead to increase in traffic and necessitate decongestion
measures. This is meant to address citywide problems emanating from high-
density commercial development and is expected to be utilized for the Capital
Improvement and Decongestion Plan. This includes works such as road
widening, link roads, slip roads, parallel roads, junction improvements including
traffic signals, flyovers, rail over-bridges, rail under-bridges, modern lighting on
major roads, development of major storm water drains, riverfront and parks and
for Geographic Information System (GIS) applications.

Transfer of Development Rights (TDRs) – used for trading development

rights. Maharashtra, Karnataka and Gujarat have enabling laws for using TDRs
for developing open spaces, promoting affordable housing, etc. In New York
City, TDRs are given for preservation of the property owners for loss in revenue
on their properties.

Premium on relaxation of rules or additional FSI/FAR – widely used in States

such as Maharashtra, Karnataka, Gujarat, Tamil Nadu, etc. to allow for
additional development rights beyond the permissible limits in the State Town
Planning Laws and Regulations. Sale of additional Floor Area Ratio (FAR) is an
important Value Capture tool in Brazil and France. The French Land-use Policy
restricts the landowner’s building right to a low baseline FAR and additional FAR
has to be purchased.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

Vacant Land Tax (VLT) – is applicable on those landowners who have not yet
initiated construction on their lands. In Andhra Pradesh, the Greater Hyderabad
Municipal Corporation (GHMC) imposes a tax of 0.5% of the registration value
of the land if not used exclusively for agriculture purpose or is vacant without a
building.

Tax Increment Financing (TIF) – is one of the most popular Value Capture
tools in many developed countries, especially the United States. In TIF, the
incremental revenues from future increases in property tax or a surcharge on
the existing property tax rate is ring-fenced for a defined period to finance some
new investment in the designated area. Tax Increment Financing tools are
especially useful to finance new investments in existing habitations. Some of the
Smart City Proposals have planned for TIF in their area-based developments
(ABD).

Land Acquisition and Development – acquiring and developing land could be

adopted as a useful Value Capture method to mobilize resources. In
Hyderabad, impact fees are levied on all new developments within a one-
kilometer wide growth corridor on both sides of the Outer Ring Road (ORR).
Another innovative „Road widening Scheme‟ is being implemented in
Hyderabad in which the Municipal Corporation gives additional FAR and
relaxes zoning for property owners who give land free of cost for road widening.

Land pooling System (LPS) – is a form of land procurement where all land
parcels in an area are pooled, converted into a layout, infrastructure developed,
and a share of the land, in proportion to original ownership, returned as
reconstituted parcels. In India, States such as Gujarat and Haryana have used
land assembly programs where the owners agree to exchange their barren
lands for infrastructure-serviced smaller plots. Gujarat has used these tools to
guide the development of Ahmedabad city and its surrounding infrastructure.
The State of Andhra Pradesh has used LPS to get land for Amravati, its new
Capital City. Such LPS are also a common feature in countries like Japan and
Germany.

(ii) Types of Value Capture

Tools like betterment levy, development charge, etc. have been extensively
used across States whereas some tools like TDRs and VLT have been used
less frequently. Value capture methods can be used in an area or can be
specific to a project. Area-based value capture attempts to capture the basic
appreciation of the value of the area as a result of infrastructure development,

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

while project-based value captures the appreciation of land and building values
in the area of influence of the project. The area of influence determines the
geographic extent of immediate positive impact of project investments. Table
18.1 gives the different VCF methods that can be applied to the two types of
interventions.

Area-based application of Value Capture is best suited for urban areas. The
area could be a locality, city or a larger planning area. On the other hand,
project-based value capture can be used for projects being implemented by
Ministries/Departments/Agencies of the Government of India. Some examples
are given below.

Ministry of Railways for high-speed rail projects and expansion of railway

network through SPVs.

Ministry of Road Transport and Highways for the phased implementation of the
Indian National Expressway Network.

Department of Industrial Policy and Promotion for setting up of Special

Economic Zones (SEZs) and industrial corridors such as the Delhi Mumbai
Industrial Corridor (DMIC).

Ministry of Power for setting up power generation plants.

Ministry of Shipping for projects requiring significant land resources such as

cargo terminals, constructions of ferry and cruise terminals, and establishment
of free trade zones.

Table 18.1. Value Capture Methods and Scale of Intervention

S. No. Value Capture Method Frequency of Incidence Scale of Intervention

Annual rates based on
1. Land value tax gain in land value Area-based
uniformly
2. Fees for changing land use
One-time at the time of
Area/Project-based
giving permission for
change of land use
One-time while applying
3. Betterment levy for project development Area/Project-based
rights

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

Development charges One-time Area-based

4. (Impact fees)
Transfer of Development Transaction-based Area/Project-based
5. Rights

Premium on relaxation of Area (Roads,

6. One-time
rules or additional FSI railways)/Project(Metro)

7. Recurring
Vacant land tax Area-based

8.
Tax increment financing Recurring and for a fixed Area-based
period
9.
Land Acquisition and One-time upfront before Area/Project-based
Development project
initiation

One-time upfront before

10. Land Pooling System project Area/Project-based
initiation

(iii) Application of VCF Methods to Area

In order to capitalize on the full range of VCF tools to mobilize additional

resources, the States/ULBs will have to use the Scope-Coverage-Optimization
Model of Value Capture. Scope refers to the type of existing and new tools
which can be used in the State/ULBs. Coverage is replication of an existing tool
to all parts of the State; and Optimization is related to use of scientific methods
to assess, levy and collect taxes from a range of VCF tools. Below, are given
the steps for States/ULBs to assess the opportunities for using VCF tools to
generate additional resources.

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/18
 InitiatioChapter 18 – Transit Oriented Development (TOD)
Plan and value capture Finance (VCF)

• Project objectives
• Legislations and regulations
Initiation

• Project area of influence

• Land value impact analysis
Planning • Stakeholders identification

• Indentify value capture mechanism and establish funding

structure
Design and • Agreement of the States and ULBs (MoU)
Strategy

• Value capture implementation tools

• Fund Management
• Monitoring and evaluation
Execution and
Operation

Figure 18.4: Steps Required for Project-based VCF

Scope - Different types of Value Capture tools being used in other

States and countries reviewed and decided on the type which could be
used in the Ahmedabad Area. Optimization - VCF methods based on an
examination of the rates will be levied by State.

Coverage – Presently VCF tools are applied to small parts of the

corridor and can easily be extended to other Areas. These will be
identified and scaled-up.

After studying the scope, optimization possibilities and coverage of the

Value Capture methods, the State will examine if existing Acts, rules,
regulations and bye-laws have to be amended.

Finally, a mechanism for sharing of their venues through value capture

between the States/ULBs and other entities will have to be designed
and implemented.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

(iv) Value Capture Financing (VCF) for TOD

Value Capture is based on the principle that private land and buildings benefit from
public investments in infrastructure and policy decisions of the Government. Part of
the increment in value of land and building should be captured to fund projects
being set up for the public by the Central/ State government and the ULBs. The
additional value is generated by actions other than the land owner‟s direct
investment. Land value capture is distinct from the user charges or fees that
agencies collect for providing services.

The investment in transit system as well as increase in FAR and provision for mixed
use development would result in increase in value of land within the influence zone.
Land Value Capture can be used as a mechanism to finance the required
upgradation of infrastructure and amenities within the influence zone and expansion
of the public transport system.

Value capture financing is an opportunity for the private sector because the projects
are planned for the overall development, thus increasing the value and are also
backed by the government.

In TOD influence zones, land value capture can be done through enhanced or
additional land value tax or one time betterment levy, development charges or
impact fee, transfer of development rights (TDRs), or other such mechanisms which
have been adopted in various states across the country and abroad.

The resources generated through various mechanism should be credited into a

TOD fund created for funding the infrastructure upgradation/ maintenance,
enhancement of viability of transit systems, development and maintenance of transit
corridor and public transport etc. within and beyond the influence zone. The fund
should be in the form of an escrow account, from which financing is provided to
various agencies for the identified activities and the balance can be used by the
ULBs for other development purposes such as public transport expansion.

The real-estate market can be erratic and therefore caution should be observed
while estimating the revenue from land value capture. In case the revenues are
lower than expectations, ULBs should prepare alternate financing plans to
circumvent problems in implementing TOD.

(v) Statutory Framework

TOD policy should be notified as part of the Master Plan/Development plan of the
city. The policy document should clearly outline the importance of the high capacity
transit networks in the city’s development.

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

The vision of the Master Plan/ Development Plan should be resonated by all the
stakeholders, especially those involved in infrastructure development and
preparation of development plans. The building bye-laws and development control
regulations would need to be amended to incorporate the changes required for
implementing TOD.

The influence zone of the TOD should be clearly notified by the concerned authority
to ensure that the infrastructure created in the influence zone is provided in a
planned manner, the ULBs and the concerned authorities/agencies should prepare
a comprehensive plan integrating all the utilities, physical infrastructure and
essential facilities such as roads, sewers, drainage, electric lines, green spaces,
police post, fire post, electric sub-stations, etc. The plan would be useful to assess
the carrying capacity of the existing infrastructure and the upgradation needed to
meet the increased demand once TOD is implemented.

18.5 TOD and Surat Metro

New Metro Policy-2017 inter-alia states that commitment by the State Government
to adhere to the guidelines issued by the Central Government with regard to Transit
Oriented Development(TOD) and adoption of Value Capture Finance(VCF) frame
work should be an integral part of the project proposal. Further the Policy asks that
the State Government commitment should inter alia include commitment of transfer
of the financial benefits accruing in the influence zone of the metro alignment(s) on
account with TOD policy and VCF framework directly to Special Purpose
Vehicle(SPV) agency implementing the metro rail project.

As land along the proposed Metro Rail corridor is either held by the private parties or
various governmental agencies, Surat Metro shall not be directly participating in the
transit oriented development except at and around stations, depot and above parking
to the extent permissible.

The project report is required to specify the proposed quantum of such benefits
being transferred to the project. This requirement is supposed to form a mandatory
part of all metro rail project proposals.

The corridor-wise total route length, underground length and elevated length for
Surat Metro Rail Project(Phase-I) is shown in table 18.2 below :-

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

Table 18.2 – Route Lengths of Surat Metro Corridors

Underground Elevated/At
S.No. Corridors Total (kms)
(kms) Grade (kms)
Sarthana-Dream 6.47 kms 15.14 kms 21.61 kms
01
City
02 Bhesan-Saroli - 18.74 kms 18.74 kms

Total 6.47 kms 33.88Kms 40.35Kms

18.6 Contribution of GoG towards Surat Metro Rail Project

Surat Metro Rail Project has been proposed to be developed in SPV mode with
50:50 equity contributions from Centre and State. In addition, as explained
separately certain portion of Surat Metro has also been proposed to be undertaken
on PPP mode.

In Surat City, most of the land proposed for the project belongs to Surat Municipal
Corporation (SMC) or other Govt. agencies and some part belongs to private
entities.

18.7 Potential of TOD And VCF In Surat Metro Corridors

In this connection it is clarified that the total cost of Surat Metro Rail Project (Phase-I)
works out to be Rs. 9338 crores plus applicable taxes totalling to Rs 10,661 crores
(inclusive of all taxes).

Once the contribution from the private sector for the proposed PPP portion
amounting to Rs 396 crores (without taxes & duties) is excluded, the total cost of the
project stands at Rs.8942 crore plus applicable taxes.

Thus against this total project cost of Rs. 9338 crore (plus applicable taxes), direct
contributions from Transit Oriented Development (TOD) is expected to be Rs. 396
crores and as this amount is expected to directly flow to Surat Metro Project through
the mechanism decided by Central Govt. and Government of Gujarat (GoG), it is
only the balance amount of Rs. 8942 crores (plus applicable taxes) which is
proposed to be funded by Central and State Governments by equity and other
sources including Debt.

The Revenue of Surat Metro mainly consists of fare box collection, other property
developments, advertisements, parkings, transit oriented developments(TOD), Value
Capture Finance(VCF) etc.

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

Approximate revenue expected to be generated due to TOD along the Surat metro
corridors of Phase-I, shall be amounting to Rs. 1343 crores and details of
calculations forwarded by Surat Municipal Corporation (SMC) through their letter
No.CE SP Cell/out/1199 dated 22-12-2017 have been depicted in Annexure-I.
Further, it has been stated that 60% of total revenue from sale of FSI could be
transferred towards MRTS project and considered for DPR purpose too. The
prevailing rate of FSI chargeable is 40% of the Jantri rate. Regarding VCF, an
amount equivalent to Rs. 2738 crores worked out from 5% cess on property tax and
stamp duty charges has been considered and included in Chapter-20 (Financing
Options, Fare Structure and Financial Viability)- Table 20.8.2. Prevailing FSI as per
Surat Urban Development Authority(SUDA) is indicated in table 18.3 as under:-

Table 18.3 : Permissible FSI in Surat City (as per SUDA)

SN Zone Code Permissible FSI

Base(Free) Chargeable Maximum
at 40% of
Jantri Rate
01 Gamtal GM 2.0 Nil 2.0
02 Natural Growth of GME 1.2 Nil 1.2
Village
03 Residential/Commercial R1/C2 1.8 0.9 2.7
1.8 3.6(200 m on
both sides of
36m wide
road)
2.2 4.0(for area
falling within
200m on both
sides of 45m
wide road)
04 Industrial IZ1 & IZ5 1.0 0.8 for 1.8
commercial
use
05 Agriculture AG1 As per table 7.7.16 of CGDC
regulations-2017
06 Recreational Zone REZ 0.25 Nil 0.25
07 Educational Purpose KZ 1.2 Nil 1.2
08 Residential Zone SPDS 0.6 3.4 4.0

Further, it has been assumed that Government of Gujarat (GoG) will either exempt
the local taxes or reimburse the same and provide land worth Rs. 1234 crore on
completion either free of cost or it shall provide interest free Sub-ordinate Debt in
lieu thereof.

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

SUMMARY (SURAT METRO)

PLOTS FALLING UNDER 200mt BUFFER
PAID FSI AREA AMOUNT OF PREMIUME FOR
SR. NO. T.P.SCHEME NAME FROM METRO LINE REMARKS
IN sq.mt PAID F.S.I
(NUMERS OF PLOTS)

(1) (2) (3) (4) (5) (6)

"A" SOUTH-WEST ZONE (ATHWA)
OTHER THAN OTHER THAN
OTHER THAN INDUSTRIAL
INDUSTRIAL INDUSTRIAL
INDUSTRIAL (RESIDENTIAL, INDUSTRIAL INDUSTRIAL TOTAL
(RESIDENTIAL,C (RESIDENTIAL,COMM
COMMERCIAL etc.)
OMMERCIAL) ERCIAL)
3(a) 3(b) 4(a) 4(b) 5(a) 5(b) 5( c )
1 T.P.S.NO. 6 (MAJURA-KHATODRA) 0 2 0 9825 0 106,112,160 106112160
2 T.P.S.NO.9 (MAJURA) 0 1 0 5606 0 66146080 66146080
3 T.P.S.NO.27 (BHATAR-MAJURA) 0 4 0 10386 0 83442040 83442040
4 T.P.S.NO.28 (ALTHAN-BHATAR) 0 23 0 238203 0 142388860 1442388860
5 T.P.S.NO.37 (ALTHAN-BHATAR) 0 13 0 109494 0 529244760 529244760
6 T.P.S.NO.42 (BHIMRAD) 0 12 0 148975 0 633103680 633103680
7 T.P.S.NO.43 (BHIMRAD) 0 8 0 121035 0 512787000 512787000
TOTAL Rs. 337 Cr.

"B" WEST ZONE (RANDER)

1 T.P.S.NO.9 (PALANPOR-BHESAN) 0 6 0 100439 0 321404160 321404160
2 T.P.S.NO.10 (ADAJAN) 0 1 0 4730 0 24123000 24123000
3 T.P.S.NO.13 (ADAJAN) 0 6 0 30831 0 178818640 178818640
4 T.P.S.NO.29 (RANDER) 0 6 0 46774 0 169469080 169469080
5 T.P.S.NO.31 (ADAJAN) 0 23 0 126511 0 1037404280 1037404280
6 T.P.S.NO.32 (ADAJAN) 0 10 0 145446 0 1177400400 1177400400
7 T.P.S.NO.42 (JAHAGIRABAD) 0 10 0 52481 0 201841200 201841200
8 T.P.S.NO.43 (JAHAGIRABAD) 0 13 0 306214 0 1265708312 1265708312
TOTAL Rs. 437 Cr.

"C" SOUTH EAST ZONE (LIMBAYAT)

1 T.P.S.NO.7 (ANJNA) 0 1 0 12907 0 82607360 82607360
2 T.P.S.NO.33 (DUMBHAL) 0 8 0 114169 0 409332000 409332000
3 T.P.S.NO.53 (MAGOB-DUMBHAL) 0 5 0 54481 0 746386960 746386960
4 T.P.S.NO.64 (DUMBHAL-MAGOB) 0 20 0 160123 0 1251435680 1251435680
TOTAL Rs. 248Cr.

"D" EAST ZONE (VARACHHA)

1 T.P.S.NO.16 (KAPADRA) 0 2 0 31616 0 237655220 237655220
2 T.P.S.NO.20 (NANA VARACHHA - KAPADRA) 0 1 0 18616 0 107975120 107975120
3 T.P.S.NO.21 (SARTHANA-SIMADA) 0 1 0 11614 0 38325540 38325540
4 T.P.S.NO.22 (SARTHANA - VALAK) 0 1 0 24845 0 86956100 86956100
5 T.P.S.NO.38 (NANA VARACHHA) 0 5 0 49031 0 313314980 313314980
TOTAL Rs. 78Cr.

"E" CENTRAL ZONE

1 T.P.S.NO. 2(NANPURA) 0 1 0 96369 0 2431577562 2431577562
TOTAL Rs. 243Cr.
GRAND TOTAL
Rs.1343 Cr.
A+B+C+D+E

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/18
 Chapter18–Transit Oriented Development (TOD) Plan
and Value Capture Finance(VCF)

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/18
 Chapter 19: Cost Estimates

CHAPTER - 19
COST ESTIMATES

19.1 INTRODUCTION

Project Cost estimates for the Surat Metro Rail Project (Phase-I) network
has been prepared covering civil, electrical, signalling and
telecommunication works, rolling stock, environmental protection,
rehabilitation, considering 750V DC third rail traction at December’ 2018
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 , signaling and telecommunication,
have been estimated on rate per route km/km basis. Route km. cost for
underground alignment construction, excludes station lengths. Station
lengths (190m) 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., 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/21
 Chapter 19: Cost Estimates

Initially cost estimate for Surat Metro (Phase-I) had been formulated
adopting the Unit rates of various components of Ahmedabad Metro project.
Escalation charges had been applied @5% per year to bring these costs to
Current price level, wherever necessary in terms of MoUD’s letter
No.F.No.K-14011/58/2013-MRTS-1 (Vol.I) dated 27.10.2016.Taxes & Duties
such as Custom Duty, CGST,SGST and IDST etc wherever applicable, had
been worked out on the basis of prevailing rates and included in the cost
estimates separately.

Now, on the request of MEGA Cost estimate has been revised, adopting the
cost components in line with Ahmedabad Metro project (Ph-II) and Delhi
Metro Phase-IV in accordance of MoUHA letter no. K-14011/5/2017-UT-II
dated 23.01.2019 forwarded by MEGA vide their letter No. GMRCL/DPR
Revision/JAN-19 dated 25-01-2019.

In accordance of MoHUA letter No. K-14011/2018-MRTS-III dated

15.02.2019 forwarded by MEGA through their e-mail dated 16.02.2019
contingencies have been removed on land component and cost estimate
has been revised accordingly.

The overall Capital Cost for the Surat Metro rail network under Phase-I at
December’ 2018 price level works out to Rs.10,661 Crores including
applicable Taxes & Duties of 1322.78 Crores as tabulated hereunder.

Table 19.1 –Corridor-wise Details of Capital Cost

Capital Taxes & Total
Sr. No. Name of the corridor Cost Duties (Rs.
(Rs. Crore) (Rs. Crore) Crore)

1. Sarthana – Dream City 5810 849.30 6659.30

2. Bhesan–Saroli 3528 473.48 4001.48

10660.78
Total 9338 1322.78
=10,661

Details and methodology of arriving at these costs are discussed in paras

hereinafter.

19.1.1 PPP Model for Unbundled Components of Surat Metro

As communicated by Surat Municipal Corporation (SMC) vide their letter no.

CE Spl Cell/Out/1199 Dated 22-12-2017, 04 nos stations as mentioned below

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/21
 Chapter 19: Cost Estimates

will be considered on PPP model through a developer to be engaged by

metro SPV but with VGF/Land support to the PPP agencies from SMC:-

 Corridor-1(Sarthana to Dream City)

(i) Rupali Canal
(ii) Althan tenement

 Corridor-2(Bhesan to Saroli)
(i) Aquarium(Star Bazar)
(ii) Athwa Chaupati

However, the stations proposed above on PPP model may be changed

depending upon financial feasibility.

In addition to above, it has also been conveyed that two nos elevated metro
stations (including one for future requirement) inside Dream City area shall be
implemented by Metro SPV with the VGF/Land support to the PPP agencies
from DREAM Ltd.

For both the corridors of Surat Metro Project(Phase-I) three unbundled

components namely (1)Lifts,(2) Escalators and (3) AFC gates are proposed
under PPP model, in addition to civil cost of 05 nos elevated stations
mentioned above. Details of cost under PPP model is given hereunder:-

Table 19.1(a) : Cost of proposed Components to be considered on PPP model

(In crores)
Estimated
SN Description
Cost*
(A) Corridor-1: Sarthana to Dream City
01 Station-Rupali Canal (civil cost) 26.00
02 Station-Althan Tenament (civil cost) 26.00
03 Station-Dream City (civil cost) 26.00
04 Lifts & Escalators (20 X 3.50) 70.00
05 Automatic Fare Collection(AFC) Gates (20 X 3.50) 70.00
Sub-Total (a) 218.00
(B) Corridor-2: Bhesan to Saroli
01 Station-Aqurium (civil cost) 26.00
02 Station- Athwa Chaupati (civil cost) 26.00
03 Lifts & Escalators (18 X 3.50) 63.00

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/21
 Chapter 19: Cost Estimates

04 Automatic Fare Collection(AFC) Gates (18 X 3.50) 63.00

Sub-Total(b) 178.00
Grand Total (a)+(b) 396.00
*plus charges on account of applicable taxes, contingencies, GC etc

19.1.2 REQUIREMENT OF NEW METRO POLICY

Metro Rail Policy 2017 requires Metro Rail Administrations and States to
have a greater focus on reducing the cost of construction and operations
through indigenization and fostering competition along with standardization
in various areas. This is in addition to the standardization being attempted
for various components of the metro rail system at the level of Central
Government.

19.1.2.1 INTRODUCTION OF METRO RAIL SYSTEMS AS MRTS IN INDIA

Before the advent of Delhi Metro Rail Project, the knowhow of modern state
of the art, Metro Rail System was conspicuous by its absence. In the
process of successfully constructing and operating more than 200 KM of
Metro Rail in Delhi and NCR region (Phase I, II, and part phase III) DMRC
has ushered a new era in standardizing construction cost, optimizing
operations and maintenance cost, standardization of technology and
components, indigenization and inducing competition. Suffices to say that
emergence of large scale metro rail construction industry, systems suppliers
and components manufacture growth is directly related to the success of
upcoming metro systems in the country.

Success of DMRC has also resulted in many cities undertaking planning and
construction of metro rail. In many such cities varying length of Metro Rail
systems has also become operational. As in most such cases, the Detailed
Project Report has been made by DMRC, there has been desired
momentum in standardization of various technical aspects in varied
components of Metro Rail systems across the country. In the instant
proposal of Surat city also, DMRC has been engaged to prepare Detailed
Project Report (DPR) for metro rail project.

19.1.2.2 FOCUS ON INDIGENIZATION

Before commencement of metro system, the country did not have where
withal of constructing modern state of the art metro rail projects. Right from
the world go, in Phase I DMRC has deliberately focused on large scale
indigenization and that has had cascading effect on development of metro
rail in other cities of the country itself. The indigenization effort of DMRC is
explained in following paragraphs: -

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/21
 Chapter 19: Cost Estimates

a) Civil Construction:
Prior to emergence of metro construction, Indian EPC contractor’s/
construction companies were not equipped to handle the difficult metro rail
construction on large scale. Civil part of the Metro Rail comprises between
40-50% of the total project cost. In DMRC’s. Phase-I project, bulk of the
construction was done by the consortium of contractors led by the
international majors and the Indian construction companies largely managed
to get only a lesser pie as subcontractors to the international firms.

Subsequently, in further phases, the contract conditions were tweaked by

DMRC to bring in domestic contracts to the fore and the bulk of the civil
construction was done by the domestic firms and it has led to intense
competition. It is hoped that today Indian firms in the area of Metro Rail
construction are next to none in the world.

b) Metro Car Manufacturing:

Metro Car comprises 20-22 % of the total cost of Metro Rail construction
cost. A modern metro car technologically requires advanced technology,
manufacturing platform and vibrant components industry. Quite naturally
before the advent of metro system in the year 1998, the country did not
have any metro car manufacturing unit even though a small metro rail
system at Kolkata was operational for quite some time.

Emergence and fast expansion of Delhi Metro Rail Project gave the fillip and
provided the scaling up opportunity for indigenization of Metro Car
production. Though the metro cars were imported initially but the contract
conditions were such that eventually the manufacturer had to set up
subsequently manufacturing facility in the country.

It is important to note that focus on indigenization of metro system resulted

in setting up of first Metro Car Manufacturing unit by BEML in association
with ROTEM at Bangalore. Delhi Metro's initiatives to indigenize
manufacturing are also in consonance with the 'Make in India' initiative of
the central government.

So far the trigger provided by DRC has resulted in setting up of three Metro
Car Manufacturing centers in the country –one by BEML (Bangalore), one
by Bombardier Transportation (at Savli Gujarat) and the latest by Alstom at
Sri City near Chennai.

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/21
 Chapter 19: Cost Estimates

Besides factories for metro rail manufacturing so far eighteen sub systems
also have been indigenized and it has resulted in a vibrant base of
anciliiaries and trained human resources.

While Metro Rail contract conditions mandate that 75% of the metro cars
have to be manufactured in India, sustained effort of indigenization has
ensured that the 90% of the metro cars are being manufactured in India. It
is worthwhile to note that the Indian Metro Car Units have started looking at
markets outside India also for “Made in India” metro cars and first lot have
already been exported to Australia.

Such a dedicated focus on increasing indigenization has a direct impact on

optimizing and reducing the cost of metro cars.

c) Traction

Traction comprises approximately 10 Percent of the metro rail construction

cost. Over past two decades metro organizations have made substantial
headway in indigenization in this area and Indian contractors either on their
own or in association with international firms have succeeded in the field.

d) Other Areas

Efforts of many metro organizations like Delhi Metro, Bangalore Metro,

Chennai Metro etc. for indigenization in other areas like permanent way
(track), E&M (particularly Lifts and Escalators) has induced competition,
brought in indigenization and have also contributed to reduction of
construction cost.

19.1.2.3 STANDARDIZATION

From the word “go” standardization in different areas of Metro Rail

construction has been the prime focus of metro organizations. Even though
initially DMRC was forced to adopt broad gauge it has since been able to
standardize the gauge to Standard Gauge not only in Delhi Metro but has
also been instrumental in adoption of the same for other metro rail projects
too. This has provided common platform and opened new vista for cost
reduction through standardization.

Similarly, DMRC has focused on standardization through optimization of

design of civil works including the sub and super structure. Now large scale
adoption of U-girder technology in the latest phases has been instrumental

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/21
 Chapter 19: Cost Estimates

in both reductions in cost as well as simultaneously increasing the speed of

construction.

Standardization has also been introduced in station (both elevated and

underground) construction for optimization of cost and aesthetic.

One area which has defied standardization and indigenization is signaling. It

is primarily due to the fact that signaling after merger of most companies
globally has become a oligopoly and signaling system of one OEM does not
get synchronized with that of another manufacturer.

19.1.2.4 CONSTRUCTION COST REDUCTION

Cost of construction comprising broadly material component and labour

component increases mainly with the lapse of time and results in substantial
increase per unit increase in construction of the metro rail systems if one
reckons just one element of annual inflation at the rate of 5%.

There has been second dampener as well with regard to the cost of both
government and private land required for construction of Metro Rail. The
cost of land in last one decade has gone up significantly and post
implementation of new Land Acquisition Act.

If the unit cost of construction of Metro Rail projects is normalized for the
above two factors (increase in cost due to elapse of time and impact of
increasing cost of Land) the construction cost is reasonably well controlled
both for elevated and underground development.

19.1.2.5 O & M COST REDUCTION

The last but not the least, requirement of Metro Rail Policy, 2017 is a
sustained effort of Optimization and reduction of operations and
maintenance cost.

There is a dire need to remain focused on optimizing and sustainably

reducing the Operations and Maintenance cost in order to make the project
economically viable. Towards the end of construction of phase II, DMRC
undertook a major study to optimize and reduce the O & M cost and was
able to implement most of the recommendations of the study.

As a starter DMRC was able to reduce O & M man power strength initially
from 48 persons per kilometer to 40 and subsequently to 36 persons per
kilometer at par with the same level of SMRT Singapore and efforts are
being made to bring it further down, the same philosophy should be
adopted by other metros in the country.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/21
 Chapter 19: Cost Estimates

Apart from above many other systemic changes to asset management and
maintenance to optimize the cost including introducing condition based
maintenance should be adopted in place of time based maintenance.

Metro organizations should also remain focused on reducing the per unit
energy consumption more particularly in the era of increasing per unit cost
of energy and target to be upgraded to the highest benchmark viz. COMET
etc.

19.1.2.6 CONCLUSION

The new Metro Rail Policy and Appraisal Frame work, 2017 have brought to
fore the importance of sustained cost reduction in construction and
operations & maintenance, have given thumps up to systemic indigenization
and “Make in India” have deliberately provided for more and more
standardization with sufficient leeway for innovation.

In this connection all metro organizations should continue to work

proactively on their own, in association with other institutions and more
particularly in active collaboration with the central government for further
systemic improvement and cost reduction.

19.2 CIVIL ENGINEERING WORKS

19.2.1 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 presently being charged by the
concerned authorities of Govt. of Gujarat (GoG)..

Private land for MRTS project shall be acquired by Surat Municipal

Corporation (SMC) and compensation shall be paid as per Land Acquisition
Act 1894. The average rate of private land has been adopted as per the
prevailing rates in Surat City as intimated by SMC vide their e-mail dtd
27-03-2017.

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/21
 Chapter 19: Cost Estimates

Provision for cost of land required for resettlement and rehabilitation has
been made in the cost estimates.

Required land shall have to be acquired in line with Resolution no

JMN/1016/842A1 dated 17-05-2017 of Revenue department, Government of
Gujarat for Ahmedabad Metro Rail project. In this resolution, it is stated that
land required for depots, stations and associated works shall be allotted at
jantri (circle) rate to MEGA. It is stated in the same resolution that land
required for parking and resettlement/rehabilitation and such works shall be
allotted at Rs 1 token rate to MEGA.

As decided in HPC meeting on 03-07-2017 at Gandhinagar, resolution no

JMN/1016/842A1 dated 17-05-2017 passed for Ahmedabad Metro project
shall be applicable for required land for Surat Metro also including land
owned by SUDA and DREAM city.

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.

19.2.2 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,
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
rates adopted in Ahmedabad Metro Rail project (Ph-II) and Delhi
Metro Phase-IV projects duly updated to December 2018 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 rates
considered in Ahmedabad Metro Rail project (Ph-II) and Delhi Metro
Phase-IV projects duly updated to December 2018 price level.

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/21
 Chapter 19: Cost Estimates

19.2.3 Stations

(i) Underground Stations: In the underground alignment, station lengths

have to be done by cut and cover TBM or NATM. Rate proposed for
stations (length 190 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 O.H.E., P. way, Signaling and Telecommunication,
Automatic fare collection installations etc, have also been summed up
in the cost estimates. Rates are based on the rates considered in
Ahmedabad Metro Rail project (Ph-II) and Delhi Metro Phase-IV
projects duly updated to the price level of December 2018, 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, P way,
O.H.E., Signalling & Telecommunication works, Automatic fare
collection installations etc, have been summed up in the cost
estimates.

19.2.4 Permanent way

For underground and elevated alignment ballast-less track and for depot,
ballasted track is proposed. Rates adopted are based on the rates
considered in Ahmedabad Metro Rail project (Ph -II) and Delhi Metro Phase-
IV projects duly updated to December 2018 price level.

19.3 DEPOT

Maintenance Depot have been planned as given hereunder:-

Table 19.2 - Maintenance Depot

S. No. Corridor Proposed Maintenance Depot

1. Sarthana – Dream City Dream City

2. Bhesan–Saroli Bhesan

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/21
 Chapter 19: Cost Estimates

19.4 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 by DMRC in earlier similar projects.

19.5 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 security personnels and
Staff Quarters for O&M Wing have been made in the cost estimates on the
basis of average cost involved per km length on the pattern of earlier
projects duly updated to current price level.

19.6 TRACTION AND POWER SUPPLY

Provisions have been made to cover the cost of traction arrangements.,

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 rates considered in Ahmedabad Metro Rail project (Ph-II) and
Delhi Metro Phase-IV projects duly updated to December 2018 price level.
Provision for mid section shaft has been made separately.

19.7 SIGNALLING AND TELECOMMUNICATION WORKS

Rates adopted are based on the completion cost of similar works/projects

done by DMRC for Delhi Metro in past. 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/21
 Chapter 19: Cost Estimates

19.8 AUTOMATIC FARE COLLECTION

Adopted rates are based on the rates considered in Ahmedabad Metro Rail
project (Ph-II) and Delhi Metro Phase-IV projects duly updated to December
2018 price level.

19.9 ROLLING STOCK

Cost per coach has been considered as INR 8.00 at December’ 2018 level
on the basis of cost adopted in Ahmedabad Metro Rail project (Ph-II) and
Delhi Metro Phase-IV projects.

19.10 SECURITY

A lump sum provision for providing security infrastructure in the station

premises has been made on running kilometre basis. Adopted rates are as
per the completed projects by DMRC in past suitably escalated to current
price level.

19.11 MULTIMODAL TRAFFIC INTEGRATION

A lump sum provision of Rs. 3.00 Crore per station has been made to have
seamless integration of metro stations with other modes of transport. 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.

19.12 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 (except cost of land) including general charges.

19.13 Integration with Surat Railway Station MMTH project

In a series of meetings taken place at Surat in the office of The

Commissioner, Surat Municipal Corporation(SMC), it had been intimated
that Surat Railway station MMTH project shall be integrated with
underground metro station, city bus/BRTS, interstate buses(GSRTC) and
Indian Railways. Further, in view of Surat Railway station MMTH master
plan, it has been decided to provide an underground tunnel road for
vehicular traffic in the portion of MMTH along Lambe Hanuman road, which

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/21
 Chapter 19: Cost Estimates

shall be above the level of underground metro corridor and UG metro

station with a sufficient cushion of 2 to 3 mtr from ground level. The
estimated cost of proposed tunnel road shall be Rs 109.13 crores as
intimated by Surat Municipal Corporation (SMC) vide their e-mail dated 2nd
May’ 2018.The cost of construction of this underground road shall be borne
by SMC/GoG As such, the cost has not been added in the cost of Surat
Metro Rail Project(Phase-I) for working out of financial indices such as
FIRR,EIRR etc. Executing agency for tunnel road will be decided by Metro
SPV in consultation with SMC.

19.14 CAPITAL COST ESTIMATES

The overall capital cost of all the MRTS Corridors under Phase-I of Surat
Metro estimated at December’ 2018 price level based on above
consideration works out to Rs. 9338 Crores without Taxes/Duties
applicable Taxes and Duties have been worked out as Rs 1322.78 Crores
in Table 19.3:-
Table 19.3
CORRIDOR-WISE ESTIMATED COST (Phase-I)
(At DECEMBER, 2018 Price Level)
Rs. In Crores
Estimated Taxes &
S.No. Corridor
Amount Duties
01 Sarthana – Dream City 5810 849.30
02 Bhesan – Saroli 3528 473.48
Total: 9338 1322.78
Grand Total: Rs 10660.78 crores
=Rs 10,661 Crores

19.14.1 Corridor-I :Sarthana – Dream City

The overall Capital Cost for this corridor estimated at December 2018 price
level, based on the above considerations works out to Rs 5810 Crores
without Taxes & Duties. Applicable Taxes & Duties have been worked out
as Rs.849.30 Crores.

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/21
 Chapter 19: Cost Estimates

Table 19.4

Surat Metro corridor (Phase-I)

Sarthana-Dream City (corridor-I)
Capital Cost Estimate
December 2018 level
Total length = 21.61 km
Total UG (including UG Ramp 0.465 km) = 6.47 km
Elv (including elevated ramp) = 15.14 km
Total Station = 20 nos, UG = 6, Elv = 14

Amount
S. No. Item Unit Rate Qty. Remarks
(Rs. in Cr.)

Without taxes

1.0 Land
1.1 Permanent
a Government ha 15.73 32.45 510.44
b Private ha 19.15 0.62 11.87
1.2 Temporary
a Government ha 3.15 18.00 56.70
Property
1.3 ha 15.73 3.76 59.14
development(Government)
1.4 R & R incl. Hutments etc. R.Km. 4.00 22.600 90.40

Subtotal (1) 728.56

2.0 Alignment and Formation
Underground section by Tunnel
2.1 R.Km. 125.00 4.87 608.750
Boring Machine (TBM) (190m Each)
2.2 Ramp Portion (Underground) R.Km. 125.00 0.47 58.750
Elevated section (viaduct) including
2.3 R.Km. 37.00 15.14 560.18
in station length
2.4 Depot entry connection R.Km. 37.00 1.00 37.00
Subtotal (2) 1264.68
3.0 Station Buildings
Underground Station (Civil including
3.1 Each 125.00 6.00 750.00
finishes)
Underground Station (E&M including
3.2 Each 50.00 6.00 300.00
ECS,TVS, lift & escalator)

Labheshwar
Chowk and
Maskati Hospital
Extra for construction of two level
3.3 Each 31.25 2.00 62.50 stations to be
station constructed as
two level
stations

DPR for Metro Rail Project in Surat, Gujarat December 2018 14/21
 Chapter 19: Cost Estimates

Elevated station (Civil including

3.4 finishes) excluding viaduct in station Each 26.00 14 364.00
portion
Elevated Station (E&M including lift &
3.5 Each 8.00 14 112.00
escalator)
3.6 Metro Bhawan & OCC bldg.
a Civil works LS 90.00
b E&M works etc LS 25.00
3.7 Mid Shaft
a Mid Shaft (cost of Civil works) Each 20.00 2.00 40.00
b Mid Shaft (cost of electrical works) Each 7.43 2.00 14.86
Subtotal (3) 1758.36
4.0 Depot
Per
4.1 Civil 105.00
Depot
Per
4.2 E&M & M&P 65.00
Depot
Subtotal (4) 170.00
5.0 Permanent Way
5.1 Ballastless track R.Km. 6.60 22.60 149.16
5.2 Ballasted track for Depot T.Km. 3.90 10.00 39.00
Addl. Concrete in UG (for derailment
5.3 R.Km. 0.80 6.470 5.18
guard)
Mass Spring System ( MSS for 30%
5.4 of UG length) to reduce Noise and R.Km. 4.80 1.941 9.32
Vibration effect
Subtotal (5) 202.65
6.0 Traction & power supply
6.1 750V DC Third Rail
a UG Section R.Km. 12.50 6.470 80.88
b Elevated section R.Km. 11.00 15.140 166.54
c RSS Each 25.00 1.00 25.00
d Depot T.Km. 3.00 10.000 30.00
e 132 kV cabling from Grid to RSS R.Km. 6.93 2.885 19.99
Subtotal (6) 322.41
7.0 Signalling and Telecom.
7.1 Signalling
a Main line including OCC R.Km. 4.40 22.600 99.44
b Depot including DCC T.Km. 3.20 10.00 32.00
c On Board Equipment Per Train 1.70 15.00 25.50
7.2 Telecommunication
Per
a Station 4.50 20.00 90.00
Station
Per
b Depot 3.50 1.00 3.50
Depot
Subtotal (7) 250.44
Automatic Fare Collection(AFC) Per
8.0 3.50 20.00 70.00
system station

DPR for Metro Rail Project in Surat, Gujarat December 2018 15/21
 Chapter 19: Cost Estimates

Subtotal (8) 70.00

Per
9.0 Platform Screen Doors(PSD) station
3.00 20.00 60.00
Subtotal (9) 60.00
Shifting of Miscellaneous
10.0
Utilities
10.1 Civil and E&M R.Km. 6.00 22.600 135.60
Subtotal (10) 135.60
Per
11.0 Rolling Stock coach
8.00 45 360.00
Subtotal (11) 360.00
Per
12.0 Security station
0.37 20 7.40
Subtotal (12) 7.40
13.0 Staff quarter for O & M
a Civil works R.Km. 1.37 21.610 29.62
b EM works etc R.Km. 0.32 21.610 6.97
Sub Total (13) 36.59
Multimodal Integration and Last Per
14.0 3.00 20 60.00
mile connectivity station
Sub Total (14) 60.00
15.0 Total of all items except Land 4698.13
General Charges incl. Design
16.0 charges @ 5 % on all items 234.91
except land
Total of all items including G.
17.0 4933.04
Charges except land
18.0 Continegencies @ 3 % 147.99
19.0 Gross Total 5081.03
Cost without land = 5081
Cost with land = 5810

DPR for Metro Rail Project in Surat, Gujarat December 2018 16/21
 Chapter 19: Cost Estimates

Table 19.5

Details of Taxes and Duties

SARTHANA-DREAM CITY (CORRIDOR-I)
Basic Customs duty = 5.5000 %
CGST Customs Duty= 9.495 %
SGST Customs Duty= 9.495 %
Total Customs Duty= 24.4900 %
General IGST= 12 %
General CGST = 6%
General SGST = 6%

Taxes and duties

INDEGENIOUS MATERIALS &
Total cost IMPORTED MATERIALS
SERVICES Total
without Import
CUSTOMS DUTY GST Taxes &
S. No. Description Taxes & Compone
IGST IGST Duties
duties nt Basic Total Total GST
(CGST (SGST GST CGST SGST (Cr.)
(Cr.) Customs Customs (CGST &
portion) portion) RATE (Cr.) (Cr.)
Duty (Cr.) Duty (Cr.) SGST) (Cr.)
(Cr.) (Cr.)
1 Alignment & Formation
Underground 667.50 0.23 8.44 14.58 14.58 37.60 12% 30.84 30.84 61.68 99.28
Elevated, at grade & entry to Depot 597.18 0.30 9.85 17.01 17.01 43.87 18% 37.62 37.62 75.24 119.12

2 Station Buildings
Underground station - Civil works 790.00 0.18 7.82 13.50 13.50 34.82 12% 38.87 38.87 77.74 112.56
Underground station - E&M works 314.86 0.20 3.46 5.98 5.98 15.42 18% 22.67 22.67 45.34 60.76
Elevated station - Civil works 364.00 0.00 0.00 0.00 0.00 0.00 12% 21.84 21.84 43.68 43.68
Elevated station - E&M works 112.00 0.00 0.00 0.00 0.00 0.00 18% 10.08 10.08 20.16 20.16
Metro bhawan &OCC bldg. - Civil works 90.00 0.00 0.00 0.00 0.00 0.00 12% 5.40 5.40 10.80 10.80
Metro Bhawan &OCC bldg. - E&M works 25.00 0.00 0.00 0.00 0.00 0.00 18% 2.25 2.25 4.50 4.50

3 Depot
Civil works 105.00 0.00 0.00 0.00 0.00 0.00 12% 6.30 6.30 12.60 12.60
EM works 65.00 0.10 0.36 0.62 0.62 1.59 18% 5.27 5.27 10.53 12.12

4 P-Way 202.65 0.90 10.03 17.32 17.32 44.67 12% 1.22 1.22 2.43 47.10

5 Traction & power supply 322.41 0.32 5.67 9.80 9.80 25.27 12% 13.15 13.15 26.31 51.57

6 Signalling and Telecom. 250.44 0.90 12.40 21.40 21.40 55.20 12% 1.50 1.50 3.01 58.20

7 AFC 70.00 0.80 3.08 5.32 5.32 13.71 18% 1.26 1.26 2.52 16.23

8 PSD 60.00 0.90 2.97 5.13 5.13 13.22 12% 0.36 0.36 0.72 13.94

7 R & R hutments 0.00 0.00 0.00 0.00 0.00 0.00 12% 0.00 0.00 0.00 0.00

8 Misc.
Civil works 181.87 0.00 0.00 0.00 0.00 0.00 12% 10.91 10.91 21.82 21.82
EM works 57.72 0.00 0.00 0.00 0.00 0.00 18% 5.19 5.19 10.39 10.39

9 Rolling stock 360.00 0.88 17.42 30.08 30.08 77.58 18% 3.89 3.89 7.78 85.36

10 Rent on Temporary Land 56.70 0.00 0.00 0.00 0.00 0.00 12% 3.40 3.40 6.80 6.80

11 General Consultancy charges 234.91 0.00 0.00 0.00 0.00 0.00 18% 21.14 21.14 42.28 42.28
Total 4927.24 81.52 140.73 140.73 362.97 243.17 243.17 486.33 849.30

Total taxes & Duties SAY 849.30

Rate of Taxes & Duties on Total cost without taxes & duties 17.24%
Total Central GST & Basic Customs duty 465.41
Total State GST 383.89
Total Taxes & Duties 849.30

DPR for Metro Rail Project in Surat, Gujarat December 2018 17/21
 Chapter 19: Cost Estimates

19.14.2 Corridor-I :Bhesan – Saroli

The overall Capital Cost for this corridor estimated at December 2018 price
level, based on the above considerations works out to Rs 3528 Crores
without Taxes & Duties. Applicable Taxes & Duties, have been worked out
as Rs. 473.48 Crores.

Table 19.6

Surat Metro corridor (Phase-I)

BHESAN- SAROLI (corridor-II)
Capital Cost Estimate
December 2018 level
Total length (Entirely Elevated)= 18.74 km
Total Station = 18 nos (Elv)
Amount
S. No. Item Unit Rate Qty. (Rs. in
Cr.)
Without taxes

1.0 Land
1.1 Permanent
a Government ha 15.73 20.20 317.75
b Private ha 19.15 1.04 19.92
1.2 Temporary
a Government ha 3.15 18.00 56.70
Property
1.3 ha 15.73 2.01 31.62
development(Government)
1.4 R & R incl. Hutments etc. R.Km. 4.00 19.74 78.96
Subtotal (1) 504.94
2.0 Alignment and Formation
Elevated section (viaduct) including
2.1 R.Km. 37.00 18.74 693.38
station length
2.2 Depot entry connection R.Km. 37.00 1.00 37.00
Extra for Important Bridge (at tapi
2.3 LS 60.00
River)
Subtotal (2) 790.38
3.0 Station Buildings
Elevated station (Civil including
3.1 finishes) excluding viaduct in station Each 26.00 18.00 468.00
portion
Elevated Station (E&M including lift &
3.2 Each 8.00 18.00 144.00
escalator)
3.3 OCC bldg.

DPR for Metro Rail Project in Surat, Gujarat December 2018 18/21
 Chapter 19: Cost Estimates

a Civil works LS 10.00

b E&M works etc LS 11.03
Subtotal (3) 633.03
4.0 Depot
Per
4.1 Civil 105.00
Depot
Per
4.2 E&M & M&P 65.00
Depot
Subtotal (4) 170.00
5.0 Permanent Way
5.1 Ballastless track R.Km. 6.60 18.74 123.68
5.2 Ballasted track for Depot T.Km. 3.90 10.00 39.00
Subtotal (5) 162.68
6.0 Traction & power supply
6.1 750V DC Third Rail
a Elevated section R.Km. 11.00 18.74 206.14
b RSS Each 25.00 1.00 25.00
c Depot T.Km. 3.00 10.00 30.00
d 132 kV cabling from Grid to RSS R.Km. 6.93 2.00 13.86
Subtotal (6) 275.00
7.0 Signalling and Telecom.
7.1 Signalling
a Main line including OCC R.Km. 4.40 19.74 86.86
b Depot including DCC T.Km. 3.20 10.00 32.00
c On Board Equipment Per Train 1.70 9.00 15.30
7.2 Telecommunication
Per
a Station 4.50 18.00 81.00
Station
Per
b Depot 3.50 1.00 3.50
Depot
Subtotal (7) 218.66
Automatic Fare Collection(AFC) Per
8.0 3.50 18.00 63.00
system station
Subtotal (8) 63.00
Per
9.0 Platform Screen Doors(PSD) station
3.00 18.00 54.00
Subtotal (9) 54.00
Shifting of Miscellaneous
10.0
Utilities
10.1 Civil and E&M R.Km. 6.00 19.74 118.44
Subtotal (10) 118.44
Per
11.0 Rolling Stock coach
8.00 27.00 216.00
Subtotal (11) 216.00
Per
12.0 Security station
0.37 18.00 6.66
Subtotal (12) 6.66
13.0 Staff quarter for O & M

DPR for Metro Rail Project in Surat, Gujarat December 2018 19/21
 Chapter 19: Cost Estimates

a Civil works R.Km. 1.37 19.74 27.06

b EM works etc R.Km. 0.32 18.74 6.05
Sub Total (13) 33.10
Multimodal Integration and Last Per
14 3.00 18.00 54.00
mile connectivity station
Sub Total (14) 54.00
15.0 Total of all items except Land 2794.95
General Charges incl. Design
16.0 charges @ 5 % on all items 139.75
except land
Total of all items including G.
17.0 2934.70
Charges except land
18.0 Continegencies @ 3 % 88.04
19.0 Gross Total 3022.74
Cost without land = 3023
Cost with land = 3528

DPR for Metro Rail Project in Surat, Gujarat December 2018 20/21
 Chapter 19: Cost Estimates

Table 19.7
Details of Taxes and Duties
BHESAN- SAROLI (CORRIDOR-II)
Basic Customs duty = 5.5000 %
CGST Customs Duty= 9.495 %
SGST Customs Duty= 9.495 %
Total Customs Duty= 24.4900 %
General IGST= 12 %
General CGST = 6 %
General SGST = 6 %

Taxes and duties

INDEGENIOUS MATERIALS &
Total cost IMPORTED MATERIALS
SERVICES Total
without
CUSTOMS DUTY GST Taxes &
S. No. Description Taxes & Import
IGST IGST Duties
duties Basic Total Total GST
(CGST (SGST GST CGST SGST (Cr.)
(Cr.) Customs Customs (CGST &
portion) portion) RATE (Cr.) (Cr.)
Duty (Cr.) Duty (Cr.) SGST) (Cr.)
(Cr.) (Cr.)
1 Alignment & Formation
Underground 0.00 23% 0.00 0.00 0.00 0.00 12% 0.00 0.00 0.00 0.00
Elevated, at grade & entry to Depot 730.38 30% 18% 46.01 46.01 92.03 92.03

2 Station Buildings
Underground station - Civil works 0.00 18% 0.00 0.00 0.00 0.00 12% 0.00 0.00 0.00 0.00
Underground station - E&M works 0.00 20% 0.00 0.00 0.00 0.00 18% 0.00 0.00 0.00 0.00
Elevated station - Civil works 468.00 0% 12% 28.08 28.08 56.16 56.16
Elevated station - E&M works 144.00 0% 0.00 0.00 0.00 0.00 18% 12.96 12.96 25.92 25.92
OCC bldg. - Civil works 10.00 0% 12% 0.60 0.60 1.20 1.20
OCC bldg. - E&M works 11.03 0% 0.00 0.00 0.00 0.00 18% 0.99 0.99 1.99 1.99

3 Depot
Civil works 105.00 0% 0.00 0.00 0.00 0.00 12% 6.30 6.30 12.60 12.60
EM works 65.00 10% 0.36 0.62 0.62 1.59 18% 5.27 5.27 10.53 12.12

4 P-Way 162.68 90% 8.05 13.90 13.90 35.86 12% 0.98 0.98 1.95 37.81
0%
5 Traction & power supply 275.00 32% 4.84 8.36 8.36 21.55 12% 11.22 11.22 22.44 43.99

6 Signalling and Telecom. 218.66 90% 10.82 18.69 18.69 48.19 12% 1.31 1.31 2.62 50.82

7 AFC 63.00 80% 2.77 4.79 4.79 12.34 18% 1.13 1.13 2.27 14.61

8 PSD 54.00 90% 2.67 4.61 4.61 11.90 12% 0.32 0.32 0.65 12.55

7 R & R hutments 0.00 0% 0.00 0.00 0.00 12% 0.00 0.00 0.00 0.00

8 Misc.
Civil works 161.38 0% 0.00 0.00 0.00 0.00 12% 9.68 9.68 19.37 19.37
EM works 50.82 0% 0.00 0.00 0.00 0.00 18% 4.57 4.57 9.15 9.15
0.00 0.00 0.00
9 Rolling stock 216.00 88% 10.45 18.05 18.05 46.55 18% 2.33 2.33 4.67 51.22

10 Rent on Temporary Land 56.70 - 0.00 0.00 0.00 12% 3.40 3.40 6.80 6.80

11 General Consultancy charges 139.75 - 0.00 0.00 0.00 18% 12.58 12.58 25.15 25.15
Total 2931.40 39.97 69.01 69.01 177.99 147.75 147.75 295.49 473.48

Total taxes & Duties SAY 473.48

Rate of Taxes & Duties on Total cost without taxes & duties 16.15%
Total Central GST & Basic Customs duty 256.73
Total State GST 216.76
Total Taxes & Duties 473.48

DPR for Metro Rail Project in Surat, Gujarat December 2018 21/21
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

CHAPTER- 20
FINANCING OPTIONS, FARE STRUCTURE
AND FINANCIAL VIABILITY
20.1 Introduction

The Surat Metro Rail Project consisting of two corridors (from Sarthna to Dream City
and Bhesan to Saroli) is proposed to be constructed with an estimated cost of
Rs.10661.00 Crore with land cost and all taxes. The route length of the metro system
and estimated cost at December-2018 price level without and with all taxes are placed
in table 20.1 as under:
Table: 20.1 Cost Details

Estimated cost with Estimated cost with

Corridor Distance
Name of Corridor Land cost and without land cost and all taxes
no. (KMs)
all taxes (Rs/Crore) (Rs/Crore)

1 Sarthana to Dream City 21.61 5810 6659.30

2 Bhesan to Saroli 18.74 3528 4001.48
10660.78
Total 40.350 9338
=10661

The estimated cost at December-2018 price level includes an amount of Rs.14.06

Crore plus applicable taxes as one-time charges towards security, i.e., 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 the FIRR calculation since providing required security at metro stations shall
be the responsibility of state police department.

20.2 Costs

20.2.1 Investment Cost

20.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with all taxes except land and contingencies has been calculated by
taking escalation factor @5.00% per annum. It has been assumed that the Government
of Gujarat will provide the land worth Rs.1234 crore either free of cost or it shall provide
Interest Free Subordinate Debt in lieu thereof. With the implementation of GST from 1st
July 2017, the Excise Duty, Central Sales Tax/State VAT and Service Tax have been
subsumed into Central Goods and Service Tax (CGST), State Goods and Service Tax
(SGST), Integrated Goods and Service Tax (IGST). The effective CD rate under project
import scheme, post GST, works out to 24.49% {Basic CD @ 5%, IGST (CGST &
SGST) @ 18% and cess} on the imported portions, CGST and SGST @ 6% each and
IGST @ 12% on indigenously manufactured items. The Interest Free Subordinate Debt

DPR for Metro Rail Project in Surat, Gujarat December, 2018 1/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

is repayable in 5 equal instalments after repayment of Multilateral/Overseas

Development Assistance Loan.
It is assumed that the construction work will start on 01.04.2019 and is expected to be
completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024 for both
the corridors. The total completion costs duly escalated and shown in the table 20.2
have been taken as the initial investment as below:-

Table: 20.2 Year –wise Investment

Figures in Rs. Crore

Estimated Cost including cost Completion Cost including

Financial
of land and all taxes & duties at cost of land cost and all
Year
December 2018 Price Level taxes & duties
2019-20 1,722 1,757
2020-21 2,439 2,595
2021-22 2,797 3,106
2022-23 2,382 2,751
2023-24 1,320 1,629
Total 10,660 11,838

20.2.2 Additional Investment

Total investment provided in the FIRR calculation towards requirement of additional

rolling stock duly escalated @5% PA is placed in table 20.3 as under: -

Table: 20.3 Additional Investment towards Rolling Stock

(Rs/Crore)

Financial
No. of Cars Amount
Year
2026-27 39 799.00
2036-37 75 2504.00
2046-47 48 2610.00
TOTAL 162 5913.00

20.2.3 Operation & Maintenance (O&M) Costs

20.2.3.1 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, and
(iv) Service cost of Public Private Partnership (PPP) component

DPR for Metro Rail Project in Surat, Gujarat December, 2018 2/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

The requirement of staff has been assumed @ 30 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 in Surat City is Rs. 6 per
unit. As per Metro Rail Policy 2017, it is mandatory now to involve Public Private
Partnership (PPP) in some form for implementation, operation & maintenance, fare
collection or any other unbundled activities of the proposed metro rail project. It has
been proposed that activities involving a) civil construction works of 5 nos. of stations
i.e. Rupali Canal, Althan Tenament of corridor 1, Aquarium (Star Bazar) and Athwa
Chaupati of corridor 2 on SMC/SUDA land and Dream city stations on Dream City
Land, b) Lifts & Escalator and c) AFC for all the stations may be given on PPP basis in
this project. The cost of above unbundled activities may be funded by engaging
concessionaire in line with Kochi Metro, Nagpur Metro and Noida Metro for a period of
10 years. The expected return to the concessionaire will be in between 12% to 16%
from all sources. For calculation of FIRR, the cost of servicing PPP activities over a
period of 10 years has been considered taking into account principal repayment and
Interest @ 12% per year on PPP cost of proposed activities of Rs.452 Crore on
completion. The O&M cost (excluding staff cost and Service cost of PPP component)
has been obtained by providing an escalation of 5.00% per annum. The O&M costs
have been tabulated in Table 20.4 as below for the both corridors:

Table: 20.4 Operations and Maintenance Costs (Both Corridors)

Rs. In Crore
Year Staff Maintenance Energy Serving Total
Expenses Cost of PPP
Component
2024 - 2025 104.43 70.23 90.19 125.84 390.68
2025 - 2026 113.82 73.74 94.70 118.98 401.24
2026 - 2027 124.07 77.43 99.43 112.11 413.04
2027 - 2028 135.23 81.30 104.41 105.25 426.19
2028 - 2029 147.40 85.37 127.42 98.38 458.56
2029 - 2030 160.67 89.63 133.79 91.52 475.61
2030 - 2031 175.13 94.11 140.48 84.66 494.38
2031 - 2032 190.89 98.82 147.50 77.79 515.00
2032 - 2033 208.07 103.76 154.87 70.93 537.64
2033 - 2034 226.80 108.95 162.62 64.06 562.43
2034 - 2035 247.21 114.40 170.75 0.00 532.36
2035 - 2036 269.46 120.12 179.29 0.00 568.86
2036 - 2037 293.71 126.12 188.25 0.00 608.09
2037 - 2038 320.15 132.43 197.66 0.00 650.24
2038 - 2039 348.96 139.05 244.54 0.00 732.55
2039 - 2040 380.37 146.00 256.77 0.00 783.14
2040 - 2041 414.60 153.30 269.61 0.00 837.51

DPR for Metro Rail Project in Surat, Gujarat December, 2018 3/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Year Staff Maintenance Energy Serving Total

Expenses Cost of PPP
Component
2041 - 2042 451.91 160.97 283.09 0.00 895.97
2042 - 2043 492.59 169.02 297.24 0.00 958.85
2043 - 2044 536.92 177.47 312.11 0.00 1026.49
2044 - 2045 585.24 186.34 327.71 0.00 1099.29
2045 - 2046 637.91 195.66 344.10 0.00 1177.67
2046 - 2047 695.32 205.44 361.30 0.00 1262.07
2047 - 2048 757.90 215.71 379.37 0.00 1352.98
2048 - 2049 826.11 226.50 448.88 0.00 1501.50
Total 8844.87 3351.87 5516.08 949.52 18662.34

20.2.4 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.

20.2.5 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 equipments 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.

Table: 20.4.1 Replacement Cost

Year Cost Esc Cost
2044-45 431.78 1,535.27
2045-46 431.78 1,612.04
Total 3,147.31

20.3 Revenues

The Revenue of Surat Metro mainly consists of fare box collection and other incomes
from property development, advertisement, parking etc.

20.3.1 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.

DPR for Metro Rail Project in Surat, Gujarat December, 2018 4/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

20.3.2 Traffic

20.3.2.1

a. The projected ridership as per CEPT studies conducted by Surat Municipal

Corporation which is further moderated to 80% for FIRR calculation is as
indicated in table 20.5 as below: -

Table: 20.5 Projected Ridership

Trips per day (lakhs) as Moderate (80%) Trips

Financial Year
per CEPT studies per day(lakhs)
2021-22 3.09 2.47
2024-25 3.54 2.83
2027-28 5.33 4.26
2037-38 9.74 7.79
2047-48 12.23 9.78

b. The growth rate for moderate traffic is assumed @14.65% Per Annum upto
2027-28, @ 6.21% Per Annum upto 2037-38, @2.30% Per Annum upto 2047-
48, and thereafter @ 1% Per Annum.

20.3.2.2 Trip Distribution

The trip distribution has been provided by Surat Municipal Corporation based on the
CEPT study conducted, which is placed in Table 20.6 below: -

Table: 20.6 Trip Distribution (2024-25)

Distance in km Percent distribution
0-2 0.90%
2-4 18.80%
4-6 14.40%
6-12 49.70%
12-18 15.40%
>18 0.80%
Total 100.00%

The graphic presentation of the same is placed below in Figure 20.1:-

DPR for Metro Rail Project in Surat, Gujarat December, 2018 5/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Figure 20.1 –Trip Distribution

20.3.3 Fare Structure

The fare structure for the FY 2024-25 as per the proposed fare slabs is shown in the
table 20.7 below: -

Table: 20.7 Fare Structure in 2024-25

Distance in kms. Fare (Rs)
0-2 10
2-4 20
4-6 30
6-12 40
12-18 50
>18 60

Considering the increase in the Consumer Price Index (CPI) and input costs of
operation since then, the fare structure has been escalated by using @14.00% once in
every two years.

20.3.4 Non Fare Box Revenue

20.3.4.1 Income from property Business and Advertisement – Other revenues from
Property Business and advertisement have been assumed @ 10% of the fare box
revenues till year 2028-29 i.e. 5 years of operation and @ 20% thereafter 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,
naming rights, film shootings and special events on metro premises.

20.3.4.2 Income from PD Land – SPV/BOT operator will engage a

developer/Concessionaire for generating rental income. It is assumed that about 4.70
Hectare. i.e., 14,10,000 square feet area will be available for property development
with a FAR of 3. The developer will bring equity to the extent of Rs. 80.00 crore and
the balance amount towards construction shall be raised by SPV as 12% Market Debt.
The current rental revenue in Surat City is Rs. 40 per Sq. ft. The estimated
development cost will be Rs.310.00 crore. It is assumed that the rental revenue will

DPR for Metro Rail Project in Surat, Gujarat December, 2018 6/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

accrue to the developer from the FY 2025-26 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 20.8.1 Estimated generation of Rental Income from PD

Rs. in Crore
Residu
Return
Mainten Loan Bal Interes al
Const Rental @14%
ance repa Loan t on rental
Year ructio Incom Loan IDC to the
Expendi ymen Amo Loan incom
n cost e develo
ture t unt @12% e to
per
SPV
2020 - 2021 56 40 2 42 -16
2021 - 2022 59 43 5 90 -16
2022 - 2023 62 46 6 142 -16
2023 - 2024 65 49 7 198 -16
2024 - 2025 68 52 8 258 -16
2025 - 2026 17 2 26 232 31 11 -53
2026 - 2027 24 2 26 206 28 12 -44
2027 - 2028 33 3 26 180 25 13 -34
2028 - 2029 53 5 26 154 22 14 -15
2029 - 2030 88 9 26 128 18 15 20
2030 - 2031 93 9 26 102 15 16 27
2031 - 2032 97 10 26 76 12 17 32
2032 - 2033 102 10 26 50 9 18 39
2033 - 2034 107 11 26 24 6 19 45
2034 - 2035 113 11 24 0 3 20 55
2035 - 2036 118 12 21 85
2036 - 2037 124 12 22 90
2037 - 2038 130 13 23 94
2038 - 2039 137 14 24 99
2039 - 2040 144 14 25 105
2040 - 2041 151 15 26 110
2041 - 2042 158 16 27 115
2042 - 2043 166 17 28 121
2043 - 2044 175 17 29 129
2044 - 2045 183 18 30 135
2045 - 2046 193 19 32 142
2046 - 2047 202 20 34 148
2047 - 2048 212 21 36 155
2048 - 2049 223 22 38 163
Total 310 3043 302 230 28 258 169 470 1763

20.3.4.3 Income from cess on Property tax and Stamp duty – It is proposed to levy
a cess @ 5% on property tax and on stamp duty or any other levies (sale/purchase of
property). A modest 3% annual increase is assumed in order to estimate the revenue
over 25 years during the operation of the Metro. The average revenue collected by the
Surat Municipal Corporation on account of property tax and stamp duty (sale/purchase
of property) during the last 4 years is Rs.604 crore and Rs.703 crore respectively.
Accordingly, the starting year i.e. 2024-25, the revenue from cess on property tax and
on stamp duty worked out is Rs. 80 crore. However, considering the first year of
implementation the expected revenue for the year 2024-25 is Rs. 40 crore i.e. 50% of

DPR for Metro Rail Project in Surat, Gujarat December, 2018 7/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Rs. 80 crore. The above revenue is further enhanced by 3% annually. The year wise
projected revenue from additional 5% cess on property tax and on stamp duty is
tabulated in Table 20.8.2 below: -

Table 20.8.2 Revenue from 5% cess on property tax and on stamp duty
Rs. in Crore
Year
Income from cess on Income from cess on Total
Property Tax Stamp Duty
2024 - 2025 19 21 40
2025 - 2026 38 43 81
2026 - 2027 39 44 83
2027 - 2028 40 45 85
2028 - 2029 41 46 87
2029 - 2030 42 47 89
2030 - 2031 43 48 91
2031 - 2032 44 49 93
2032 - 2033 45 50 95
2033 - 2034 46 52 98
2034 - 2035 47 54 101
2035 - 2036 48 56 104
2036 - 2037 49 58 107
2037 - 2038 50 60 110
2038 - 2039 52 62 114
2039 - 2040 54 64 118
2040 - 2041 56 66 122
2041 - 2042 58 68 126
2042 - 2043 60 70 130
2043 - 2044 62 72 134
2044 - 2045 64 74 138
2045 - 2046 66 76 142
2046 - 2047 68 78 146
2047 - 2048 70 80 150
2048 - 2049 72 82 154
Total 1273 1465 2738

20.3.4.4 Income from TOD & VCF – As per details provided by SMC, the total revenue
to be generated from the sale of additional FSI along the metro corridors shall be Rs.
1343 crore out of which 60% for 15 years i.e. Rs. 54 crore per year shall be considered
for metro project. The annual growth rate is considered at @ 3% per year. Accordingly,
the income from TOD & VCF for the Year 2024-25 and 2025-26 is Rs. 31 crore (being
the first year of implementation the revenue for the year 2024-25 has been assumed at
50% of expected revenue from TOD & VCF) and Rs. 65 crore respectively which is
further escalated @ 3 % per year and shall be made available to metro authorities.

20.3.5 Revenue Maximization Plan for Surat Metro

Surat Metro may further enhance the non-fare box revenue base along with dogged
focus to increase the fare box revenue. The multipronged approach is as under:-

DPR for Metro Rail Project in Surat, Gujarat December, 2018 8/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

20.3.5.1 Earnings from Stations (Advertisements, Kiosks, Parking, ATMs and

other revenues) –

At a conservative level DPR has assumed the earnings from these sources @ 10%
to 20% of the fare box revenue from operations. However, the effort of Surat Metro
shall be to maximize these earnings.

(i) Advertisements:
a) Inside Station Advertisement: - All section/Lines of Metro may be awarded
for advertisement purposes. Scope of the inside station advertisement may
be display static advertisement on fixed advertisement boards/panels as well
as through digital displays, putting up promotional canopies etc. Area of
advertisement space may be fixed based on type of station i.e. elevated or
underground station, size of station, footfall of station etc.

b) Outdoor Advertisement: - Commercial Advertisement may be allowed by

putting Advertisement boards on Metro Civil Structure/Ancillary Buildings/Via
Duct/FOBs/Metro Pillars. Scope of the Outdoor advertisement may be to put
up static advertisement display at the Metro Pillars/FOBs/Metro
Viaduct/Ancillary Building/Lift Lobby etc. Area of advertisement space may
be decided based on type, size of station and footfall of station etc. and as
per policy of Urban Local Body.

c) Advertisement on Trains: - MEGA may allow Commercial Advertisement on

Metro Rail Trains; inside on prefabricated advertisement spaces and outside
by wrapping of trains. Bidder may wrap 10% of available cars subject to
maximum of 20% trains available in the line as well as may do advertisement
on pre-designated spaces inside the Metro Trains.

d) Co-Branding:- Co-Branding by Suffixing/Prefixing of Brand Name with the

Metro Station name may be allowed for selected metro stations. Co-branding
rights may be awarded to the eligible/competent parties through tendering
process. The Scope under this type of advertisement may be to Suffix the
Brand name with the Metro Station name whereas for Stations. Colouring of
the station in brand colour as well as inside and outside Advertisement rights
for the station may also be permitted. The contract may be awarded
generally for tenure of 10 years which may be further extendable by 5 years
on mutually agreeable terms and conditions. The bidders quote the lump
sum rate/annum for the total scope offered at the station.

e) Advertisement on Smart Card/Tokens: - One time commercial advertisement

on Metro smart cards/tokens may be permitted. The rights of advertise may
be awarded tendering process.

DPR for Metro Rail Project in Surat, Gujarat December, 2018 9/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

(i) Shops:
a) Built Up shops: - Built up shops on the selected Metro Stations may be
available on license basis. These types of Shops may have an inbuilt
structure and located within the Metro Stations. The Shops awarded to
the eligible/competent parties through tendering process. The shops
which fail to attract any bid through tendering process may be made
available through Walk-in-basis Scheme (First come first serve basis)
wherein the bidders may take the shops at reserve price.

b) Bare spaces: - Unutilized bare spaces may also be licensed. The bare
spaces may be awarded to the eligible/competent parties through
tendering process with a scope to do all permitted/legal commercial
activities by developing the bare spaces into a commercial space at their
own cost. The tenure for the spaces may be decided based on the area
which is to be developed by the bidder.
(ii) Kiosk
a) Kiosks: - Leasing of small bare spaces to operate small kiosks for
commuters facilitations may be allowed on the metro stations.

b) Tom spaces: -Unused TOM spaces may be leased to operate eateries etc.
through tendering process.

c) Health Monitors/BMI Machines: - Small bare spaces may be allotted to

install Health Monitor/BMI Machines as commuter facilitation.

d) Parcel Machines: - Small bare spaces may be allotted to install smart parcel
delivery system as commuter facilitation.

e) Water Vending Kiosk: - Small bare spaces may be allotted to install Water
Vending Kiosks as commuter facilitation.

f) ATMs - Bare spaces may be leased to Banks to install and operate their
ATMs/e-lobby at Metro Stations as commuter facility.

vi) Telecoms:
a) Telecom Towers: - The spaces in metro corridor premise may be leased for
installation of Telecom Towers to enhance/provide the mobile connectivity.
Commuters may get better mobile connectivity at the Metro Stations and its
vicinity and MEGA may earns revenue also.

b) Small Cells: - Leasing of spaces on DMRC pillars to install Small Telecom

equipment to enhance the mobile connectivity may also be considered. The
spaces may be allotted to the different telecom operators through tendering

DPR for Metro Rail Project in Surat, Gujarat December, 2018 10/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

mode for commuters to get better mobile connectivity at the vicinity of DMRC
viaduct as well as for MEGA to earn revenue also.

20.4 Financial Internal Rate of Return (FIRR)

20.4.1 The Financial Internal Rate of Return (FIRR) obtained for 30 years life cycle
business model including construction period without additional PD and TOD &
VCF Income is 6.90% and with additional PD and TOD & VCF Income is
7.38%. The FIRR with all taxes & duties including land cost without additional
PD and TOD & VCF Income and with additional PD and TOD & VCF Income is
produced in Table 20.9.1 & 20.9.2 below:

Table: 20.9.1 FIRR with Central Taxes without additional PD and TOD & VCF Income
Figs in cr. (Rs.)
Net Cash
Outflow Inflow Flow
Income
from cess
on
Year Comple Additi
Running Replacem Total Fare Box PD Property
Total
tion onal Reven IRR
Expenses ent costs Costs Revenue &ADVT Tax &
Cost Cost ue
Stamp
Duty

2019 - 2020 1757 1757 0 -1757

2020 - 2021 2595 2595 0 -2595
2021 - 2022 3106 3106 0 -3106
2022 - 2023 2751 2751 0 -2751
2023 - 2024 1629 1629 0 -1629
2024 - 2025 0 0 391 391 348 35 40 423 32
2025 - 2026 0 0 401 401 400 40 81 521 120
2026 - 2027 0 0 413 413 525 53 83 661 248
2027 - 2028 0 0 426 426 602 60 85 747 321
2028 - 2029 0 799 459 1258 726 73 87 886 -372
2029 - 2030 0 0 476 476 770 154 89 1013 537
2030 - 2031 0 0 494 494 931 186 91 1208 714
2031 - 2032 0 0 515 515 988 198 93 1279 764
2032 - 2033 0 0 538 538 1191 238 95 1524 986
2033 - 2034 0 0 562 562 1265 253 98 1616 1054
2034 - 2035 0 0 532 532 1530 306 101 1937 1405
2035 - 2036 0 0 569 569 1625 325 104 2054 1485
2036 - 2037 0 0 608 608 1967 393 107 2467 1859
2037 - 2038 0 0 650 650 2090 418 110 2618 1968
2038 - 2039 0 2504 733 3237 2432 486 114 3032 -205
2039 - 2040 0 0 783 783 2488 498 118 3104 2321
2040 - 2041 0 0 838 838 2901 580 122 3603 2765
2041 - 2042 0 0 896 896 2968 594 126 3688 2792
2042 - 2043 0 0 959 959 3466 693 130 4289 3330
2043 - 2044 0 0 1026 1026 3546 709 134 4389 3363
2044 - 2045 0 0 1099 1535 2635 4134 827 138 5099 2464
2045 - 2046 0 0 1178 1612 2790 4229 846 142 5217 2427
2046 - 2047 0 0 1262 0 1262 4937 987 146 6070 4808
2047 - 2048 0 0 1353 0 1353 5050 1010 150 6210 4857
2048 - 2049 0 2610 1502 0 4112 5820 1164 154 7138 3027
Total 11838 5913 18663 3147 39561 56929 11126 2738 70793 6.90%

DPR for Metro Rail Project in Surat, Gujarat December, 2018 11/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Table: 20.9.1 FIRR with Central Taxes with additional PD and TOD & VCF Income
Figs in cr. (Rs.)
Net Cash
Outflow Inflow Flow
Compl Additi Running Replac Total Fare Box PD Income Incom Total IRR
etion onal Expenses ement Costs Revenue &ADV from e from Reven
Cost Cost costs T cess on TOD & ue
Year Property
VCF
Tax &
Stamp
Duty

2019 - 2020 1757 1757 0 -1757

2020 - 2021 2595 2595 0 -2595
2021 - 2022 3106 3106 0 -3106
2022 - 2023 2751 2751 0 -2751
2023 - 2024 1629 1629 0 -1629
2024 - 2025 0 0 391 391 348 35 40 31 454 63
2025 - 2026 0 0 401 401 400 -13 81 65 533 132
2026 - 2027 0 0 413 413 525 9 83 67 684 271
2027 - 2028 0 0 426 426 602 26 85 69 782 356
2028 - 2029 0 799 459 1258 726 58 87 71 942 -316
2029 - 2030 0 0 476 476 770 174 89 73 1106 630
2030 - 2031 0 0 494 494 931 213 91 75 1310 816
2031 - 2032 0 0 515 515 988 230 93 77 1388 873
2032 - 2033 0 0 538 538 1191 277 95 79 1642 1104
2033 - 2034 0 0 562 562 1265 298 98 81 1742 1180
2034 - 2035 0 0 532 532 1530 361 101 83 2075 1543
2035 - 2036 0 0 569 569 1625 410 104 85 2224 1655
2036 - 2037 0 0 608 608 1967 483 107 88 2645 2037
2037 - 2038 0 0 650 650 2090 512 110 91 2803 2153
2038 - 2039 0 2504 733 3237 2432 585 114 94 3225 -12
2039 - 2040 0 0 783 783 2488 603 118 49 3258 2474
2040 - 2041 0 0 838 838 2901 690 122 0 3713 2875
2041 - 2042 0 0 896 896 2968 709 126 0 3803 2907
2042 - 2043 0 0 959 959 3466 814 130 0 4410 3451
2043 - 2044 0 0 1026 1026 3546 838 134 0 4518 3492
2044 - 2045 0 0 1099 1535 2635 4134 962 138 0 5234 2599
2045 - 2046 0 0 1178 1612 2790 4229 988 142 0 5359 2569
2046 - 2047 0 0 1262 0 1262 4937 1135 146 0 6218 4956
2047 - 2048 0 0 1353 0 1353 5050 1165 150 0 6365 5012
2048 - 2049 0 2610 1502 0 4112 5820 1327 154 0 7301 3190
Total 11838 5913 18663 3147 39561 56929 12889 2738 1178 73734 7.38%

The various sensitivities with regard to increase /decrease in capital costs, O&M costs
and fare-box revenues are placed in Table 20.10 below : -

Table: 20.10 FIRR SENSITIVITY

(With Additional PD and TOD & VCF Income)
Capital Cost with Central Taxes
but without land cost
20% increase 10% increase 10% 20% decrease in
in capital cost in capital cost decrease in capital cost
capital cost
6.31% 6.82% 8.02% 8.75%
REVENUE
20% decrease 10% 10% increase 20% increase in
in Fare Box decrease in in Fare Box Fare Box revenue
revenue Fare Box revenue
revenue
5.29% 6.41% 8.25% 9.03%
O&M COSTS

DPR for Metro Rail Project in Surat, Gujarat December, 2018 12/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

10% increase in O&M cost 10% decrease in O&M cost

7.08% 7.68%

These sensitivities have been carried out independently for each factor.

20.5 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.

20.5.1 ALTERNATIVE MODELS OF FINANCING

The financing option shall depend upon selection of the dedicated agency
created to implement the project. The prominent models are: -

DPR for Metro Rail Project in Surat, Gujarat December, 2018 13/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

(i) Special Purpose Vehicle under the State Government Control (Delhi
Metro Rail Corporation (DMRC) /Bangalore Metro Rail Corporation
(BMRC)/Chennai Metro Rail Corporation/Mumbai Metro Rail Corporation
(ii) Design-Build-Finance-Operate-Transfer (DBFOT), and
(iii) Public Private Partnership (PPP)

20.5.1.1 SPV Model: - The corridor is a standalone one and therefore forming a
separate SPV may be in the name of Surat Metro Rail Corporation may be desirable.
MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017 has
proposed for sharing of overall taxes post Goods and Service Tax (GST) regime in the
ratio of 1:2. The funding pattern under this model (SPV) is placed in table 20.11 as
under: -
Table: 20.11 Funding pattern under SPV model
Sl Amount(Rs./Crore) %
Sources
No Contribution
1 Equity by GOI 1,487 15.70%
2 Equity by GOG 1,487 15.70%
3 SD for Central Taxes by GOG 408 4.30%
4 SD for Central Taxes by GOI 408 4.30%
5 Loan from Multilateral Bilateral Agency 5,435 57.35%
6 Upfront VCF and Proceeds from Monetization 250 2.65%
7 Total Cost Excluding Land R&R and PPP 9475 100.00%
8 SD for Land including R&R by GOG 1,234
9 SD for State Taxes by GOG 677
10 Sub Total 11,386
11 PPP Component 452
12 Sub Total 11,838
13 IDC for Loan to be borne by GOG 182
14 Total Completion Cost 12,020

Surat Municipal Corporation (SMC) vide email dated 02.05.2018 stated that metro
station at Surat Railway Station shall be integrated with Multi Model Traffic Hub
(MMTH) project and one underground tunnel road shall also be provided above the
metro station for vehicular traffic along Lambe Hanuman road. The estimated cost of
Rs. 109.13 crore will be borne by SMC for above Multi Model Traffic Hub integration.

20.5.1.2 ODA Loan from JICA/ADB/AFD: JICA had provided loan assistance to
Phase-I, Phase-II and ongoing Phase-III of Delhi MRTS projects to the extent of 60%,
54.47% & 51.32% respectively and also provided loan assistance to Chennai Metro,
Mumbai Metro and MEGA. The Department of Economic Affairs, MOF, GOI vide letter
no. F.1/9/2014-Japan.I dated 12th July 2018 has issued new set of guidelines on
Operational Rules of the Japan-India Special ODA (Official Development Assistance)

DPR for Metro Rail Project in Surat, Gujarat December, 2018 14/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

for Metro and Railway Projects in India. As per the discussions made with JICA
officials, JICA may extend only the modified step loan as per above said guidelines for
the new projects in India at an interest rate of 0.20% per annum. The tenure of the
loan is 40 years with 12 years moratorium period. JICA may fund the project to the
extent of 85% of the cost of the project excluding the cost of the land, cost of
Rehabilitation and Resettlement and taxes and duties. In case JICA not agreeing to
provide loan for the Surat Metro project or provide less loan assistance than the
projected, the difference shall have to be sourced either from Asian Development bank
(ADB) or Agency Franchise de Development (AFD) or European Investment Bank
(EIB) or Asian Infrastructure Investment Bank (AIIB) by GOI or from Domestic Financial
Institutions against guarantee from GOI.

20.5.1.3 Loan from Domestic Financial Institutions: : Domestic Financial Institutions

may have to be taped in the case of any shortfall in securing the targeted loan amount
from bilateral/multilaterals institutions. In such a situation Government of India may
have to provide sovereign guarantee as is being done to obtain the loan from JICA for
Delhi Metro, ADB for Jaipur Metro, AFD for Kochi Metro and EIB for Lucknow Metro.
The new SPV shall raise the required loan from IIFCL and or such other Domestic
Financial Institutions. In order to keep the debt servicing sustainable so as to keep the
Debt-Service Coverage Ratio (DSCR) above 1.2 at all points of time, interest subsidy
between the domestic borrowing rate of interest and Multilateral/Overseas
Development Loan rate of interest shall be provided to SPV.

20.5.1.4 Private Participation under SPV: As already stated in para 20.2.3, the
private participation either for complete provisioning of metro rail or for some
unbundled components will form an essential requirement for all metro rail project
proposals seeking central financial assistance as per new Metro Policy 2017 issued by
Ministry of Housing and Urban Affairs (MH&UA). The cost of unbundled activities of
Rs.452 crore involving civil construction of 5 stations, AFC and Lifts & Escalators of all
the corridors may be funded by engaging concessionaire in line with Kochi Metro,
Nagpur Metro and Noida Metro for a period of 10 years.

20.5.1.5 DBFOT 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.

DPR for Metro Rail Project in Surat, Gujarat December, 2018 15/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

The funding pattern assumed under this model excluding the cost of land with and
without additional PD and TOD & VCF Income is placed in table 20.12.1 & 20.12.2
tabulated as under: -

Table: 20.12.1 Funding pattern under BOT –Combined (16% EIRR)

(Without Additional PD and TOD&VCF Income)
With Taxes & Duties
Particulars Amount % Of
(Rs/Crore) contribution
VGF by GOI 2121 20.00%
VGF by GOG 5049 43.52%
Equity by Concessionaire 1145 11.57%
Concessionaire’s debt @12% PA 2290 24.91%
Sub-Total 10605 100.00%
Land Free by GOG 1233
Sub-Total 11838
IDC 990
Total 12738

Table: 20.12.2 Funding pattern under BOT –Combined (16% EIRR)

(With Additional PD and TOD&VCF Income)
With Taxes & Duties
Particulars Amount % Of
(Rs/Crore) contribution
VGF by GOI 2121 20.00%
VGF by GOG 4615 43.52%
Equity by Concessionaire 1227 11.57%
Concessionaire’s debt @12% PA 2641 24.91%
Sub-Total 10605 100.00%
Land Free by GOG 1234
Sub-Total 11838
IDC 997
Total 12835

20.5.1.6 PPP Model: - In this model, Government funds the fixed infrastructure such as
land and basic civil structures, and a private investor funds all the systems such as
rolling stock, signalling, power supply, traction, track, fare collection, E&M works etc
including station architectural finishes. An example of this is Delhi Metro Airport
line. Under this arrangement the government’s investment will be about 57% of the
cost of the Project and the PPP operator funds the remaining 43%. Under this model
the concessionaire, operates and maintains the system to the required and agreed
service and safety levels. All the revenues will accrue to the Operator and at the end of
the concession period the project is handed over to the owner. Ridership risks are
taken by the operator or shared by the operator and owner. The PPP operator pays a
specified amount every year to the Govt. out of his revenues. It could be that he may

DPR for Metro Rail Project in Surat, Gujarat December, 2018 16/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

need a viability gap funding (VGF) even. The VGF (positive or negative) will be known
only after competitive bidding.

20.6. RECOMMENDATIONS

The FIRR of Surat metro rail project without & with additional PD and TOD & VCF
income is 6.90% & 7.38% and is financially viable. However, FIRR is not the only
criteria to take up the metro project.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban Affairs,
(MOH&UA), GOI, apart from financial viability, the economic and social viability of the
project is also required to be assessed. The Economic Internal Rate of Return (EIRR)
for any metro rail project proposal should be 14% and above for consideration of its
approval. Accordingly, the metro corridors as discussed above are recommended for
implementation provided the required EIRR works out to 14% or above. The total fund
contribution of GOI & GOG under various alternatives is tabulated in table 20.13.
Table: 20.13
Rs. In crore

Particulars SPV Model BOT Model without BOT Model with

Additional PD Income Additional PD
Income
GOI 1895 2121 2121
GOG 3806 6282 5849
Total 5701 8403 7970

Considering the difference, it is recommended to implement the project under SPV

model as per the funding pattern given in Table 20.11.

The detailed cash flow statements under various alternatives are enclosed as per detail
given below:-

Option Table No.

SPV Model with JICA Loan 20.14
SPV Model with JICA Loan with Additional PD and TOD&VCF
20.15
Income
BOT Model 20.16
BOT with Additional PD and TOD&VCF Income Model 20.17

The funding pattern assumed under SPV model is depicted in the pie chart i.e., Figure
20.2 as under: -

DPR for Metro Rail Project in Surat, Gujarat December, 2018 17/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Figure 20.2
Funding pattern under SPV Model

% Contribution

2.64% Equity by GOI

15.70% Equity by GOG

15.70%
57.36% SD for Central Taxes by
GOG
SD for Central Taxes by
4.30% GOI
4.30%
Loan from Multilateral
Bilateral Agency

DPR for Metro Rail Project in Surat, Gujarat December, 2018 18/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Metro Corridor (1: Sarthana to Dream city and 2: Bhesan to Saroli) Table 20.14
CAPITAL COST-FIXED 11239 MB 0% 0.00% 0.00%
CAPITAL COST - CURRENT 11838 Multilateral Loan 1.40% 100.00% 1.40%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 1.40%
Tenure of JICA Loan 12+28 Years Rs/Crore
Completion Cost Additional Running Depreciation Replacement Total Cost Fare box PD & Income from Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit before Cash Balance Cumulative
Capital Expenses Cost Revenue Advertiseme cess on Revenue Flow for IRR GOI & of cash cash of Loan incl. IDC Tax Cash
Year nt Property Tax & GOG+PPP
Stamp Duty component

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
2019 - 2020 1757 1757 0 -1757 1757 0 0 0 0 0 0 0
2020 - 2021 2595 2595 0 -2595 1400 -1195 -1194 1194 1194 0 8 1202
2021 - 2022 3106 3106 0 -3106 1000 -2106 -3301 3301 2106 0 42 3351
2022 - 2023 2751 2751 0 -2751 988 -1763 -5064 5064 1763 0 59 5173
2023 - 2024 1629 1629 0 -1629 1258 -371 -5435 5435 371 0 73 5617
2024 - 2025 0 0 391 361 391 348 35 40 423 32 0 0 -5435 5435 0 0 5617 79 -407 -46 -46
2025 - 2026 0 0 401 361 401 400 40 81 521 120 0 0 -5435 5435 0 0 5617 79 -320 41 -5
2026 - 2027 0 0 413 361 413 525 53 83 661 248 0 0 -5435 5435 0 0 5617 79 -192 169 164
2027 - 2028 0 0 426 361 426 602 60 85 747 321 0 0 0 0 0 5617 79 -119 242 406
2028 - 2029 0 799 459 385 1258 726 73 87 886 -372 0 0 0 0 0 5617 79 -36 -450 -44
2029 - 2030 0 0 476 385 476 770 154 89 1013 537 0 0 0 0 0 5617 79 74 459 415
2030 - 2031 0 0 494 385 494 931 186 91 1208 714 0 0 0 0 0 5617 79 250 635 1050
2031 - 2032 0 0 515 385 515 988 198 93 1279 764 0 0 0 0 201 5417 79 300 485 1535
2032 - 2033 0 0 538 385 538 1191 238 95 1524 986 0 0 0 0 201 5216 76 526 710 2244
2033 - 2034 0 0 562 385 562 1265 253 98 1616 1054 0 0 0 0 201 5016 73 596 780 3024
2034 - 2035 0 0 532 385 532 1530 306 101 1937 1405 0 0 0 0 201 4815 70 949 1134 4158
2035 - 2036 0 0 569 385 569 1625 325 104 2054 1485 0 0 0 0 201 4614 67 1033 1217 5375
2036 - 2037 0 0 608 385 608 1967 393 107 2467 1859 0 0 0 0 201 4414 65 1409 1594 6969
2037 - 2038 0 0 650 385 650 2090 418 110 2618 1968 0 0 0 0 201 4213 62 1521 1705 8674
2038 - 2039 0 2504 733 460 3237 2432 486 114 3032 -205 0 0 0 0 201 4012 59 1780 -464 8210
2039 - 2040 0 0 783 460 783 2488 498 118 3104 2321 0 0 0 0 201 3812 56 1805 2064 10274
2040 - 2041 0 0 838 460 838 2901 580 122 3603 2765 0 0 0 0 201 3611 53 2252 2512 12786
2041 - 2042 0 0 896 460 896 2968 594 126 3688 2792 0 0 0 0 201 3411 51 2281 2541 15327
2042 - 2043 0 0 959 460 959 3466 693 130 4289 3330 0 0 0 0 201 3210 48 2822 3082 18408
2043 - 2044 0 0 1026 460 1026 3546 709 134 4389 3363 0 0 0 0 201 3009 45 2858 3117 21525
2044 - 2045 0 0 1099 506 1535 2635 4134 827 138 5099 2464 0 0 0 0 201 2809 42 3452 2222 23747
2045 - 2046 0 0 1178 554 1612 2790 4229 846 142 5217 2427 0 0 0 0 201 2608 39 3446 2187 25934
2046 - 2047 0 0 1262 554 0 1262 4937 987 146 6070 4808 0 0 0 0 201 2407 37 4217 4571 30505
2047 - 2048 0 0 1353 554 0 1353 5050 1010 150 6210 4857 0 0 0 0 201 2207 34 4269 4623 35128
2048 - 2049 0 2610 1502 632 0 4112 5820 1164 154 7138 3027 0 0 0 0 201 2006 31 4974 2795 37923
11838.43 5913 18662 10854 3147 39561 56929 11126 2738 70793 6.90% 6403 5435 3611 182 1536 39740 37923
31232

DPR for Metro Rail Project in Surat, Gujarat December, 2018 19/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Sl No Sources Amount % Contribution

1 Equity by GOI 1,487.69 15.70%
2 Equity by GOG 1,487.69 15.70%
3 SD for Central Taxes by GOG 407.36 4.30%
4 SD for Central Taxes by GOI 407.36 4.30%
5 Loan from Multilateral Bilateral Agency 5,435.16 57.36%
6 Upfront VCF and Proceeds from Monetisation 250.00 2.64%
7 Total Cost Excluding Land R&R and PPP 9475.27 100.00%
8 SD for Land including R&R by GOG 1,233.51
9 SD for State Taxes by GOG 677.65
10 Sub Total 11,386
11 PPP Component 452.00
12 Sub Total 11,838
13 IDC for Loan to be borne by GOG 182
14 Total Completion Cost 12,020

% Contribution
2.64%

15.70%

15.70%

57.36%

4.30%
4.30%

DPR for Metro Rail Project in Surat, Gujarat December, 2018 20/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Metro Corridor (1: Sarthana to Dream city and 2: Bhesan to Saroli) Table 20.15
CAPITAL COST-FIXED 11239 MB 0% 0.00% 0.00%
CAPITAL COST - CURRENT 11838 Multilateral Loan 1.40% 100.00% 1.40%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 1.40%
Tenure of JICA Loan 12+28 Years Rs/Crore
Completion Additional Running Depreciation Replacement Total Cost Fare box PD & Income from Income from Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit before Cash Balance Cumulative
Cost Capital Expenses Cost Revenue Advertiseme cess on TOD & VCF Revenue Flow for IRR GOI & of cash cash of Loan incl. IDC Tax Cash
Year nt Property Tax & GOG+PPP
Stamp Duty component
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
1 2019 - 2020 1756.83 1757 0 -1757 1430 -327 -327 327 327 0 2 329
2 2020 - 2021 2594.57 2595 0 -2595 1927 -668 -994 994 668 0 9 1005
3 2021 - 2022 3106.36 3106 0 -3106 917 -2189 -3184 3184 2189 0 40 3235
4 2022 - 2023 2751.49 2751 0 -2751 905 -1846 -5030 5030 1846 0 57 5138
5 2023 - 2024 1629.18 1629 0 -1629 1103 -526 -5556 5556 526 0 74 5738
6 2024 - 2025 0.00 0 391 361 391 348 35 40 31 454 63 0 0 -5556 5556 0 0 5738 80 -378 -17 -17
7 2025 - 2026 0 0 401 361 401 400 -13 81 65 533 132 0 0 -5556 5556 0 0 5738 80 -310 51 34
8 2026 - 2027 0 0 413 361 413 525 9 83 67 684 271 0 0 -5556 5556 0 0 5738 80 -170 191 225
9 2027 - 2028 0 0 426 361 426 602 26 85 69 782 356 0 0 0 0 0 5738 80 -86 275 501
10 2028 - 2029 0 799 459 385 1258 726 58 87 71 942 -316 0 0 0 0 0 5738 80 18 -396 105
11 2029 - 2030 0 0 476 385 476 770 174 89 73 1106 630 0 0 0 0 0 5738 80 165 550 655
12 2030 - 2031 0 0 494 385 494 931 213 91 75 1310 816 0 0 0 0 0 5738 80 350 735 1390
13 2031 - 2032 0 0 515 385 515 988 230 93 77 1388 873 0 0 0 0 205 5533 80 408 588 1978
14 2032 - 2033 0 0 538 385 538 1191 277 95 79 1642 1104 0 0 0 0 205 5328 77 642 822 2800
15 2033 - 2034 0 0 562 385 562 1265 298 98 81 1742 1180 0 0 0 0 205 5124 75 720 900 3700
16 2034 - 2035 0 0 532 385 532 1530 361 101 83 2075 1543 0 0 0 0 205 4919 72 1086 1266 4966
17 2035 - 2036 0 0 569 385 569 1625 410 104 85 2224 1655 0 0 0 0 205 4714 69 1201 1381 6347
18 2036 - 2037 0 0 608 385 608 1967 483 107 88 2645 2037 0 0 0 0 205 4509 66 1586 1766 8113
19 2037 - 2038 0 0 650 385 650 2090 512 110 91 2803 2153 0 0 0 0 205 4304 63 1705 1885 9998
20 2038 - 2039 0 2504 733 460 3237 2432 585 114 94 3225 -12 0 0 0 0 205 4099 60 1972 -277 9721
21 2039 - 2040 0 0 783 460 783 2488 603 118 49 3258 2474 0 0 0 0 205 3894 57 1957 2212 11933
22 2040 - 2041 0 0 838 460 838 2901 690 122 0 3713 2875 0 0 0 0 205 3689 55 2361 2616 14549
23 2041 - 2042 0 0 896 460 896 2968 709 126 0 3803 2907 0 0 0 0 205 3484 52 2395 2650 17199
24 2042 - 2043 0 0 959 460 959 3466 814 130 0 4410 3451 0 0 0 0 205 3279 49 2942 3197 20397
25 2043 - 2044 0 0 1026 460 1026 3546 838 134 0 4518 3492 0 0 0 0 205 3074 46 2986 3241 23637
26 2044 - 2045 0 0 1099 506 1535 2635 4134 962 138 0 5234 2599 0 0 0 0 205 2869 43 3586 2351 25989
27 2045 - 2046 0 0 1178 554 1612 2790 4229 988 142 0 5359 2569 0 0 0 0 205 2664 40 3587 2324 28313
28 2046 - 2047 0 0 1262 554 0 1262 4937 1135 146 0 6218 4956 0 0 0 0 205 2459 37 4365 4714 33027
29 2047 - 2048 0 0 1353 554 0 1353 5050 1165 150 0 6365 5012 0 0 0 0 205 2254 34 4424 4773 37799
30 2048 - 2049 0 2610 1502 632 0 4112 5820 1327 154 0 7301 3190 0 0 0 0 205 2049 32 5136 2953 40752
11838.43 5913 18662 10854 3147 39561 56929 12889 2738 1178 73734 7.38% 6282 5556 3689 182 1569 42648 40752
34172

DPR for Metro Rail Project in Surat, Gujarat December, 2018 21/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Funding Pattern:-SPV Model

Equity By GOI 1487.66 12.57%
Equity By GOG 1487.66 12.57%
SD for CT by GOG (50%) 407.39 3.44%
SD for CT by GOI (50%) 407.39 3.44%
1.40% Multilateral/ODA Loan 5556.37 46.94%

Upfont VCF and Proceeds from Monetisation 250.00

Sub Total 9475.25
SD for Land by GOG 1233.50
SD for State Taxes by GOG 677.68
PPP 452.00
Total 11838.43 78.96%
IDC 182
Total 12020.43

0
Equity By GOI
12.57%

Equity By GOG
12.57%

46.94%
SD for CT by GOG (50%)
3.44%
3.44%

SD for CT by GOI (50%)

1.40% Multilateral/ODA Loan

DPR for Metro Rail Project in Surat, Gujarat December, 2018 22/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Metro Corridor (1: Sarthana to Dream city and 2: Bhesan to Saroli) Table 20.16
CAPITAL COST-FIXED 11239 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 3870 0.00% 100.00% 0.00%
DOMESTIC FUNDING - BASE CASE 12.00%
Rs/Crore
Completi VGF Concessionar Additional Running Depreciation Replacement Total Cost Fare box PD & Income from Income from Total Net Cash Concessioner Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit before Cash Balance Cumulative
on Cost e Cost Capital Expenses Cost Revenue Advertiseme cess on TOD & VCF Revenue Flow for IRR Equity of cash cash of Loan incl. IDC Tax Cash Return on Equity
Year nt Property Tax & (EIRR) Pre-Tax
Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
1 2019 - 2020 1756.83 797.00 960 960 0 -960 245 -715 -715 715 715 0 43 758 -245
2 2020 - 2021 2594.57 1594.00 1001 1001 0 -1001 245 -756 -1470 1470 756 0 131 1644 -245
3 2021 - 2022 3106.36 1992.50 1114 1114 0 -1114 245 -869 -2339 2339 869 0 229 2742 -245
4 2022 - 2023 2751.49 2391.00 360 360 0 -360 245 -115 -2455 2455 115 0 288 3146 -245
5 2023 - 2024 1629.18 1195.50 434 434 0 -434 247 -187 -2641 2641 187 0 306 3638 -247
6 2024 - 2025 0 0 391 146 391 348 35 40 31 454 63 0 0 -2641 2641 0 0 3638 437 -519 -373 -373 -373
7 2025 - 2026 0 0 401 146 401 400 -13 81 65 533 132 0 -2641 2641 0 0 3638 437 -451 -305 -678 -305
8 2026 - 2027 0 0 413 146 413 525 9 83 67 684 271 0 -2641 2641 0 0 3638 437 -312 -166 -844 -166
9 2027 - 2028 0 0 426 146 426 602 26 85 69 782 356 0 0 0 0 0 3638 437 -227 -81 -925 -81
10 2028 - 2029 0 799 459 170 1258 726 58 87 71 942 -316 0 0 0 0 0 3638 437 -123 -752 -1677 -752
11 2029 - 2030 0 0 476 170 476 770 174 89 73 1106 630 0 0 0 0 121 3517 437 24 72 -1604 72
12 2030 - 2031 0 0 494 170 494 931 213 91 75 1310 816 0 0 0 0 121 3396 422 224 272 -1332 272
13 2031 - 2032 0 0 515 170 515 988 230 93 77 1388 873 0 0 0 0 121 3275 408 295 344 -988 344
14 2032 - 2033 0 0 538 170 538 1191 277 95 79 1642 1104 0 0 0 0 121 3153 393 541 590 -398 590
15 2033 - 2034 0 0 562 170 562 1265 298 98 81 1742 1180 0 0 0 0 121 3032 378 631 680 282 680
16 2034 - 2035 0 0 532 170 532 1530 361 101 83 2075 1543 0 0 0 0 121 2911 364 1009 1058 1340 1058
17 2035 - 2036 0 0 569 170 569 1625 410 104 85 2224 1655 0 0 0 0 121 2789 349 1136 1185 2524 1185
18 2036 - 2037 0 0 608 170 608 1967 483 107 88 2645 2037 0 0 0 0 121 2668 335 1532 1581 4105 1581
19 2037 - 2038 0 0 650 170 650 2090 512 110 91 2803 2153 0 0 0 0 121 2547 320 1663 1711 5817 1711
20 2038 - 2039 0 2504 733 245 3237 2432 585 114 94 3225 -12 0 0 0 0 121 2426 306 1942 -438 5378 -438
21 2039 - 2040 0 0 783 245 783 2488 603 118 49 3258 2474 0 0 0 0 121 2304 291 1938 2062 7440 2062
22 2040 - 2041 0 0 838 245 838 2901 690 122 0 3713 2875 0 0 0 0 121 2183 277 2354 2478 9918 2478
23 2041 - 2042 0 0 896 245 896 2968 709 126 0 3803 2907 0 0 0 0 121 2062 262 2400 2524 12442 2524
24 2042 - 2043 0 0 959 245 959 3466 814 130 0 4410 3451 0 0 0 0 121 1940 247 2959 3082 15524 3082
25 2043 - 2044 0 0 1026 245 1026 3546 838 134 0 4518 3492 0 0 0 0 121 1819 233 3014 3137 18661 3137
26 2044 - 2045 0 0 1099 309 2147 3246 4134 962 138 0 5234 1988 0 0 0 0 121 1698 218 3607 1648 20309 1648
27 2045 - 2046 0 0 1178 377 2254 3432 4229 988 142 0 5359 1927 0 0 0 0 121 1577 204 3601 1602 21912 1602
28 2046 - 2047 0 0 1262 377 0 1262 4937 1135 146 0 6218 4956 0 0 0 0 121 1455 189 4390 4645 26557 4645
29 2047 - 2048 0 0 1353 377 0 1353 5050 1165 150 0 6365 5012 0 0 0 0 121 1334 175 4460 4716 31273 4716
30 2048 - 2049 0 2610 1502 455 0 4112 5820 1327 154 0 7301 3190 0 0 0 0 121 1213 160 5184 2908 34181 2908
11838 7970 3868 5913 18662 5649 4401 32845 56929 12889 2738 1178 73734 14.30% 1227 2641 2426 997 8150 41272 34181 16.00%
40889

DPR for Metro Rail Project in Surat, Gujarat December, 2018 23/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Funding Pattern:-SPV Model

VGF By GOI 2121 20.00%
VGF By GOG 4615 43.52%
Equity by Concessionaire 1227 11.57%
Concessionaire’s debt @12% PA 2641 24.91%
Total 10605 100.00%
SD for Land by GOG 1234
Sub Total 11838 11838.43
IDC 997 12835.43
Total 12835 24673.86
Total 13832.43 36512

0
VGF By GOI
20.00%
24.91%

VGF By GOG
11.57%

43.52% Equity by Concessionaire

Concessionaire’s debt @12% PA

DPR for Metro Rail Project in Surat, Gujarat December, 2018 24/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Metro Corridor (1: Sarthana to Dream city and 2: Bhesan to Saroli) TableTable
20.1620.17
CAPITAL COST-FIXED 11239 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 3437 0.00% 100.00% 0.00%
DOMESTIC FUNDING - BASE CASE 12.00%
Rs/Crore
Completi VGF Concessionar Additional Running Depreciation Replacement Total Cost Fare box PD & Income from Total Net Cash Concessioner Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit before Cash Balance Cumulative
on Cost e Cost Capital Expenses Cost Revenue Advertiseme cess on Revenue Flow for IRR Equity of cash cash of Loan incl. IDC Tax Cash Return on Equity
Year nt Property Tax & (EIRR) Pre-Tax
Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
1 2019 - 2020 1756.83 840.33 916 916 0 -916 229 -687 -687 687 687 0 41 728 -229
2 2020 - 2021 2594.57 1680.67 914 914 0 -914 229 -685 -1372 1372 685 0 124 1537 -229
3 2021 - 2022 3106.36 2100.84 1006 1006 0 -1006 229 -777 -2149 2149 777 0 211 2525 -229
4 2022 - 2023 2751.49 2521.00 230 230 0 -230 229 -1 -2150 2150 1 0 258 2784 -229
5 2023 - 2024 1629.18 1260.50 369 369 0 -369 229 -140 -2290 2290 140 0 266 3190 -229
6 2024 - 2025 0 0 391 130 391 348 35 40 423 32 0 0 -2290 2290 0 0 3190 383 -480 -350 -350 -350
7 2025 - 2026 0 0 401 130 401 400 40 81 521 120 0 -2290 2290 0 0 3190 383 -393 -263 -614 -263
8 2026 - 2027 0 0 413 130 413 525 53 83 661 248 0 -2290 2290 0 0 3190 383 -265 -135 -748 -135
9 2027 - 2028 0 0 426 130 426 602 60 85 747 321 0 0 0 0 0 3190 383 -192 -62 -810 -62
10 2028 - 2029 0 799 459 154 1258 726 73 87 886 -372 0 0 0 0 0 3190 383 -109 -754 -1565 -754
11 2029 - 2030 0 0 476 154 476 770 154 89 1013 537 0 0 0 0 106 3084 383 1 48 -1516 48
12 2030 - 2031 0 0 494 154 494 931 186 91 1208 714 0 0 0 0 106 2977 370 190 237 -1279 237
13 2031 - 2032 0 0 515 154 515 988 198 93 1279 764 0 0 0 0 106 2871 357 253 300 -979 300
14 2032 - 2033 0 0 538 154 538 1191 238 95 1524 986 0 0 0 0 106 2765 345 488 535 -443 535
15 2033 - 2034 0 0 562 154 562 1265 253 98 1616 1054 0 0 0 0 106 2658 332 568 615 172 615
16 2034 - 2035 0 0 532 154 532 1530 306 101 1937 1405 0 0 0 0 106 2552 319 932 979 1151 979
17 2035 - 2036 0 0 569 154 569 1625 325 104 2054 1485 0 0 0 0 106 2446 306 1025 1073 2224 1073
18 2036 - 2037 0 0 608 154 608 1967 393 107 2467 1859 0 0 0 0 106 2339 293 1411 1459 3683 1459
19 2037 - 2038 0 0 650 154 650 2090 418 110 2618 1968 0 0 0 0 106 2233 281 1533 1581 5264 1581
20 2038 - 2039 0 2504 733 229 3237 2432 486 114 3032 -205 0 0 0 0 106 2127 268 1802 -579 4685 -579
21 2039 - 2040 0 0 783 229 783 2488 498 118 3104 2321 0 0 0 0 106 2020 255 1837 1959 6644 1959
22 2040 - 2041 0 0 838 229 838 2901 580 122 3603 2765 0 0 0 0 106 1914 242 2294 2417 9061 2417
23 2041 - 2042 0 0 896 229 896 2968 594 126 3688 2792 0 0 0 0 106 1808 230 2333 2456 11517 2456
24 2042 - 2043 0 0 959 229 959 3466 693 130 4289 3330 0 0 0 0 106 1701 217 2884 3007 14524 3007
25 2043 - 2044 0 0 1026 229 1026 3546 709 134 4389 3363 0 0 0 0 106 1595 204 2929 3052 17576 3052
26 2044 - 2045 0 0 1099 293 2147 3246 4134 827 138 5099 1853 0 0 0 0 106 1489 191 3515 1555 19131 1555
27 2045 - 2046 0 0 1178 361 2254 3432 4229 846 142 5217 1785 0 0 0 0 106 1382 179 3500 1500 20631 1500
28 2046 - 2047 0 0 1262 361 0 1262 4937 987 146 6070 4808 0 0 0 0 106 1276 166 4281 4536 25167 4536
29 2047 - 2048 0 0 1353 361 0 1353 5050 1010 150 6210 4857 0 0 0 0 106 1170 153 4343 4598 29764 4598
30 2048 - 2049 0 2610 1502 439 0 4112 5820 1164 154 7138 3027 0 0 0 0 106 1063 140 5057 2780 32544 2780
11838 8403 3435 5913 18662 5249 4401 32411 56929 11126 2738 70793 14.34% 1145 2290 2127 900 7146 39736 32544 16.00%
38382

DPR for Metro Rail Project in Surat, Gujarat December, 2018 25/26
 CHAPTER 20–FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

`
VGF By GOI 2121 20.00%
VGF By GOG 5049 47.61%
Equity by Concessionaire 1145 10.80%
Concessionaire’s debt @12% PA 2290 21.59%
Total 10605 100.00%
SD for Land by GOG 1233
Sub Total 11838
IDC 900
Total 12738

0
VGF By GOI
21.59% 20.00%

10.80% VGF By GOG

Equity by Concessionaire
47.61%

Concessionaire’s debt @12% PA

DPR for Metro Rail Project in Surat, Gujarat December, 2018 26/26
 Chapter 21: Economic Appraisal

Chapter-21
ECONOMIC APPRAISAL
21.1 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 financial profitability and viability of any project

21.1.1Economic 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. Total net savings/or benefit is obtained by subtracting the economic
cost of the project (incurred for construction (Capital) and maintenance
(recurring) costs for the metro line) from the benefits out of the project in each
year. Then the 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.

21.1.2The 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 21.1 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 21.1.

DPR for Metro Rail Project in Surat, Gujarat December, 2018 1/9
 Chapter 21: Economic Appraisal

Table 21.1:Benefit Components due to Metro

Benefit Components
Annual Time Cost Saved by Metro Passengers
Annual Fuel Cost Saved by Metro Passengers
Annual Vehicle Operating Cost Saved by Metro
Passengers
Emission Saving Cost
Accident Cost
Annual Time Cost Saved by Road Passengers
Annual Fuel Cost Saved by Road Passengers
Annual Infra Structure Maintenance Cost

21.2 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 21.2.

Table21.2: Values adopted for some important variables

Values Important variables

1 Rs.1.76/min (2017) Time Cost derived from passenger’s monthly income
level (House hold Survey).
2 Market Rate (2017) Fuel Cost (value of Petrol, Diesel and CNG).
3 Table 21.3 Vehicle Operating Cost (Derived from Life Cycle Cost
of different passenger vehicles per km)
4 Table 21.4 (CPCB) Emission (gm/km as per CPCB and UK Norms)
Emission Saving Cost (adopted for Indian conditions
in Rs/ton).
5 Table 21.5 (Accident Accident Rate (No of fatal and all accidents per one
Rate & Cost) Cr.KM). Accident costs are derived at current rate
from published papers.
6 64.72% Vehicle/ Passenger ratio (derived from traffic volume
count and modal split within study area as reported in
chapter2)
7 Road User Cost Study Fuel Consumption of vehicles at a given speed is
Model (CRRI-2010) derived
8 Rs.1.0 / vehicle km Infra Structure Maintenance Cost is derived from
published values on annual expenditure on roads and
traffic and annual vehicle km
9 21.27 min Weighted Average of all mode travel time saved for
average trip length km journey after Shifting (Derived)
10 23.01 kmph Operating Speed of all vehicles (weighted average)

Table21.3:
Vehicle Operating Cost (Other than fuel cost)in Rs.

Per Veh km 2 Wh 2 Wh 4 Wh 4 Wh Cab/ RTV 3 Wh BRT Medium Mini

Cost (MC) (SC) (Large) (Small) Sedan /Magic (Auto) Bus Bus Bus
Maintenance 0.14 0.12 3.19 2.06 6.16 2.62 1.47 17.05 7.12 3.74
Capital 2.88 2.40 19.23 12.02 24.03 9.61 5.77 60.08 24.03 14.42
Total 3.03 2.52 22.41 14.08 30.20 12.23 7.24 77.14 31.15 18.16

DPR for Metro Rail Project in Surat, Gujarat December, 2018 2/9
 Chapter 21: Economic Appraisal

Table21.4:
Vehicle Emission factors 2021 (CPCB) and Cost in Rs.

2 Wh 2 Wh 4 Wh 4 Wh Cab/ RTV/ 3 Wh BRT Medium Mini

Pollutants (MC) (SC) (Large) (Small) Sedan Magic (Auto) Bus Bus Bus
CO 1.400 1.400 0.580 1.390 1.500 2.450 1.240 3.900 2.479 3.720
HC 0.700 1.320 0.050 0.150 0.200 0.750 0.165 0.200 0.826 0.160
NOX 0.300 0.080 0.450 0.120 0.150 0.120 0.579 7.500 7.200 6.530
PM 0.050 0.050 0.050 0.020 0.020 0.080 0.165 0.240 0.579 0.240
SO2 0.001 0.002 0.003 0.003 0.004 0.006 0.010 0.025 0.017 0.025
ALL 2.45 2.85 1.13 1.68 1.87 3.41 2.16 11.87 11.10 10.68
CO2 28.58 24.99 156.55 139.51 154.00 177.00 160.00 800.00 787 360.00
Cost of all other emission Rs200/kg Cost of CO2 emission Rs20/kg

Table21.5: Accident Rate $ and Cost in Rs.(Year1999 Rate)

ACCIDENT RATE COST

FATAL 0.337 535849
INJURY 1.279 141351
MINOR 0.759 35338
$On the basis of a research paper

Traffic parameter values used for economic analysis are given inTable21.6.

Table21.6: Traffic parameter values Surat METRO

TRAFFICINPUT& 2024 2026 2031 2036 2041 2046

Trips/day 423757 533890 721231 974310 1091636 1223090
Line Length(km) 39.01 39.01 39.01 39.01 39.01 39.01
Average Trip
length (km) 8.317 8.317 8.43 8.549 8.61 8.675
Passenger km 3524386 5605845 7572927 10230255 11462176 12842445
Passenger
km/km 90346 143688 194108 262220 293796 329175
(As per Chapter 2 of DPR)

21.3 METRO CONSTRUCTION COST

21.3.1 Total actual cost of metro construction (Capital Cost) is derived for the year of
estimation (2016) after considering cost of all major components such as
Relocation and Rehabilitation (RR), Civil construction for underground and
elevated portions, Stations and Depots, Track laying, Signaling and
Telecommunication, Power traction line, Rolling stock, Manpower etc. On this

DPR for Metro Rail Project in Surat, Gujarat December, 2018 3/9
 Chapter 21: Economic Appraisal

cost, 5% escalation factor per year is applied to obtain the Completion Cost as
this expenditure is spread over next 5 years.

Recurring Cost includes energy cost, maintenance cost, and operation cost.
Economic analysis period is taken from 2019-20 to 2048-49 out of which 5 years
(2019-2024) are construction years and operation will start in 2024-2025.
Additional capital expenditure may be incurred in the years 2028-29 (Rs.799Cr.),
2038-39 (Rs.2504Cr.), & in 2048-49 (Rs.2610Cr.) for purchase of more rolling
stock. Major replacement cost (Rs.1535Cr.) and (Rs.1612 Cr.) is contemplated in
2044-2045 and 2045-46. This cost stream is generated with all taxes. Detail is
shown in Table 21.7.
Table21.7 Estimated Completion and Recurring Cost

Completion Additional Running Replacement Total

Year Year Cost Capital Expenses Cost Cost

Start Ending 2 3 4 6 7
2019 2020 1757 1757
2020 2021 2595 2595
2021 2022 3106 3106
2022 2023 2751 2751
2023 2024 1629 1629
2024 2025 0 0 391 391
2025 2026 0 0 401 401
2026 2027 0 0 413 413
2027 2028 0 0 426 426
2028 2029 0 799 459 1258
2029 2030 0 0 476 476
2030 2031 0 0 494 494
2031 2032 0 0 515 515
2032 2033 0 0 538 538
2033 2034 0 0 562 562
2034 2035 0 0 532 532
2035 2036 0 0 569 569
2036 2037 0 0 608 608
2037 2038 0 0 650 650
2038 2039 0 2504 733 3237
2039 2040 0 0 783 783
2040 2041 0 0 838 838
2041 2042 0 0 896 896
2042 2043 0 0 959 959
2043 2044 0 0 1026 1026
2044 2045 0 0 1099 1535 2634
2045 2046 0 0 1178 1612 2790
2046 2047 0 0 1262 0 1262
2047 2048 0 0 1353 0 1353
2048 2049 0 2610 1502 0 4112

DPR for Metro Rail Project in Surat, Gujarat December, 2018 4/9
 Chapter 21: Economic Appraisal

21.4 ECONOMIC BENEFITS

Benefits in terms of money value are estimated directly from traffic figure
for the horizon years (2024, 2026, 2031 and 2041) and values for other
years are interpolated on the basis projected traffic. Market values are used
for calculating costs and then appropriate economic factors (see table21.1) are
applied. For each year values of each benefit components are obtained and
thus benefit stream is estimated. Accrued Benefit Components are shown in
Table21.8 and in Figure 21.1.

Table 21.8 Accrued Benefit Values

Accrued Benefit Values
Percent
Benefit Components between 2024-2048 in Cr.Rs.
TIME COST 106044 56.1%
VOC+FUEL COST 64101 33.9%
OTHER 18753 9.9%
188898 100.0%

OTHER
10%
TIME COST
56%

VOC+FUEL
COST
34%

Figure 21.1 Percent of Accrued Benefits

It is seen that total cost of time saving by shifted passengers and road users is about
56%. Figure21.1 also shows that benefits are also coming from VOC cost including fuel
cost (34%), by shifted metro passengers and relieved road passengers. Environmental
benefit from emission reduction, accident reduction and road maintenance cost
(together) is10%.

Benefit stream is given in Table 21.9

DPR for Metro Rail Project in Surat, Gujarat December, 2018 5/9
 Chapter 21: Economic Appraisal

Table 21.9 Year wise Economic Cost Values (Rs. Cr.) of Benefit Components (Stream)
Annual
Annual Annual
Annual Vehicle
Annual Time Time Cost Fuel Cost Annual
Daily Fuel Cost Operating Emission
Cost Saved by Saved by Saved by Accident Infra
Passenger Saved by Cost Saved Saving Total
YEAR Metro Road Road Cost in Structure
Boarding on Metro saved by Cost in Savings
Passengers in Passenge Passenge Cr. Rs. Maintena
Metro Passenger Metro Cr. Rs.
Cr. Rs. rs in Cr. rs in Cr. nce Cost
s in Cr. Rs. Passengers
Rs. Rs.
in Cr. Rs.
2024 2025 423757 818 211 355 52 15.4 37 2.21 84 1574
2025 2026 475646 964 238 418 61 18.1 44 2.59 99 1846
2026 2027 533890 1136 270 493 72 21.3 53 3.03 117 2165
2027 2028 566991 1267 289 551 80 23.9 60 3.36 131 2407
2028 2029 602145 1413 311 616 90 26.7 69 3.72 146 2676
2029 2030 639478 1576 335 691 101 30.1 79 4.12 164 2980
2030 2031 679125 1757 361 775 113 34.0 91 4.56 184 3319
2031 2032 721231 1959 389 868 127 38.3 104 5.04 206 3696
2032 2033 751752 2144 411 954 139 42.3 117 5.45 226 4040
2033 2034 783565 2347 435 1049 153 46.7 131 5.90 249 4416
2034 2035 816724 2568 460 1152 168 51.6 147 6.37 273 4827
2035 2036 851287 2811 486 1266 185 57.0 166 6.87 300 5278
2036 2037 887312 3076 514 1391 203 62.9 186 7.41 330 5771
2037 2038 924861 3367 560 1574 230 69.5 221 8.22 373 6402
2038 2039 964000 3685 593 1733 253 76.8 249 8.87 411 7009
2039 2040 1004794 4033 629 1907 278 84.8 281 9.57 452 7675
2040 2041 1047315 4487 677 2134 312 95.0 322 10.55 506 8542
2041 2042 1091636 4991 729 2388 349 106.5 369 11.64 566 9509
2042 2043 1116745 5553 784 2672 390 119.4 422 12.84 633 10587
2043 2044 1142431 6178 843 2990 437 133.8 484 14.16 708 11788
2044 2045 1168708 6874 907 3345 488 150.0 555 15.62 793 13128
2045 2046 1195590 7647 976 3743 546 168.1 635 17.22 887 14621
2046 2047 1223090 8508 1051 4188 611 188.5 728 18.99 992 16286
2047 2048 1251222 9465 1130 4687 684 211.3 834 20.95 1110 18143
2048 2049 1280002 10530 1216 5244 766 236.8 956 23.10 1243 20214

DPR for Metro Rail Project in Surat, Gujarat December, 2019 6/9
 Chapter 21: Economic Appraisal

In this area, personalized modes (car and two wheelers) are dominant which
have made vehicle by passenger ratio very high (64.72%).Average modal split
(within motorized vehicle class) obtained from the traffic volume count and home
interview survey shows that 65.61 % passenger (85.06% vehicular) trips are
made by private modes and 32.8% passenger (14.90 % vehicular) are made by
IPT. Trips carried by Bus is about 1.59% (0.05%vehicular). Expected average
shift of passengers from road modes to metro is about 19.31% as may be seen
in table21.10.

Table21.10:
Average modal split in study area

Source: Household Cluster

2Wh 2Wh 4Wh 4Wh Cab 3Wh Medium
Survey, CoE- /BRT
(MC) (SC) (Large) (Small) /Sedan (Auto) Bus
UT,CEPT University Bus
Share Passenger 41.44% 20.72% 1.73% 1.73% 15.54% 17.27% 0.62% 0.97%
Share Vehicle 58.21% 24.63% 0.89% 1.33% 6.00% 8.89% 0.02% 0.03%
Mode Split of
8.29% 4.14% 0.26% 0.26% 2.33% 3.45% 0.09% 0.48%
Shifted Passengers

21.5 ECONOMICPERFORMANCEINDICATORS
After generating the cost and benefit stream table, economic performance
indicators are derived and are presented in table 21.11. Project period is 2019-
2048, With reference to completion cost of capital with tax, EIRR is found to be
17.20 % and B/C ratio as 4.77 and with 12% discount, EIRR is 4.65% and B/C
ratio is 1.63. NPV without discount is Rs 149337 Cr. And with 12% discount rate,
NPV is Rs. 8287 Cr. which shows that the project is economically viable.

Table21.11
Economic Indicator Values (on 2048-49)

WITHOUT WITH DISCOUNT

DISCOUNT (12%)
Cumulative cost (Cr.) 39561 13127.87
Cumulative benefit(Cr.) 188898 21414.43
Benefit Cost Ratio 4.77 1.63
NPV(Cr.) 149337 8287
EIRR 17.20% 4.65%

DPR for Metro Rail Project in Surat, Gujarat December, 2019 7/9
7
 Chapter 21: Economic Appraisal

21.6 SENSITIVITYANALYSIS
Sensitivity test on EIRR and B/C ratio values were carried out and the output is
given in the table 21.12. 2047-48 is taken for the year of comparison. It is seen
that even in the worst case (20% less traffic and 20 higher than estimated cost)
EIRR value remained above 14.02% and after discount B/C ratio is more than
one.
Table21.12
Sensitivity of EIRR

SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT

TRAFFIC COST EIRR B/C COST EIRR B/C COST
0% 0.00% 17.20% 4.77 39561 4.65% 1.63 13127.87
-10% 0.00% 16.60% 4.52 39561 4.11% 1.55 13127.87
-20% 0.00% 15.97% 4.27 39561 3.55% 1.46 13127.87
0% 10% 16.15% 4.34 43517 3.70% 1.48 14440.66
0% 20% 15.20% 3.98 47473 2.86% 1.36 15753.44
-10% 10% 15.56% 4.11 43517 3.18% 1.40 14440.66
-20% 20% 14.02% 3.56 47473 1.81% 1.22 15753.44

21.7 Quantified Benefits.

Environmental Benefits in monitory values are shown in previous tables. These

benefits are estimated (in terms of quantity) first and then converted into money
value. Quantity estimates are shown in table 21.13 & 21.14.

It is seen that in 2024-25, Metro passenger time saving will be 5.51 Cr hours,
CO2 gas emission saving will be 39.87 thousand ton. Other emissions are toxic
gases which will also be reduced 2.3 thousand ton due to less emission from the
vehicles. 28 fatal road accidents will be reduced. Vehicle km saved will be 23
thousand km.
Table21.13
Environmental Benefits Quantified

Tons/Year 2024 2025 2026 2027 2028

CO 1278 1434 1610 1714 1826
HC 746 837 939 1000 1065
NOX 187 210 236 251 267
PM 54 61 68 72 77
SO2 3.45 3.87 4.34 4.63 4.93
CO2 39869 44751 50231 53492 56965
Total Emission Saved 42137 47296 53088 56535 60205
All Other Accident Saved 171 192 215 229 244
Fatal Accident Saved 28 32 36 38 40

DPR for Metro Rail Project in Surat, Gujarat December 2019 8/9
2020
 Chapter 21: Economic Appraisal

Table21.14
Travel Benefits Quantified

Quantified Benefits in Horizon Years 2024 2025 2026 2027 2028

Annual Time Saved by Metro Passengers
in Cr. Hr. 5.51 6.18 6.94 7.37 7.82
Annual Fuel Saved by Metro Passengers
in thousand Tons. 36.75 41.63 47.17 50.72 54.55
Daily vehicles reduced (off the road) 49482 55542 62343 66390 70701
CO2 reduced in thousand tons 39.87 44.75 50.23 53.49 56.96
Other gases reduced in thousand tons 2.268 2.546 2.857 3.043 3.240
Reduced No of Fatal Accidents in Year 28.34 31.81 35.70 38.02 40.49
Reduced No of Other Accidents in year 142.36 159.79 179.36 191.01 203.41
Annual Vehicle km Reduced in Thousand
Km. 23.04 25.86 29.03 30.91 32.92

DPR for Metro Rail Project in Surat, Gujarat December 2019 9/9
2020
 CHAPTER 22–IMPLEMENTATION PLAN

CHAPTER - 22
IMPLEMENTATION PLAN

22.1 WAY FORWARD FOR IMPLEMENTING SURAT METRO PROJECT (Phase-I)

On receipt of the Detailed Project Report, following action will be required for
implementing the Surat Metro (Phase-I):-

 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.

 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.

 A dedicated Special Purpose Vehicle (SPV) shall need to be set up, as

Metro Company headquartered in other city namely Ahmedabad/ Gandhi
Nagar may not be in a position to effectively implement Surat Metro Project
and its subsequent Operation & Maintenance. An organization, depending
upon the methodology of implementations, needs to be developed. In case
the project is executed by appointing General Consultants, sufficient
number of Engineers in SPV organization will have to be taken on
deputation or from market. In case the work is intended to be done on
deposit terms through an organization like DMRC, SPV’s organization may
be kept lean and thin.

 The Metro Railways (Amendment) Act-2009 can readily be made use of for
implementation of Surat Metro by declaring Surat City as Metropolitan Area
in terms of clause- c of section 243 P of Constitution.

DPR for Metro Rail Project in Surat, Gujarat December 2018 1/13
 CHAPTER 22–IMPLEMENTATION PLAN

 Request to GOI for a notification for making the Metro Railways

(Amendment) Act 2009 applicable to Surat Metro.

 In view of new Metro Rail Policy 2017, 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 near the proposed alignment a system of
No Objection Certificate should be introduced as per provisions of Metro
Railway Act 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 Surat Metro by declaring Surat City as Metropolitan Area.

 In view of new metro policy Unified Metropolitan Transport Authority (UMTA)

should be formed within one year of Submission of Proposal of any metro
project to GOI.

22.2 IMPLEMENTATION ON DELHI METRO/CHENNAI METRO MODEL

Special Purpose Vehicle (SPV) shall have to take action for appointment of
General Consultants for project management including preparation of tender
documents. Till the General Consultants are in position, SPV 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 22.1

Table 22.1 -Implementation Schedule through DMRC model Phase I

S. No. Item of Work Completion 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 Development
3 D + 1month
(MoUD).
4 Appoint interim Consultant for preliminary works D + 3months

5 Approval of Central Government D+4months

DPR for Metro Rail Project in Surat, Gujarat December 2018 2/13
 CHAPTER 22–IMPLEMENTATION PLAN

6 Arrangement of Funding Source/Agency D +6months

7 Appoint General Consultant D +12months

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

22.3 ORGANISATIONAL SET-UP OF SPECIAL PURPOSE VEHICLE (SPV)

The SPV organization should be very lean but effective. It should 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 SPV 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 3/13
 CHAPTER 22–IMPLEMENTATION PLAN

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 newly set up SPV may 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 GC’s assignment who will do
this job on behalf of Surat Metro.

Delhi Metro Rail Corporation can also be considered straightaway for being
appointed as General Consultant to Surat Metro which will reduce the
construction time by 4 to 6 months.

22.4 CONTRACTS

22.4.1 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 including stations. Corridor wise number of
contracts is expected to be as follows:

Table 22.2 -Construction Strategy (Elevated Portion)

Proposed
Length of Elevated Contract ( i/c
Corridor Elevated Section Stations stations)
(km) (Nos.)

3 Nos
Sarthana to Dream City 15.14 14

4 Nos.
Bhesan to Saroli 18.74 18

DPR for Metro Rail Project in Surat, Gujarat December 2018 4/13
 CHAPTER 22–IMPLEMENTATION PLAN

(b) Underground Section: Following contracts are suggested for underground

section including stations:
Table 22.3 - Construction Strategy (Underground Portion)

Underground
Proposed Contracts
Section
Corridor
Length Station Underground section
(km) (Nos.) including stations
2 Nos
Sarthana to Dream City 6.47 Kms 6

Architectural finishes, fire fighting arrangements and general electrification will

form part of civil contracts.

22.4.2 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.

22.4.3 Depot Contracts

The contracts are required for Civil and E&M works at Dream City Depot and
Bhesan 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.

22.5 HIGH POWER COMMITTEE (HPC)

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

DPR for Metro Rail Project in Surat, Gujarat December 2018 5/13
 CHAPTER 22–IMPLEMENTATION PLAN

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 Surat Municipal Corporation (SMC) and Chief Executive Officer
of Surat Urban Development Authority (SUDA)should also be the member of this
committee. This Committee should meet once a month and sort out all problems
brought before it by the SPV. 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.

22.6 LEGAL COVER FOR SURAT METRO

Construction of Surat Metro should commence soon. Thus there is immediate

need to have a legislation to provide legal cover to the construction stage of
Surat Metro.

Implementation of proposed Surat Metro can now be done under “The Metro
Railways (Amendment) Act 2009”. The copies of the Gazette notification and the
amendment are enclosed with this chapter.

22.7 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),GST etc to Surat Metro. It should also
exempt the following: -

 Tax on electricity required for operation and maintenance of the metro

system.

DPR for Metro Rail Project in Surat, Gujarat December 2018 6/13
 CHAPTER 22–IMPLEMENTATION PLAN

 Municipal Taxes.
As per the earlier policy 50% of the Central Taxes were to be paid by GOI as
subordinate Debt and balance 50% were paid by the concerned State
Government. However, the post- GST regime, GOI intends to pay only 1/3rd of
GST as subordinate debt and balance 2/3rd needs to be paid by the concerned
state Government. Gujarat state Government may pursue the central
Government to extend the same benefit to Surat Metro also.

22.8 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:

 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.
 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 5 % surcharge on Property Tax within the Corporation limits. In the financial
analysis,5% cess has only been assumed
 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.

DPR for Metro Rail Project in Surat, Gujarat December 2018 7/13
 CHAPTER 22–IMPLEMENTATION PLAN

 Surcharge @ 10% on luxury tax on the earning of all 3-Star and above
Hotels. Chinese cities have adopted this scheme to raise the funds for metro
projects.
 Densification of Corridor by way of selling of Floor Area Ratio (FAR) along the
proposed metro corridors.
 Revenue generated from change of land use along the metro corridors can be
shared with metro SPV.

DPR for Metro Rail Project in Surat, Gujarat December 2018 8/13
 CHAPTER 22–IMPLEMENTATION PLAN

DPR for Metro Rail Project in Surat, Gujarat December 2018 9/13
 CHAPTER 22–IMPLEMENTATION PLAN

DPR for Metro Rail Project in Surat, Gujarat December 2018 10/13
 CHAPTER 22–IMPLEMENTATION PLAN

DPR for Metro Rail Project in Surat, Gujarat December 2018 11/13
 CHAPTER 22–IMPLEMENTATION PLAN

DPR for Metro Rail Project in Surat, Gujarat December 2018 12/13
 CHAPTER 22–IMPLEMENTATION PLAN

DPR for Metro Rail Project in Surat, Gujarat December 2018 13/13
 CHAPTER 23–CONCLUSIONS AND RECOMMENDATIONS

CHAPTER – 23

CONCLUSIONS AND RECOMMENDATIONS

23.1 Surat has witnessed enormous growth during the last few years and is also
known as a “Economic Power Hub” of Gujarat. The economy of Surat City is
based mainly on two industries i.e. the textile industries of man made
fibers/fabrics and the diamond cutting and polishing industry. Surat is one of the
most dynamic cities of India having faster growth rate due to immigration from
various parts of Gujarat and other States of India too. Rapid urbanization in the
recent past has put the city’s travel infrastructure to stress. Being thickly
populated area, Surat’s traffic needs cannot be met by only road-based system.

Surat’s high population growth rate, coupled with high economic growth rate has
resulted in an ever increasing demand for transport creating excessive pressure
on the existent transport system. With high growth in transport demand over the
years, congestion on roads, has been increasing due to phenomenal rise in
private transport. Absence of an efficient full-fledged public transport system
coupled with rapid growth in the use of personalized vehicles has led to high
consumption of fossil fuels and increase in environmental pollution. The existing
network of public transport systems including dedicated BRTS needs to be
strengthened further in order to cope up with the rising demand of transport
system especially when Surat is being developed as a ‘Smart City’. For this
purpose provision of rail-based Metro system in the city has been considered.

Studies have brought out that a Medium Capacity Metro with carrying capacity of
about 30,000 to 45,000 PHPDT will be adequate to meet not only the traffic
needs for the present but for the future 30 to 40 years also. A Medium Metro
System consisting of two Corridors namely (i) Sarthana to Dream City(21.61Kms)
and (ii) Bhesan to Saroli (18.74 Kms.) at an estimated cost of Rs. 6659.3 Crores
and Rs. 4001.48 Crores respectively (with all taxes & duties) to be made
operational as recommended in ‘Implementation Plan’ chapter.

23.2 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

DPR for Metro Rail Project inSurat, Gujarat December 2018 1/3
 CHAPTER 23–CONCLUSIONS AND RECOMMENDATIONS

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.

23.3 After examining the various options for execution of Surat Metro Project, it has
been recommended that the project should be got executed through a SPV on
DMRC funding pattern.

23.4 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 12% every two years.

23.5 As in the case of Delhi Metro, the State Government should exempt/ reimburse
the Gujarat Value Added Tax (VAT) to Surat Metro. It should also exempt the
following:

 Tax on electricity required for operation and maintenance of the metro

system.
 Municipal Taxes.
23.6 As per the earlier policy 50% of the Central Taxes were to be paid by GOI as
subordinate Debt and balance 50% were paid by the concerned State
Government. However, the post- GST regime, GOI intends to pay only 1/3rd of
GST as subordinate debt and balance 2/3rd needs to be paid by the concerned
state Government. Gujarat state Government may persue the central
Government to extend the same benefit to Surat Metro also.

23.7 While the Financial Internal Rate of Return (FIRR) for the project has been
assessed as 6.90% (with all taxes& Duties) without additional PD,TOD & VCF
income and 7.38% with additional PD,TOD&VCF income(with all taxes& duties),
and the Economic Internal Rate of Return (EIRR) works out to be 17.20%

23.8 To avoid delays in processing the clearance for the Project, Government of
Gujarat should approve project immediately on receipt of the DPR and forward
the DPR to the Secretary, Ministry of Urban Development, Government of India,
advising the GOI of the State Government’s intention to take up the Project on
DMRC pattern requesting for the latter’s “in principle” clearance to go ahead with
the Project.

DPR for Metro Rail Project inSurat, Gujarat December 2018 2/3
 CHAPTER 23–CONCLUSIONS AND RECOMMENDATIONS

23.9 Meanwhile the State Government should freeze all future developments along
the proposed route of Surat Metro to avoid in-fructuous expenditure.

23.10 CONCLUSIONS AND RECOMMENDATIONS

The project is essentially a social necessity as it aims to improve the overall

health of the city by way of reducing congestion on roads coupled with to
reduced consumption of fossil fuels thereby reducing environmental pollution.
This is evident from the fact the EIRR of the project is of the order of 17.20%
indicating that the project is very well justified in terms of social benefits that will
accrue to the Society/Surat City. Therefore, implementation of this project is
inescapable. Since the Gujarat Government is providing requisite land for PD
and being social sector project, it is advisable to take up the job on DMRC model.
Accordingly, the corridors are recommended for implementation.

As a way forward the metro network needs to be expanded in due course as the
city population is already more than 50 lakhs and further city is growing in rapid
manner. Therefore, the further study may be taken up when the execution of
Phase-I is going on so that the DPR prepared and approved can be obtained
before completion of Phase-I and the same project team can continue to work for
Phase-II.

DPR for Metro Rail Project inSurat, Gujarat December 2018 3/3