000 executive sumary- varanasivdavns.com/pdf/metro/000-executive-sumary-varanasi.pdf · 2019. 2....

Detailed Project Report for Rail Based Mass Transit System in Varanasi

Final Report EXECUTIVE SUMMARY

February, 2016 Page 0‐1

EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY 0.1 BACKGROUND

Varanasi is the fifth most populous city in the state of Uttar Pradesh and it is often referred to as "the holy city of India" or “the religious capital of India". Varanasi is well connected by road, rail and air with other parts of the country. The city is surrounded by Jaunpur and Azamgarh in north, Bhadoi and Allahabad in west, Mirzapur and Robertsganj in south & Mughal Sarai and Ghazipur in east. Varanasi is a tourist centre with ghats, temples, educational and archaeological sites as main attractions. Varanasi is a UNESCO declared heritage city attracting sizable number of tourist from across the world each year. The city also has a strong cantonment base along with Diesel Locomotive Works (DLW) and Bharat Heavy Electrical Ltd. (BHEL) as major industrial units.

As per the National Urban Transport Policy (NUTP), Comprehensive Mobility Plan (CMP) for Varanasi was prepared in 2009 which lays out a set of measured steps that are designed to improve transportation scenario in the city in a sustainable manner. The CMP proposes a total of 57.5 km length of rail based mass rapid transit system (MRTS) network in Varanasi. 25.9 km of the proposed network was to be completed in Phase II (2015 – 2019) and the remaining network to be completed in Phase III (2020 – 2029) of implementation programme.

The State Government has now decided to introduce an efficient, safe and high capacity rail based transport system in Varanasi. RITES Ltd. has been engaged to prepare Detailed Project report (DPR) of Rail Based Mass Rapid Transit System (MRTS).

The study area for the assignment is boundary of Varanasi Urban Agglomeration or the administrative boundary of Varanasi Development Authority (VDA) for which the Master Plan 2031 has been prepared. The study area expands over 260 SqKm and includes Varanasi Municipal Area, Varanasi Cantonment Board, Manduadih Railway Settlement, Phulwaria, Shivdaspur and Kandwa. (Figure 0.1)

0.2 FUTURE GROWTH AND TRANSPORT DEMAND FORECAST

The Master Plan for Varanasi 2031 outlines the likely growth in various parts of the study area. The projected population, employment and student enrolment in the years 2021, 2031 and 2041 is presented in the Table 0.1.

D

Fin

Detailed Project Repo

nal Report

ort for Rail Based Masss Transit System in V

Februa

FIGURE 0.

Varanasi

ry, 2016

1:STUDY AREA ‐ V

EXECUTIVE S

VARANASI DEVEL

SUMMARY

Page 0‐2

LOPMENT AUTHOORITY AREA




TABLE 0.1: LANDUSE PARAMETERS

SN Parameters 2015 2021 2031 2041

1 Population (Lakh) 20.6 25.7 31.4 33.6

2 Employment (Lakh) 5.8 7.6 9.8 12.0

3 School Enrolment (Lakh) 4.9 6.2 7.6 9.0

A number of traffic & travel surveys were conducted to appreciate and quantify the traffic and transport characteristics of commuter travel within the Study Area. This data analysis has helped us in accessing existing traffic characteristics and developing the Travel Demand Model.

Comprehensive field surveys and house hold survey were carried out within the study area and are listed as under:

i. Road Network Inventory Surveys ii. Speed & Delay Surveys iii. Classified Traffic Volume Count Surveys (Mid‐blocks / Screen lines,

Intersections & Outer Cordons)

iv. Origin‐Destination Surveys at Outer Cordon Locations v. Terminal Passenger (in + out counts) & OD Surveys including Opinion

and Willingness to Pay Survey at Bus, Rail Terminals and Airport

vi. Bus stops/Auto Stand/IPT Surveys (boarding + alighting + OD) including Opinion and Willingness to Pay Survey

vii. Pedestrian Movement Counts viii. Parking Surveys ix. Household Interview Surveys x. Work Centre Surveys

Based on extensive traffic surveys, CMP proposals, Master Plan 2031 and extensive consultation with all Stake holders following two priority corridors were identified.

A four stage travel demand model has been developed for transport demand forecasting. The daily ridership is shown in the Table 0.2. Total Daily ridership on the Phase‐I metro corridors for the years 2021, 2031 and 2041 is expected to be 5.1 Lakh, 6.7 Lakh and 9.2 Lakh passengers respectively.




TABLE 0.2: RIDERSHIPON PHASE‐I METRO CORRIDORS

Corridor Year Daily Trips (Lakh)

BHU to BHEL 2021 3.2

2031 4.2

2041 5.9

BeniaBagh to Sarnath

2021 1.9

2031 2.5

2041 3.2

The peak hour station boarding and alighting on Phase‐I metro corridors are presented in Table 0.3.

TABLE 0.3: STATION LOADS ON PHASE‐I METRO CORRIDORS

Station Peak Hour 2021* Peak Hour 2031* Peak Hour 2041*

Boarding Alighting Boarding Alighting Boarding AlightingCorridor 1: BHU to BHEL BHU 5000 4600 8100 5200 12800 12100 TulsiManasMandir 600 1600 800 1700 800 1800 Ratnakar Park 1700 1300 2300 1400 2500 1700 Kali Bari 1100 1100 1600 1700 2200 2500 Kashi Vishwanath 2200 2300 2500 2500 2800 2800 BeniaBagh 11600 12300 15200 16600 17400 17600 Rathyatra Chowk 1800 1700 2100 2000 5000 3200 Kashi Vidyapeeth 9100 6700 10000 11300 14300 11500 Varanasi Junction 9000 8900 12700 10100 13200 13500 Nadesar 1000 2100 1100 2900 1400 3700 Collectorate 1400 2000 3200 2500 3800 4800 Bhojubeer 1400 1200 1900 3000 5100 5300 Gilat Bazar 1600 1600 1900 1900 2100 2200 Sangam Colony 1100 1000 1300 1100 1400 1200 Shivpur 800 800 900 1000 1000 1100 Tarna 1400 1800 1600 2200 1900 2700 BHEL 2100 2100 2600 2600 3300 3300 Corridor 2: BeniaBagh to Sarnath (Akashwani) Beniabagh 11600 11100 15700 14600 16400 16500 Kotwali 2500 2900 2700 3400 3000 3500 Machodari Park 3200 3300 3500 3600 3900 4000 Kashi Depot 3800 4700 5000 6300 6400 6500 Jalalipura 600 500 700 600 1600 1500 PanchKoshiChauraha 500 500 600 600 800 700 AshapurChauraha 5500 4700 6400 5700 7600 6700 Havelia 900 1200 1100 1500 1400 1900 Sarnath 2300 2100 3400 3100 3900 3600

* Two way boardings/alightings




The peak hour design ridership on Phase‐I metro corridors are presented in Table 0.4.

TABLE 0.4: DESIGN SECTION LOAD ON PHASE‐I METRO CORRIDORS

Corridor No.

Corridor details Design PHPDT

2021 2031 2041 Design

1 BHU to BHEL 13000 15500 20000 24000

2 Beniabagh to Sarnath 10000 13500 15500 18000

Metro ridership increases gradually and the 2023 ridership is taken same as that of the year 2021 for the design purpose.

0.3 SYSTEM DESIGN

0.3.1 Permanent way

Gauge

The options available for P‐way Gauge are – Broad Gauge (1676mm), Standard Gauge (1435mm), Meter Gauge (1000mm). Standard Gauge (1435mm) is being used worldwide for metro railways with modern state of the art technology. Standard Gauge permits sharper curves (120m), which is advantageous for metro alignment in urban scenario. It also results in minimized property demolition / acquisition. The Land requirement for the maintenance depots, where a large number of lines are connected together, is also lower in Standard Gauge.

Standard Gauge rolling stock results in recurring saving in energy consumption during operation as for the same passenger carrying capacity, gross weight of a metro coach is lower than for the Broad Gauge.

As the metro rail alignment will pass through built‐up areas / stretches and in view of the advantages offered by Standard Gauge, it is proposed to adopt Standard Gauge (1435mm).

Rail Section and Grade

For main lines, 60KG UIC HH rails of grade 1080 are proposed. For other than main lines and Depot lines, 60 kg rails of grade 880 (without Head hardening) are proposed. These rails are being manufactured indigenously. The rails for main lines and depot lines should also conform to the technical specifications laid down by Indian Railways in IRS‐T‐ 12‐2009.




The rails should have cant of 1 in 20 and wheel profile of rolling stock should be compatible with rail profile.

Formation Ballast less track is proposed for elevated and underground stretches. At Depot, following track structure is proposed to serve specific usage:‐

Ballast less for Washing Line Steel pedestal for inspection lines Embedded Rail type inside Workshop Conventional Ballasted track for Stabling and other line

Fastening System for Ballasted Track

In Feb. 2015, Govt. of India, Ministry of Railways, has issued “Procedure for Safety certification and Technical clearance of Metro System”. Part‐A, Annexure C‐2 of the said document covers “Performance criteria of fastening system for ballastless track on Metro Railways/MRTS System”. Ministry of Railways has already approved certain fastening systems complying the requisite performance criteria.

Further, scope for introduction of “new fastening system” has been made available (for those not approved by Ministry of Railways) with the proviso thatthe details of such fastening systems shall be made available to Ministry of Railways (MoR) and the same will be kept under observation by MoR for a period of two years under service conditions in association with Metro Railways/MRTS system.

Turnouts and Scissor Crossover

From considerations of maintainability and riding comfort, it is proposed to lay following two types of turnouts:

On main lines, 1 in 9 type turnout with a lead radius of 300 m and speed potential on divergent track as 45 km/h.

However, at BeniaBagh station, due to space constraint, 1:7 crossovers have been proposed with lead radius of 140m and speed potential on

divergent track as 25km/h.

On Depot lines, 1 in 7 type turnout with a lead radius of 140 m and speed potential on divergent track as 25 km/h.

The Scissors cross‐overs on Main Lines (1 in 9 type) will be with a minimum




track centre of 4.5 m.

Welding

To minimize noise and vibrations, track joints should be welded by Flash Butt Welding Technique and Alumino‐Thermit Welding may be done only for those joints which cannot be welded by Flash Butt Welding Technique.

0.3.2 Traction system

Traditionally, electric traction is used in Metro systems for requirement of high acceleration and pollution‐free services in urban areas. There are three standard and proven systems of electric traction for use in suburban and metro lines, viz:‐ 750V dc third rail, 1500V dc overhead catenary and 25kV ac overhead catenary system. All the three systems are presently in use in India (750 V dc third rail in Kolkata & Bangalore Metro, 1500V dc catenary in Mumbai suburban of Central Railways and 25 kV ac catenary in Delhi, Jaipur, Chennai, Hyderabad Metro & Indian Railways). 1500 V dc system of Central Railways in Mumbai suburban is currently being converted to 25 kV ac to meet increase traffic demand.

The 1500V DC third rail system has been adopted in Chinese Metros by Guangzhou Metro and Shenzhen Metro during last decade. There is not much experience over use of 1500V DC third rail system and also it has major constraints on requirement of power block for any kind of attention to track, signaling and other equipment.

Worldwide about 65% of the Metro rail Systems have 750V DC Third Rail traction system. The system offers the advantage of aesthetics, reliability and low maintenance. However, the traffic handling capacity is limited to about 45,000 PHPDT. The traffic demand estimated for the corridors of Varanasi Metro is about 24000 passengers for BHU to BHEL corridor and 18000 passengers for Beniabagh to Sarnath corridor.

Considering the ultimate traffic demand and the techno economic advantages offered by 750V DC system, it is proposed to adopt 750V DC Third Rail system for Varanasi MRTS.

0.3.3 Rolling stock

Rolling Stock proposed for Varanasi Metro will be similar to Bangalore/ Kochi Metro. Rolling stock will be suitable for grade of operation GoA3 or higher. The specifications of the rolling stock and its procurement may be decided on the basis of the project implementation mechanism. The broad features of Rolling Stock which may be followed for the present corridor are presented in Table 0.5.




TABLE 0.5: BROAD FEATURES OF ROLLING STOCK

S.N. Parameter Description

1

Vehicle dimensions

Length (including coupler) 22.6 m

Width 2.9 m

Height 3.9 m

2 Train Composition 3 CAR‐ DMC + TC + DMC

3 Coach construction Lightweight stainless steel/Aluminium body

4 Axle load 16 T

5 Propulsion system 3 phase drive system with VVVF control

6 Type of traction supply 750 V DC Third Rail Traction

The carrying capacity of Metro Rail Vehicle is indicated in Table 0.6

TABLE 0.6: CARRYING CAPACITY OF METRO RAIL

Description

Driving Motor Car (DMC)

Trailer Car (TC) 3 Car Train

Normal Crush Dense Crush

Normal CrushDense Crush

Normal Crush Dense Crush

Seated 43 43 43 50 50 50 136 136 136

Standing 102 204 272 110 220 293 314 630 839

Total 145 247 315 160 270 343 450 766 975

0.3.4 Ventilation and air‐conditioning system

The underground stations of the corridor are built in a confined space. A large number of passengers occupy concourse halls and the platforms, especially at the peak hours. The platform and concourse areas have a limited access from outside and do not have natural ventilation. It is therefore, essential to provide forced ventilation in the stations and inside the tunnel.

The large quantity of heat generated in underground stations cannot be extracted by simple ventilation, especially when the outdoor air temperature and humidity is high. It is, therefore, essential to provide mechanical cooling in order to remove the heat to the maximum possible extent. As the passengers stay in the stations only for short periods, a fair degree of comfort conditions, just short of discomfort are considered appropriate.

The details of the Ventilation and Air‐conditioning (VAC) system requirements for the underground section of the proposed corridors include the following:




Station Air‐conditioning System Ventilation System for station plant rooms (ancillary spaces) Station Smoke Management System Tunnel Ventilation System

0.3.5 Signalling system

The signaling system shall provide the means of an efficient train control ensuring safety in train movement. It assists in optimization of metro infrastructure investment and running of efficient train services on the network. The Signaling & Train Control system will ensure –

High level of safety with trains running at close headway ensuring continuous safe train separation.

Eliminate accidents due to driver passing Signal at Danger by continuous speed monitoring and automatic application of brake in case of disregard

of signal / warning by the driver.

Provide safety and enforces speed limit on section having permanent and temporary speed restrictions.

Improve capacity with safer and smoother operations. Driver will have continuous display of Target Speed / Distance to Go status in his cab

enabling him to optimize the speed potential of the track section. It

provides signal / speed status in the cab even in bad weather.

Moving block feature shall provide enhancement of headway. Increase 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 equipments by

monitoring system status of trackside and train born equipments and

enabling preventive maintenance.

The Communication based Train Control (CBTC) Signaling system provides adequate safety level of CENELEC SIL‐4 (Safety Integrity Level) and permits an operational headway of 90 seconds with continuous automatic train control. The CBTC Technology is proven now in many metros around the world and is also suitable for UTO (Unattended Train Operation) / DTO (Driverless Train Operation). Considering the above, CBTC system is recommended to be adopted for Varanasi Metro corridors.




0.3.6 Telecommunication

The telecommunication system acts as the communication backbone for Signaling and other systems and provides telecommunication services to meet operational and administrative requirements of metro network shall be based on Giga Ethernet based IP network system.

The state of the art latest technology being used in different metros worldwide, is proposed to be provided for the Varanasi MRTS.

0.3.7 Fare collection system

Mass Rapid Transit Systems handle large number of passengers. Ticket issue and fare collection play a vital role in the efficient and proper operation of the system. To achieve this objective, ticketing system shall be simple, easy to use/operate, easy on accounting facilities, capable of issuing single/multiple journey tickets, amenable for quick fare changes and require overall lesser manpower. Automatic fare collection system meets these requirements.

The AFC system shall have functionality of interface to CCHS (Central Clearing House System) facility with provision of integration with other transit (metro, bus etc) and non‐transit (parking, toll etc) which may be planned in future in line with the state / national policy. In addition, the proposed AFC system shall also be NFC (Near Field Communication) enabled so that customers can use their NFC enabled Mobile phones for metro travel. Facility of recharging of Travel Cards using Cash, Debit/Credit Cards and Netbanking/web portal shall also be available. AFC system shall also support offsite sales terminals also, wherein cards and tokens can be dispensed at locations outside metro premises.

Keeping in view Metro Railways Automatic Fare Collection System and the fact that Contactless card/ token technology proves to be cheaper than magnetic technology in life cycle cost due to reduced maintenance, it is proposed to provide computer based automatic fare collection system with Contactless smart token/card type ticketing.

0.3.8 Platform screen doors (PSD)

Platform Screen Doors (PSD) are proposed to be provided at stations to screen the passengers on the platform from the track. These glass doors shall be powered for automatic operation and located along the platform at the platform edge throughout the passenger area. The door locations will be corresponding to the train car passenger door locations. Opening/ closing of the PSD will be after receipt of the DOORS OPEN/ DOORS CLOSE command signals from the Signalling Link. Signalling link enables automatic operation of PSD only when the train




stops within ±300mm limits.

Considering the fact that half height PSD are cheaper to install than full height platform screen doors requiring more metallic framework for support, it is recommended to provide half height Platform Screen Doors at all the stations.

0.4 CIVIL ENGINEERING

0.4.1 Geometric design parameters

TABLE 0.7: DESIGN PARAMETERS

SN CRITERIA DIMENSION

1 Gauge 1435 mm

2 Design Speed 90 Kmph

3 Maximum Axle Load 16T

4 Electric Power Collection 750V DC, THIRD RAIL

TABLE 0.8: HORIZONTAL CURVE PARAMETERS

Description U/G Section Elevated Section

Desirable Minimum Radius 300 m 200 m

Absolute minimum Radius 200 m 120 m

Minimum curve radius at stations 1000 m

Maximum permissible cant (Ca) 110 mm*

Maximum cant deficiency (Cd) 85 mm

* The applied cant will be decided in relation to normal operating speeds at specific locations like stations/vicinity to stations.

TABLE 0.9: TRACK CENTRE AND HEIGHT IN ELEVATED SECTION

Parameter Minimum Track

Centre Minimum Rail Level above

Ground Level

Mid‐Section 4.00 m* 7.50 m**

Station w/o Scissor Cross‐over 4.00 m 12.00 m

Station with Scissor Cross‐over 4.50 m 12.00 m

Note: *Track centre in elevated section can be modified as per the choice of girder/superstructure. For Double U‐girder minimum 4.60 m track centre will be provided.

**For I‐girder and Box‐girder, Minimum Rail Level above Ground Level shall be 8.50 m




TABLE 0.10: TRACK CENTRE AND DEPTH IN UNDERGROUND SECTION

Description Minimum Track

Centre Depth below Ground Level

Running section by TBM 15.00 m 20.0 m

Running section by cut & cover except ramp

4.60 m 12.60 m

Stations by cut & cover and 13m island PF

16.03 m 20.0 m

Stations by cut & cover and side platform

4.60 m 20.0 m

Stations by NATM 22.00 m 20.0 m

TABLE 0.11: GRADIENT PARAMETERS

Description Desirable Absolute Minimum

Gradient at Mid‐Section Upto2% Upto 4% (compensated)

Gradient at Stations Level Upto 0.25%

TABLE 0.12: VERTICAL CURVE PARAMETERS

Parameter Vertical Curve

Desirable Radius on Main line 2500 m

Absolute Minimum Radius on Main line 1500 m

Minimum Length of Vertical Curve 20 m

0.4.2 Engineering Survey

Topographic Surveys i) Establishment of Horizontal Control Points using DGPS ii) Densification of Horizontal Control Points using Total station iii) Establishment of Vertical Control Points iv) Detailed survey of corridor v) Preparation of drawings. vi) Site verification of features and finalization of drawings. vii) Alignment design on basis of verified drawings

0.4.3 Geotechnical investigations

General Geology & Related Characteristics

The general geological sequence of Varanasi region can be classified on the basis of lithology, the Quaternary sediments of the Gangetic plain have been broadly classified into Older Alluvium (Banda Alluvium and Varanasi Alluvium) and Newer Alluvium. The Banda Alluvium, which has provenance in




peninsular/cratonicregion rests over the Precambrian rocks. The sediments of Varanasi Alluvium of (Middle to Late Pleistocene age) derived from the Himalayan provenance overlie Banda Alluvium. The Newer Alluvium represents the youngest sequence. Generally, this sequence is confined within the flood plain limits of present day rivers. The area under study belongs to the central part of the Gangetic Alluvial Plain.

The main drainage is provided by southeasterly flowing Ganga river whose braided course in the area has a maximum width of 5 km near Fatehgarh. The major tributaries flowing through the northern gangetic plain include Ramganga and Garra, having their confluence with Ganga at Bhojpur (1.5 km. d/s of Fatehgarh) and Kannauj, respectively. The generalized geological succession is shown in Table 0.13.

TABLE 0.13: GEOLOGICAL SUCCESSION IN VARANASI

UNIT LITHOLOGY

NEWER ALLUVIUM

Ganga, Ramganga, Garra, Kali

recent

Alluvium

Light grey, fine to medium‐grained sand, laminated clay and minor silt.

Ganga. Ramganga, Garra terrace Alluvium.

Fine to medium‐grained grey micaceous sand with thin layers of silt and clay.

Disconformity

Silt‐clayey facies Polycyclic sequence of clay and silt with concrete and ferruginous concretions.

Sandy facies Oxidised brownish micaceous sand and silt.

Geotechnical Investigations

In total, 30 BHs have been drilled of 30 m depth each, all along the length of proposed Metro alignment. 20BHs have been drilled in Corridor‐I (BHEL to BHU), 9 BHs have been drilled in Corridor‐II (Sarnath to Kotwali) & 1 BHs have been drilled for depots.

Considering field and lab test results, pile foundations have been recommended for the proposed viaduct at locations of BH‐1 to BH‐4, BH‐21to BH‐24, & BHD‐1.Shallow foundation is also recommended at location of BH‐D‐1 for light weight structures. Portion between BH‐5 to BH‐20 & BH‐25 to Bh‐29 is proposed as underground section.




The load capacities of piles are based on empirical correlation’s and should be confirmed by conducting pile load test as per IS: 2911 (Part 4) on test piles before execution of working piles.

Since the proposed site is situated in seismic Zone III of the seismic zonation map of India, suitable seismic coefficient commensurate to seismic Zone III(IS: 1893) should be adopted in the design of the structures.

Wherever Undisturbed samples (UDS) could not be obtained due to stiff soil (SPT value more than 30), cohesion & angle of internal friction values have been obtained from observed SPT N value.

0.4.4 Route alignment

Corridor‐1: BHEL to Banaras Hindu University Considering centre line of BHEL station as 0.00m, this corridor is 19350m long starting from ‐325m and running upto 19025m. This corridor consists of elevated and Underground stretches along with Switch over Ramps (SOR). The corridor is summarized in Table 0.14.

TABLE 0.14: SUMMARY OF SECTIONS OF CORRIDOR 1

Alignment Type From(m) To(m) Length(m)

Elevated ‐325 3321 3646

Ramp (+)7.5m to (‐)8.0m 3321 3755 434

Underground 3755 19025 15270

Total 19350

The proposed alignment of Corridor‐1 starts near BHEL along NH‐56. The alignment starts along NH‐56 as elevated and heads in East direction.

Total length of the section is about 3.65 Km. Figure 0.2 shows the proposed corridor.

Depot for both the corridors is proposed in Ganeshpur Land near BHEL. Total area required for the depot is 13.2 Hac.

Total length of the corridor is 19.35 Km and is elevated for a length of 3.856 Km, underground for 15.494 Km and 0.12 Km for depot entry/exit.

17 stations have been proposed consisting of 4 elevated stations and 13 underground stations.

Summary of Special spans & Portals may be referred in Chapter 4 of this DPR.




Switch Over Ramp

Ramp is required to provide transition from Elevated to underground alignment after Sangam Colony station. Horizontal and vertical alignment in this stretch has

been designed in such fashion so that minimum land is required.

The ramp (7.5m to (‐) 8.0m) has been proposed at limiting gradient of 4% (compensated) from Ch: 3310 m to Ch: 3744 m to become underground. About

4340sqm land for locating the ramp will be required permanently in State

Government road.

MORT&H is planning for road widening of NH‐56 from Babatpur to GIlat Bazar. The planning is in initial stage and drawings are not developed. Consequently,

MORT&H is informed the planning of MRTS corridor in the section from BHEL to

Gilat Bazar.

TABLE 0.15: ABSTRACT OF HORIZONTAL CURVES – CORRIDOR 1

S. No. Curve Radius No. of

Occurrences Length Percentage

1 ≤190 0 0.00 0.00 2 >190 500 ≤ 800 3 1472 12.47 5 >800 ≤ 1000 2 275 2.33 6 >1000 1 120 1.02

Total 36 11800 100.00

TABLE 0.16: ABSTRACT OF GRADIENTS – CORRIDOR 1

S. No. Description Nos. of

Occurrences Length (m)

% Length

1 Level (0%) 17 6585 34.03

2 >0% to 1% 14 8674 44.82

3 >1% to 2% 11 2751 14.22

4 >2% to 3% 3 626 3.23

5 >3% 1 715 3.69

TOTAL 46 19350 100.00

Corridor‐2: Benia Bagh to Sarnath Considering centre line of Benia Bagh station as 0.00m, this corridor is 9885 m long starting from (‐)245m and running upto 9395m and including 245m stabling lines at Beniabagh. This corridor starts with first station at BeniaBagh.




Track interchange between corridor‐I & II is planned at this station. The corridor runs underground from Benia Bagh upto Jalalipura. Further, it ramps up on North side of Varuna river with two elevated station at Punchkoshi and Asapur. The corridor further ramps down after crossing proposed flyover at Asapur road crossing. The corridor then runs underground from Havelia and terminates at Sarnath in Post Office land. The corridor is summarised in Table 0.17

TABLE 0.17: SUMMARY OF SECTIONS: CORRIDOR‐2

Description Chainage (m) Length

(m) From To

Underground ‐245 5300 5545

UG Stablings ‐ ‐ 245

Ramp 5300 5687 387

Elevated 5687 7235 1548

Ramp 7235 7625 390

Underground 7625 9395 1770

Total 9885

TABLE 0.18: ABSTRACT OF HORIZONTAL CURVES – CORRIDOR 2

S. No. Curve Radius No. of

Occurrences Length Percentage

1 ≤190 0 0.00 0.00

2 >190 500 ≤ 800 1 119 2.13

5 >800 ≤ 1000 2 454 8.14

6 >1000 2 215 3.86

Total 21 5570 100.00

TABLE 0.19: ABSTRACT OF GRADIENTS – CORRIDOR 2

S. No. Description No.s of

Occurrences Length (m) Percentage

1 Level (0%) 11 3225 33.46

2 >0% to 1% 5 2754 28.57

3 >1% to 2% 2 393 4.08

4 >2% to 3% 6 1049 10.88

5 >3% 3 2218 23.01

TOTAL 27 9639 100.00




FIGURE 0.2: PROPOSED METRO CORRIDOR‐1




FIGURE 0.3: PROPOSED METRO CORRIDOR‐2




0.4.5 ASI Monuments along Metro Corridors

TABLE 0.20: LIST OF ANCIENT MONUMENTS ALONG METRO CORRIDORS

S. No.

Name of Monuments

Nearest Station

Prohibited Distance as per ASI (m)

Distance from

Monument's boundary wall (m)

Within Prohibited Area (Y/N)

Within Regulated Area (Y/N)

Corridor‐1: BHEL to BHU

1 Victoria Memorial

BeniaBagh 100 10 Y Y

2 Man Mandir Observatory

Kashi Vishwanath (Chitranjan park)

100 64 Y Y

3 Grave of European Officers

Ratnakar Park

100 100 N Y

Corridor‐2: BeniaBagh to Sarnath

1 Chaukhandi Stupa

Havelia 215 220 N Y

2 Sarnath Sarnath 172 218 N Y

0.4.6 Utility Diversion

For identification of likely utilities in the proposed metro corridor ‐1 and Corridor ‐2, liaison was made with Organizations/Departments as mentioned in Table 0.21.

TABLE 0.21: UTILITY RESPONSIBILITY DEPARTMENTS

S. No. ORGANIZATION/ DEPARTMENT UTILITY SERVICES

1 MORT&H Road Construction and maintenance of State highways, Municipal Roads etc.

2 PWD City Roads

3 Indian Railways

Railway crossings, subways, signals, railway bridges etc.

4 VMC‐Jal Nigam Water pipe lines. 5 Jal KalVibhag Sewer lines and Water lines 6 Torrent Power HT/other overhead Power lines. 7 VMC‐Sewerage Sewerage pipe lines. 8 VMC‐Storm Water Drains Storm water drainage. 9 Irrigation Department Canal 10 Gas Authority of India (GAIL) Gas Pipelines 11 Green Gas Limited Gas Pipelines

12 BSNL (OFC) Telecommunications cables, junction boxes, telephone posts, O.H lines.




S. No. ORGANIZATION/ DEPARTMENT UTILITY SERVICES

13 BSNL (Cables) Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

14 Airtel (Cables) Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

15 Idea (Cables) Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

16 Tata Tele Services (Cables) Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

17 Vodafone (Cables) Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

18 North Telecom Region (Long Distance Cables)

Telecommunications cables, junction boxes, telephone posts, O.H. Lines.

0.4.7 Stations

List of stations along with their chainage and interstation distances (ISD) for Corridor‐1 and

Corridor‐2 are given in Table 0.22 and 0.23 respectively. Wherever space and site condition

permits, portal type arrangement is proposed for elevated stations. However, due to limited

ROW and narrow roads, most of the elevated stations are proposed with Cantilever type

arrangement, which is also used extensively in Jaipur Metro and for specific stations in LMRC

as well as DMRC.

Schematic diagram for Varanasi Metro corridors is shown in Figure 0.4.




TABLE 0.22: LIST OF STATIONS FOR CORRIDOR‐1

S. No.

Station Name Tentative

Chainage (m) Inter Station Distance

Station Height/ Depth

Underground/ Elevated

Construction Methodology

Proposed Length

Proposed Width

1 BHEL 0.00 ‐‐ 13 Elevated Cantilever 85 19.2

2 Tarna 932 932 13 Elevated Cantilever 75 19.2

3 Shivpur 2259 1327 13 Elevated Cantilever 85 19.2

4 Sangam Colony 3106 847 13 Elevated Cantilever 75 19.2

5 Gilat Bazar 4184 1078 ‐15 Underground Cut & Cover 160 26.55

6 Bhojubeer 5125 941 ‐20 Underground Cut & Cover 160 22.45

7 Collectorate 6212 1087 ‐20 Underground Cut & Cover 140 26.55

8 Nadesar 7408 1196 ‐20 Underground Cut & Cover 130 26.55

9 Varanasi Cantt. 8862 1454 ‐20 Underground Cut & Cover 140 26.55

10 Kashi Vidyapeeth 10018 1156 ‐20 Underground Cut & Cover 130 26.55

11 RathYatra 11576 1558 ‐20 Underground Cut & Cover 140 26.55

12 BeniaBagh 13365 1789 ‐20 Underground Cut & Cover 140 47

13 Kashi Vishwanath 14403 1038 ‐20 Underground Cut & Cover 130 26.55

14 DurgaMandir 15372 969 ‐20 Underground Cut & Cover 97 26.55

15 Ratnakar Park 16030 658 ‐20 Underground Cut & Cover 97 26.55

16 TulsiManasMandir 16884 854 ‐20 Underground Cut & Cover 160 22.45

17 BHU 18507 1623 ‐20 Underground Cut & Cover 160 22.45




TABLE 0.23: LIST OF STATIONS FOR CORRIDOR‐2

S. No. Station Name Tentative

Chainage (Km) Inter Station Distance (Km)

Station Height/ Depth

(m)

Underground/ Elevated

Construction Methodology

Proposed Length (m)

Proposed Width (m)

1 BeniaBagh 0.00 ‐20 Underground Cut & Cover 140 47

2 Kotwali 914 914 ‐20 Underground Cut & Cover 130 26.55

3 Machhodari Park 1688 774 ‐20 Underground Cut & Cover 140 26.55

4 Kashi Bus Depot 3099 1411 ‐20 Underground Cut & Cover 97 26.55

5 Jalalipura 4363 1264 ‐15 Underground Cut & Cover 140 26.55

6 PunchkoshiChauraha 5873 1510 13 Elevated Cantilever 75 19.2

7 AsapurChauraha 6807 934 18 Elevated Cantilever 85 19.2

8 Havelia 7943 1136 ‐15 Underground Cut & Cover 160 26.55

9 Sarnath 8982 1039 ‐20 Underground Cut & Cover 140 26.55




FIGURE 0.4: SCHEMATIC DIAGRAM OF VARANASI METRO




(IN SQM)

(IN SQM)

0.4.8 Land Requirement

Land will be required for the following main components:

MRTS Structure (including Route Alignment), StationBuilding, Platforms, Entry/Exit

Structures, Traffic Integration Facilities, Depots, etc.

Receiving/Traction Sub‐stations

RadioTowers

Temporary Construction Depots and work sites.

Abstract of land requirements for different components of corridors are given in Tables 0.24

and 0.25.

TABLE 0.24: LAND & STRUCTURES REQUIREMENT: CORRIDOR‐I

Ownership Purpose Permanent

Land Temporary

Land Structures (Floor area)

Central Govt (Northern Railway)

Alignment, Station etc 0.07 0.40 0.05

State Govt

Alignment, Station etc 1 2.6 0.2633

Private


Depot (Ganeshpur) 13.2 0 0.5

Casting Yard 0 6 0

RSS 0.3 0 0

Total 14.55 8.5 1.02

TABLE 0.25: LAND & STRUCTURES REQUIREMENT: CORRIDOR‐II

Ownership Purpose Permanent Land

Temporary Land

Structures (Floor area)

Central Govt Alignment, Station etc 0.14 0 0.0242

State Govt


RSS 0.3 0 0

Total 1.1 2.1 0.105

Private

Alignment, Station etc 0.13 0 0.18

Casting yard 0 4 0

Total 0.13 4 0.18




0.5 STATION PLANNING AND INTERMODAL INTEGRATION

0.5.1 Station planning

The stations have been planned based on the basis of following parameters:

a. Station planning is dependent on the peak hour traffic load for each station. In the design year, maximum PHPDT of 24000 passengers for ‘BHU to BHEL

and 18000 passengers for ‘Benia Bagh to Sarnath’ is expected.

b. The platform length is planned for 3 cars train.

c. The total evacuation time for the movement of all passengers in an emergency from platform level to the landing at the next level does not

exceed 4.0 minutes (as per “NFPA 130 Guidelines”) in underground stations.

However this is 5.5 minutes in elevated stations considering that the stations

are open and the risk is much less.

d. The station planning is in compliance to the “Guidelines and space Standards for Barrier Free Built Environment for Disabled and Elderly persons”

published by the Ministry of Urban Affairs and Employment India in 1998.

e. Seven typical designs have been suggested for various station types and

these will form basis for planning of all the stations (Table 0.26).

Type Station Type Size (sq m) Levels Construction Type A Underground 160 X 22.45 3 Cut and Cover B Underground 160 X 26.55 2 Cut and Cover C Underground 130 X 26.55 3 Cut and Cover D Underground 97 X 26.55 4 Cut and Cover E Interchange 140 X 47 3 Cut and Cover F Elevated 75 X 19.20 2 Cantilever G Elevated 75 X 21.70 2 Cantilever

TABLE 0.26: STATION TYPOLOGY

S. No. Name of Station Description

Station Type Size (sq m) Levels TSS Entry/Exits

Corridor 1 BHU to BHEL

1 BHU Underground A 160 X 22.45 3 Yes (S)

2 exits of 3.2 m wide stairs with 4 escalators

2 TulsiManasMandir Underground A 160 X 22.45 3 No 2 exits of 2.4 m wide stairs

with 1 escalator

3 Ratnakar Park Underground D 97 X 26.55 4 Yes (S)







4 DurgaMandir Underground D 97 X 26.55 4 No 2 exits of 2.4 m wide stairs

with 1 escalator

5 KashiVishwanath Underground C 130 X 26.55 3 Yes (S)


6 BeniaBagh Interchange E 140 X 47 2 No 2 exits of 4.2 m wide stairs

with 6 escalators (4 nos. up + 2 down)

7 RathYatra Underground C 140 X 26.55 3 Yes (L)

2 exits of 2.4 m wide stairs with 2 escalators (both up)

8 Kashi Vidyapeeth Underground C 130 X 26.55 3 No 3 exits of 3 m wide stairs

with 3 escalators

9 Varanasi Cantt. Underground C 140 X 26.55 2 Yes (L)

3 exits of 3 m wide stairs with 3 escalators

10 Nadesar Underground C 130 X 26.55 3 No 2 exits of 2.4 m wide stairs

with 1 escalator

11 Collectorate Underground C 140 X 26.55 3 Yes (L)

2 exits of 2.4 m wide stairs with 1 escalator

12 Bhojubeer Underground A 160 X 22.45 3 No 2 exits of 2.4 m wide stairs with 2 escalators (both up)

13 Gilat Bazar Underground B 160 X 26.55 2 Yes (S)


14 Sangam Colony Elevated F 75 X 19.2 2 No 2 exits of 2.4 m wide stairs

with 2 escalator

15 Shivpur Elevated F 85 X 19.2 2 Yes (L)


16 Tarna Elevated F 75 X 19.2 2 No 2 exits of 2.4 m wide stairs

with 2 escalator

17 BHEL Elevated F 85 X 19.2 2 Yes (L)


Corridor 2 BeniaBagh to Sarnath

1 BeniaBagh Interchange E 140 X 47 2 Yes (L)

2 exits of 4.7 m wide stairs with 6 escalators (4 nos. up +

2 down)

2 Kotwali Underground C 130 X 26.55 3 No 2 exits of 2.4 m wide stairs with 2 escalators (both up)

3 Machodari Park Underground C 140 X 26.55 3 Yes (L)


4 Kashi Bus Depot Underground D 97 X 26.55 4 No 2 exits of 3 m wide stairs with 2 escalators (both up)

5 Jalalipura Underground C 140 X 26.55 3 Yes (L)


6 PanchKoshiChouraha Elevated F 75 X 19.2 2 No 2 exits of 2.4 m wide stairs

with 2 escalator

7 AsapurChouraha Elevated G 85 X 21.7 2 Yes (L)







8 Havelia Underground B 160 X 26.55 2 No 2 exits of 2.4 m wide stairs with 2 escalators (both up)

9 Sarnath Underground C 140 X 26.55 3 Yes (L)


0.5.2 Parking at stations

Parking provision for commuters is one of the key factors determining success of the metro system. Parking provisions along with priority to pedestrians through Foot Over Bridges and Bus feeder services will encourage more commuters to use the metro system who could safely park their vehicles at the nearest station, walk to the station or rely on feeder connectivity. A total of 1,73,355 Sqm area of land has been considered for parking and property development. A total of 19,202 Sqm of area with 14,162 Sqm along Corridor‐1 and 5,040 Sqm along Corridor‐2 is proposed exclusively for parking near metro stations.

0.5.3 Transit oriented / property development

Some land parcels along both the metro corridors have been identified after joint site visits with VDA for parking and property development. Property development shall be taken up on the upper floors, depending upon the FAR (upto 4) and permitted ground coverage of 50%. A total of 4.97 lakh Sqm of property development having Residential, Institutional and Commercial facilities for metro commuters has been proposed to make the project financially viable. The summary of property development is presented in Table 0.27.

TABLE 0.27: PROPOSED PARKING &PROPERTY DEVELOPMENT

SN Metro Station

Area in Sqm.

Parking Area

Property Development Area

Total Plot Area

Property Development Floor Space (with FAR of 4)

Corridor‐1: 1 TulsiManasMandir 800 3400 4200 13600 2 Ratnakar Park 900 900 3 BeniaBagh 1221 1221 4 Kashi Vidyapeeth 1200 1200 5 Varanasi Cantt 7241 7241 6 Bhojubeer 800 800

7 BHEL 2000 2000 8 Depot at Ganeshpur* 120000 120000 360000

Corridor‐2: 8 Kotwali 1500 5700 7200 22800




SN Metro Station

Area in Sqm.

Parking Area

Property Development Area

Total Plot Area

Property Development Floor Space (with FAR of 4)

9 Machodari Park 1100 7900 9000 31600 10 Kashi Bus Depot 1240 4353 5593 17412 11 Jalalipura 12800 12800 51200 12 Sarnath 1200 1200 Total 19202 154153 173355 496612

0.5.4 Feeder services

The planning of seamless transport integration facilities at the influence zones of various metro stations is of utmost importance. As all commuters will not be living within walking distance of the proposed network, proper planning for feeder services has been proposed along the metro system.

The feeder buses shall be of high quality, ultra‐modern and customer oriented that can deliver fast, comfortable and cost‐effective urban mobility. Easy‐to‐board (low floor), attractive and environmentally friendly buses with air conditioning having capacity of 35 (Mini‐buses) are proposed for feeder system.

The total number of buses required in the year 2021 is 74 buses, 47 for Corridor‐1 and 27 for Corridor‐2 respectively.

Public bicycle sharing will be provided for the passengers within 1 km to 2 km from the metro stations influence area. A bicycle sharing system is the service in which bicycles are made available for free and shared use to metro passengers on a short term basis.

0.5.5 Intermodal integration and dispersal facilities

The proposals have been formulated for facilitating traffic dispersal and circulation facilities based on the following considerations:

Minimizing pedestrian/vehicle conflicts and effective passenger interchange with feeder modes. Proper design of circulation area adjoining the station building to

ensure rapid/ efficient dispersal of the passengers and avoiding conflicts

between pedestrian and vehicular traffic.

Pedestrians require a convenient and safe access to the proposed metro station. For smooth movement of pedestrians, all the footpaths in the metro station

influence zone will be considered to be upgraded to desired level of comfort and

also proposed new within the stations vicinity areas.




High quality pedestrian access will be accomplished through design factors such as directness and connectivity, ease of movement, safety and security. The

vendors if any on the footpaths shall be removed and desired accessibility to

metro stations will be provided. The facilities (footpaths/ walkways) will be

directly integrated with the system.

Facilitating passenger interchange with other transit systems: Dedicated linkages will be proposed like subways, skywalks, covered walkways etc. which will reduce

the passenger travel time and pedestrian load on the roads.

Circulation area with adequate parking space, designated space for embarking and disembarking for vehicular traffic (pick‐drop zones) and feeder modes like

Buses, IPTs and NMT.

Availability of total carriageway and footpath widths required to cater to the proposed traffic volumes to be augmented through strengthening of road

shoulder areas and relocation of vendors/hawkers, on‐street parking and all

encroachments from the service/ access roads.

0.5.6 Traffic management plan

The existing traffic loads on roads are projected along the proposed metro corridors and it is seen that the existing ROW along the corridors itself would take the load of traffic provided that the ROW is judiciously used. Only limited traffic diversions may be required.

0.6 DISASTER MANAGEMENT MEASURES

An effective system needs to be in placeunder the provision of ‘Disaster Management Act, 2005’. Provisions at metro stations include Fire Detection and Suppression System, Environmental Control System (ECS), Tunnel Ventilation System, Track‐way Exhaust System (TES), Power Supply System, DG Sets & UPS, Water Supply and Drainage System, Lights and other facilities which may be deemed necessary. In order to be prepared for any disaster, it is essential to train the concerned staff in situations such as fire, rescue of disabled trains, evacuation, etc. and mock drills need to be conducted.




0.7 DISABLED FRIENDLY FEATURES

The metro system should be user‐friendly ensuring accessibility to persons with disabilities, people travelling with small children or are carrying luggage, as well as people with temporary mobility problems and the elderly persons.The standards are extracted from ‘Indian Roads Congress Code, 103:2012’, ‘Guidelines for Pedestrian Facilities, Model Building Bye Laws‐2011’ and ‘National Building Code‐2005’, ‘Space Standards for Barrier Free Built Environment for Disabled and Elderly Persons‐1998 and 2013’and other international best practices / standards. Standarddisabled friendly facilities within station areas will be providedfor seamless movement around metro stations.

0.8 SECURITY MEASURES

Security system for metro system plays an important role in helping the system to become the preferred mode choice for commuters. The three phases of security system followed include Prevention, Preparedness and Recovery. Various provisions like CCTV cameras, baggage scanners, metal detectors, bomb detection equipment, wireless sets, snuffer dogs and related facilities will be part of station security system.

0.9 TRAIN OPERATION PLAN

The train operation plan for the proposed corridors will be based on the following salient features:

Running of services for 16 hours of a day (6:00 hrs to 22:00 hrs) with a station dwell time of 20 – 30 seconds.

Scheduled speed for corridor 1 and corridor 2 shall be 35 kmph and 34 kmph. Make up time of 5‐10% with 10‐15% coasting. Adequate services to ensure comfortable journey for commuters even during

peak periods.

Based on the Traffic demand, train operation plan and requirement of coaches for BHU to BHEL corridor and Beniabagh to Sarnath corridor for different horizon years is given in Table 0.28 and Table 0.29.

TABLE 0.28: TRAIN OPERATION PLAN: BHU – BHEL CORRIDOR

Year 2023 2031 2041 2051

Trains Per Hour 13 16 21 25

Cars per train 3 3 3 3

Avg. Head way (in 276 228 174 144




Year 2023 2031 2041 2051

Seconds) PHPDT Demand 13000 15500 20000 24000

Capacity Available

6p/m2 9958 12256 16086 19150

8p/m2 12675 15600 20475 24375

Rake Requirement 21 24 32 38

Total Coach Requirement

63 72 96 114

TABLE 0.29: TRAIN OPERATION PLAN: BENIABAGH – SARNATH CORRIDOR

Year 2023 2031 2041 2051

Trains Per Hour 10 14 16 19

Cars per train 3 3 3 3

Avg. Head way (in Seconds)

360 258 228 192

PHPDT Demand 10000 13500 15500 18000

Capacity Available

6p/m2 7660 10724 12256 14554

8p/m2 9750 13650 15600 18525

Rake Requirement 10 13 15 18

Total Coach Requirement

30 39 45 54

0.10 MAINTENANCE DEPOT

The Metro corridors will require depot cum maintenance facilities for the maintenance of 56 rakes of 3 car (38 rakes for corridor 1 and 18 rakes for corridor 2). Since, track connectivity between the two corridors is proposed at Beniabagh, one depot near BHEL / Ganeshpur is planned to cater to the maintenance requirements.

The depots will have infrastructure with necessary facilities viz stabling lines, scheduled inspection lines, workshop for overhaul, unscheduled maintenance including major repairs, wheel profiling, heavy interior/under frame/roof cleaning etc. for the rolling stock operational on the corridors as well as maintenance facilities for Civil – track, buildings, water supply; Electrical – traction, E&M; Signalling & Telecomm. Automatic Fare Collection etc.




0.11 POWER SUPPLY SYSTEM

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

Train operation with 3 car rakes with carrying capacity of 766 passengers (standing @ 6 passengers/ m²).

Peak period headway of 144 seconds for BHU to BHEL corridor and 192 seconds headway for Beniabagh to Sarnath corridor.

Specific energy consumption of rolling stock – 75 KWh / 1000 GTKM At grade/ Elev. station load – initially 200kW, ultimate design 300 kW Underground station load – initially 1500kW, ultimate design 1800 kW Depot auxiliary load – initially 1500kW, ultimate design 2000 KW Regeneration @20% Power factor of load – 0.9 Transmission losses @ 5%

Keeping in view the above norms, the projected power requirement for the different horizon years is summarized in Table 0.30.

TABLE 0.30: POWER DEMAND ESTIMATION (MVA)

Corridor BHU to BHEL Benaibagh to Sarnath

Year 2021 2031 2041 2051 2021 2031 2041 2051

Traction 7.45 9.25 11.90 14.42 2.47 3.45 3.95 4.69

Auxiliary 25.43 27.31 29.19 31.03 12.72 13.62 14.51 15.40

Total 32.88 36.56 41.09 45.45 15.18 17.07 18.46 20.09

0.11.1 Sources of Power Supply

Varanasi City has 220kV, 132kV, 33kV power transmission and distribution network to cater to various types of demand in the vicinity of the proposed corridor. Keeping in view of the reliability requirements and considering the complete length of corridors, it is proposed to avail power supply at 132 kV from M/s UPPTCL Grid sub‐stations to




Receiving sub stations of the corridor at three locations. Sources of power supply as confirmed during discussions by M/s UPPTCL are given at Table 0.31.

TABLE 0.31: POWER SUPPLY SOURCES

Grid sub‐station (with Input voltage)

Location of RSS of Metro Authority

Approx. distance from GSS

Harahua GSS BHEL RSS (132/33 kV) 5 km

BHU GSS BHU RSS (132/33 kV) 6 km

Sarnath GSS Sarnath RSS (132/33 kV) 5 km

0.11.2 Auxiliary supply arrangements AND STANDBY POWER SUPPLY

Auxiliary sub‐stations (ASS) are envisaged to be provided at each station for stepping down 33kV supply to 415V for auxiliary applications. The ASS will be located at mezzanine or platform level inside a room. The demand of power at each elevated station is expected to be about 200 kW in the initial years and is likely to reach 300 kW in the horizon year. Similarly, for the underground stations, the auxiliary load requirements have been assessed at 1500 kW for underground station which is likely to increase to 1800 kW in the horizon year.

Each elevated station shall be provided with an Auxiliary Substation with two 33kV/415V, 3‐phase, 500 kVA dry type cast resin transformers and the associated HT & LT switchgear. Two transformers (33kV/415V, 3‐phase) of 2000 kVA at each underground ASS for the underground stations are proposed to be installed (one transformer as standby).

Apart from stations, separate ASS is required at each depot with 2x2000 kVA auxiliary transformers to cater to depot cum workshop load.

In addition, it is proposed to provide standby DG set of 180 kVA at all elevated stations and 2 x 1000 kVA capacity at underground stations to cater to all emergency loads.

0.12 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

0.12.1 Environmental impact assessment (EIA)

The EIA provides a description of the direct and indirect environmental effects associated with the proposed metro corridors during various phases of project cycle.




Baseline data has been collected from primary and secondary sources. Both negative and positive impacts have been identified and appraised.

The negative impacts due to location of the proposed metro corridors include: Project Affected People (PAPs), Change of Land use, Loss of trees/forest and Utility/Drainage Problems. The impacts due to construction include: Soil erosion, pollution (water, air & noise) and health risk at construction site, Traffic diversion and risk to existing buildings, excavated soil disposal problems, dust generation, impact due to labour camp, increased water demand, impact due to supply of construction material. Anticipated Impacts due to operation are: noise pollution, water supply and sanitation at stations, traffic congestion issues and impact due to depots.

A lot of positive impacts are anticipated which include employment opportunities, benefits to economy; quick service and safety; reduced fuel consumption and reduction in air Pollution.

Mitigation measures and management plan for Compensatory Afforestation, Construction Material, Labour Camp, Energy Management, Hazardous Waste, Housekeeping, Air Pollution Control, Noise and vibration Control, Traffic Diversion/Management, Soil Erosion Control, Muck Disposal, Draining of Water from Tunnel, Water Supply, Sanitation and Solid Waste, Rain water harvesting, Construction Waste, Depot are suggested and cost of various environmental management plans, and environmental monitoring (both during construction and operation) have been worked out.

0.12.2 Social impact assessment (SIA)

The objective of Social Impact Assessment is to identify social impacts on the basis of sample socio‐economic survey and to prepare a preliminary Resettlement Action Plan (RAP). The SIA which includes RAP has been prepared in Right to Fair Compensation and Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013 and Resettlement Policy Framework of Lucknow Metro Rail Corporation. The base line data have been collected from secondary sources such as the Census and the Statistical Hand Book and primary data have been collected through household survey conducted by RITES Social team during October‐November 2015.

The project will require acquisition of 36.69 ha of land for construction of different components. Out of the total land, 7.41 ha is government land and 29.28 ha is private land. Out of the total government land, 2.31 ha is for permanent use and 16.78 ha is identified for temporary use.

Total 102 structures will be affected out of which 18 are residential, 51 commercial 24 are common properties like public toilets, gardens, educational institutions, water




tank, pond, bus stops etc. There are 69 affected families consisting 345 persons. Out of the total families, 43.5% PAFs are titleholders and 56.5% are non‐titleholders. About 19 other structures are likely to be affected which consist of nine religious structures, seven public toilets, two water tanks and one educational institution.

The socio‐economic survey results indicate that sex ratio is 819 female per 1000 males. Majority of the surveyed families are Hindu and remaining 4% are Muslim. Majority of families speak Hindi as mother tongue followed by people who speak Hindi. Majority of surveyed family members are married. Majority of families are found as joint. Majority of them have studied up to high school. Average family income is Rs. 10079 /‐ per month and expenditure is Rs. 10000/‐. Majority of surveyed persons are engaged in business.

Compensation for land acquisition, resettlement and rehabilitation shall be considered as per Right to Fair Compensation and Transparency in land acquisition, Rehabilitation and Resettlement Act, 2013(RTFCTLARR Act), Resettlement Policy Framework of Lucknow Metro Rail Corporation and multi/bilateral funding agencies guidelines for environmental and social consideration. A Project Resettlement Policy has been prepared based on RTFCTLARR Act and Resettlement Policy Framework of Lucknow Metro Rail Corporation.

A Special Purpose Vehicle (SPV) shall be set up by the Government of Uttar Pradesh (GoUP) for implementation of the proposed metro rail project. The SPV will be headed by the Chairman cum Managing Director (CMD) will be the in charge of the overall project activities and will facilitate land acquisition, capacity building and implementation of RAP. The SPV will be responsible for coordinating with other concerned government departments, NGO, and R&R Supervision Consultant for land acquisition, planning and implementation of RAP which will include the disbursement of compensation, assistance, shifting and relocation of affected people. The period for implementation of RAP has been taken as approx. two and half years. The cost for implementation of Resettlement and Rehabilitation Plan is Rs.4.158 crore.

0.13 COST ESTIMATES AND FINANCIALS

0.13.1 Capital Cost The cost estimate has been prepared covering civil, electrical, signaling and telecommunications works, rolling stock, environmental protection, rehabilitation, etc. at January 2016 price level. In order to arrive at realistic cost of various items, costs have been assessed on the basis of recently awarded rates of Lucknow Metro, DPR of Nagpur Metro, DPR of DMRC Ph‐IV,




Lucknow Metro and other various Metros and suitable escalation factor has been applied to bring these costs to Jan’ 2016 price level. Base capital project cost at January’ 2016 price level for Corridor‐1 works out to be Rs. 6676 Croreexcluding land cost and Rs. 7836 Crore including insurance, contingencies and land. For Corridor‐2, it works out to be Rs. 3201 Crore excluding land cost and Rs. 3585 Crore including insurance, contingencies and land. The project cost including central and state taxes is estimated at Rs. 8993 Crore and Rs. 4140 Crore for Corridor‐1 and Corridor‐2 respectively. The abstract of capital cost estimate of Corridor‐1 & 2 is given in Table 0.32.

TABLE 0.32: ABSTRACT OF COST ESTIMATE

S. No. Item Corridor‐1 Corridor‐2

Amount (Rs. in Crore)

Amount (Rs. in Crore)

1 Land 438.47 36.99

2 Alignment and Formation 1950.92 960.11

3 Station Buildings incl. Civil works, EM works, ECS, TVS, Lift, escalators & Architectural Finishes etc

2409.98 1295.42

4 Depot including civil, EM, Machinery & plants, general works

218.31 0.00

5 P‐Way for main line, depot and depot connectivity 199.19 80.46

6 Traction & power supply 750V DC 439.43 181.08

7 Signalling and Telecom. Incl. AFC, Platform screen doors, CCHS etc.

392.74 195.24

8 Rolling Stock 684.18 325.80

9 R & R incl. Hutments etc. 8.99 2.95

10

Misc. Utilities, road works, Topographic Surveys, Geotechnical Investigation, Barricading, Tree Cutting and replanting, other civil works such as signage's, Environmental protection and traffic management

143.00 73.05

11 Capital Expenditure on Security including civil and EM works

5.61 2.97

12 Staff Quarters and OCC Building and green building concept (Cost of OCC building is included in corridor‐1 only)

92.83 21.63

13 Capital Expenditure on Inter modal integration including Footpath for pedestrians, Feeder Buses and Bicycles @2% of Total Cost excluding Land

130.90 62.77

14 Total of all items except Land 6676.08 3201.49

15

General Charges incl. Design charges, including Metro Bhawan, (Civil+EM works) @ 7% on all items except land. (Metro Bhawan is charged to coridor‐1 only and it will cater to both the corridors)

467.33 224.10




16 Total of all items including G. Charges 7143.41 3425.59

17 Contingencies @ 3 % on all items except land 214.30 102.77

Gross Total including Contingencies (excluding Land Cost) 7357.71 3528.36

Gross Total including Contingencies (including Land Cost) 7796.18 3565.35

Insurance 0.6% of Capital cost excluding land 40.06 19.21

Gross Total including Insurance, Contingencies and Land 7836.00 3585.00

Taxes & Duties 1157.00 555.00

Gross Total including Taxes & Duties 8993.00 4140.00

0.13.2 O&M Estimate The total O&M cost in the year 2023, 2031 and 2041 is estimated at Rs. 385 Crore, Rs. 713 Crore and Rs. 1621 Crore respectively.

0.13.3 Economic Analysis The economic appraisal has been carried out within the broad framework of Social Cost Benefit Analysis Technique. It is based on the incremental costs and benefits and involves comparison of project costs and benefits in economic terms under the “with” and “without” project scenario. The EIRR in economic terms works out to 14.95%. Sensitivity analysis of the EIRR with 10% cost overrun and 10% reduction in traffic materialization (separately) has been carried out. The EIRRs under these scenarios are given in Table 0.33.

TABLE 0.33: EIRR – SENSITIVITY ANALYSIS

Sensitivity Parameter EIRR (%)

Basic EIRR 14.95 With increase in cost by 10% 14.14 With reduction in traffic materialization by 10% 14.20 With 10% reduction in traffic and increase in cost by 10% 13.42 With increase in cost by 20% 13.43

0.13.4 Financial Analysis The Construction cost of the metro corridors at Jan’ 2016 prices is estimated at Rs. 10946 Crore. The cost of land is estimated at Rs. 475 Crore including Rs. 440 Crore for private land and the cost of government land has been estimated at Rs 35 Crore. The total cost of project including land cost is estimated at Rs. 11,421 Crore. The Central and State taxes and duties (Customs, Excise and VAT) amount to Rs. 1712 Crore. The capital cost components at Jan '16 prices are given in Table 0.34.




TABLE 0.34: CAPITAL COST (RS. IN CRORE)

Cost Component Corridor I Corridor II Total Construction Cost Including land 7836 3585 11421 Land Cost 438 37 475

Private land 418 22 440

Govt land 20 15 35

Construction Cost excluding land 7398 3548 10946

Taxes 1157 555 1712 Central Taxes 950 455 1405

State Taxes 207 100 307

Total Cost with Land & Taxes 8993 4140 13133

Total Cost with Central Taxes only 8786 4040 12826

With escalation factor of 7.5 % p.a., the Completion Cost of the project including land is estimated to be Rs. 15,743 Crore and with central taxes it is estimated at Rs 17,702 Crore.The land cost has not been escalated since land acquisition would be completed in the initial two years. The base case FIRR of the project is ‐0.32%. As per MOUD circular no K‐14011/1/2007‐UT‐IV dated 30th August 2013, FIRR of about 8% is required for an Urban Mass Transit project to be feasible. Property development has been proposed to improve the financial viability of the project. Possibility of property development along the MRTS corridors was explored with city authorities. Total 5 locations with plot area of 3.4 hectares have been identified along the corridors. Moreover, property development over MRTS depot (on 12 hectares out of total of 15 Hectares of land) has also been assumed. A total of 4.97 Lakh Sq meters of space has been identified for property development. Revenue generation from property development has been assessed based on UP government guidelines issued vide letter no 03/8‐3‐15‐198 vividh/14 dated 4th March'2015 for development along the transit corridors. The project FIRR with and without property development is presented in Table 0.35.

TABLE 0.35: PROJECT FIRR

Description FIRR

Base Case ‐0.32%

With identified agreed / Property development 1.94%

To make the project viable as per MOUD norms of project FIRR of more than 8%, additional PD of 35 lakh sqmts (about 75 Ha land) would be required to bring the project FIRR at 8.12%.

The issue of availability of government land required to increase project FIRR was discussed with city authorities and it was communicated that Varanasi being a old city, the government land of this magnitude is not available.




Varanasi is a heritage city and attracts lot of international tourist throughout the year. Considering the importance of the city, the provision of the good infrastructure becomes the responsibility of both the state and central governments. To further improve project FIRR, it�

000 executive sumary- varanasivdavns.com/pdf/metro/000-executive-sumary-varanasi.pdf · 2019. 2....

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