THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT Client

THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECTPHASE-I

TECHNOCITY-KARAMANA

DETAILED PROJECT REPORT

Client : GOVERNMENT OF KERALA

Prepared by:

DELHI METRO RAIL CORPORATION LTD.OCTOBER 2014

THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECTPHASE-I

TECHNOCITY-KARAMANA

DETAILED PROJECT REPORT

Client : GOVERNMENT OF KERALA

Prepared by:

DELHI METRO RAIL CORPORATION LTD.OCTOBER 2014

ContentsPage No

Salient Features 1-4Executive Summary 1-30

Chapter 1 Introduction 1-12Chapter 2 Traffic Study and Projections 1-20Chapter 3 Civil Engineering 1-64Chapter 4 Train Operation Plan and Maintenance

Depot 1-40Chapter 5 Signalling and Train control 1-12Chapter 6 Traction System and Power Supply

Arrangements 1-23Chapter 7 Ticketing 1-7Chapter 8 Environmental Impact Assessment 1-23Chapter 9 Multi Modal Traffic Integration at

Light Metro Stations 1-6Chapter 10 Friendly Features for Differently

Abled 1-23Chapter 11 Security Measures for a Light Metro

System 1-4Chapter 12 Disaster Management Measures 1-6Chapter 13 Cost Estimate 1-7Chapter 14 Financial Viability, Fare Structure &

Financing Options 1-16Chapter 15 Economical Appraisal 1-10Chapter 16 Implementation 1-9Chapter 17 Recommendations and Way forward 1-5

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SALIENT FEATURES

DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT – OCT 2014 0/2

conveniently located on either side outside the right of way and the two sides will be connected through a passage below the viaduct. Platforms will be 82 metres in length to accommodate 4 coaches of 18 metre length.

9.0 TRAFFIC FORECAST :

Horizon

Year Peak Hour Boarding

Daily Ridership

Average Trip Length

2015 27,067 27,0670 7.09

2018 29,361 29,3610 7.21

2021 32,324 32,3240 7.35

2031 36,735 36,7350 7.77

2041 41,720 41,7200 8.13

10.0 SYSTEM DESIGN :

(a) Station Dwell time 30 seconds

(b) Train Set : 3 cars initially and 4 cars finally

(c) Average commercial speed 36.0 Kmph

(d) Max. Speed 80 Kmph

11.0 TRACTION :

Voltage 750 V DC

Power Supply source

Two independent receiving Grid Substations of KSEB.

SCADA system Provided

Method of supply Through third rail.

SALIENT FEATURES


12.0 ROLLING STOCK

a. General 18.0m long, 2.7m wide modern rolling stock with ring bolster bogies and aluminium or stainless steel body - 3 coaches per train to start with and 4 coaches finally

b. Axle load 13.0 t

c. Capacity of 3 coach unit 600 passengers with 6 persons/sqm. 750 passengers with 8 persons/sqm.

d. Class of accommodation One

f. Emergency evacuation Through front door.

g. No. of doors Three on each side 1.5m width.

h. Rake requirement in 2019 in 2021

22 nos of 3 coaches each. 25 nos of 3 coaches each

* The above are indicative 13.0 MAINTENANCE

FACILITIES : Maintenance Depot near Technocity Station on

an area of about 8.10 hectares.

14.0 SIGNALLING, TELECOMMUNICATION & TRAIN CONTROL:

a) Type of Signalling : Communication Based Train Control (CBTC) with cab Signalling and ATO.

b) Telecommunication : Integrated System with Fibre Optic Cable, SCADA, Train Radio, PA system etc.

c) Operation & Control Centre : In the Car Depot at Pallipuram

15.0 FARE COLLECTION : Automatic Fare Collection System with combination

of Contactless Smart Card for multiple journeys and Contactless Smart Token for single Journey.

SALIENT FEATURES


16.0 LAND REQUIREMENT Government : 8.92 hectares Private : 3.04 hectares Total : 11.96 hectares 17.0 ESTIMATED COST (September 2014 prices) :

Particulars Estimated Cost (excluding IDC)

Without Taxes 3024.00

With Central Taxes 3453.00

Average cost per Km INR 158.24 crores

18.0 COMPLETION COST WITH CENTRAL : ` 4219 Crores TAXES ONLY (by the year 2020) 19.0 FINANCIAL INDICES (a) FIRR : 2.07 % without property development : 8.09 % with property development (b) EIRR : 17.99 % 20.0 ESTIMATED COMPLETION : 5 years PERIOD

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Executive SummaryExecutive SummaryExecutive Summary

EXECUTIVE SUMMARY

DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT - OCT 2014 0/1

Executive Summary

0.1 BACKGROUND

Thiruvananthapuram, the capital of Kerala State does not have any publictransport system other than Bus services. Due to high land cost and extremereluctance of the public to part with their lands, widening of roads toaccommodate Mass Transit System is almost unthinkable. Therefore, introducinga Bus Rapid Transport System is out of question. For the same reason TramLines at road level sharing the right of way is also not suitable. Therefore, anelevated or underground guided public transport system is unavoidable. TheKerala Government had originally decided to introduce a Monorail system forThiruvananthapuram City. A DPR for the Monorail system was prepared byDMRC and submitted to the Government in December 2012. Kerala Governmentaccepted the DPR and engaged DMRC as General Consultant to execute theProject in June 2013. Based on global competitive bidding the offer received forthe Monorail system was more than double the estimated cost of the Project.Considering the fact that Monorail technology has not been fully established inthe country with the requisite safety and reliability standards and considering theenormous high cost of the Monorail, Kerala Government decided to drop theMonorail Project. Instead a fully elevated Light Metro Rail system with steelwheels on steel rails and rolling stock of smaller dimensions is now proposed forthe city. The Metro technology is already available in the country and thereforeimplementation of a Light Metro Rail at a comparatively lower cost level ispossible. An elevated Light Metro with a narrow deck width of up to 7m can befitted in within the available right of way of road. The main advantage of the LightMetro System is that it can negotiate very sharp curves and steep gradients. Themoving dimensions for the Light Metro Trains will not need extensive widening ofthe Roads and hence large scale demolitions can be avoided. Kerala MonorailCorporation Limited (KMCL) requested DMRC to prepare a DPR for the LightMetro System for Thiruvananthapuram as decided in its Board Meeting on

EXECUTIVE SUMMARY


Executive Summary

0.1 BACKGROUND


EXECUTIVE SUMMARY


Executive Summary

0.1 BACKGROUND


EXECUTIVE SUMMARY


28.08.2014. The Phase-I of the Light Metro covers 21.821 Kms with 19 stations,from Technocity to Karamana.

0.2 ABOUT THE CITY

Thiruvananthapuram, earlier known as Trivandrum under the British rule, becamecapital of the erstwhile Travancore Kingdom, in 1795, when the then Raja ofThiruvithamcore (anglicized as Travancore) shifted his capital fromPadmanabhapuram (presently in Tamil Nadu) to this city. The Travancoredynasty had a chequered and colourful history and were known to be veryprogressive and enlightened rulers. The city is named “Thiru-Anantha-Puram”after the sacred mythological serpent, “Anantha”, on whose coil the mythologicalLord Vishnu reclines in the cosmic (milky) ocean. The city is home to the mostfamous Padmanabha Swamy temple, now reckoned as the richest temple in theworld, housing a number of underground cellars full with gold and silver bricks,ornaments, artifacts, coins, etc., the total value of which is even now non-estimated. A huge idol of Lord Vishnu, Anandapadmanabha, measuring 18 feetin a reclining pose adorns the Sanctum Sanctorum of this temple, and is thepresiding deity of the Travancore dynasty.

0.3 GEOGRAPHICAL DETAILS

Thiruvananthapuram is located at approximately 8.280 N Latitude and 76.550 Elongitude. To the west of the city is the placid and majestic Arabian Sea with ashore line of about 10 Km in length, having an average elevation of about 1.0mabove mean Sea level and rising to about 15m level at city’s eastern edge. Thusthe land is undulating from the sandy coastal belt to the lateritic midland withenchanting green cover. General drainage of the city empties to theAmayizhanchan Thodu which leads to the Arabian Sea.

0.4 TRANSPORTATION SYSTEM IN THE CITY

The National Highway 66 (old NH 47) runs through the city in the north southdirection leading to Kaniyakumari and has a total length of 80.00 Km in theDistrict. The other major roads in the city are the Main Central Road to Angamalyand State road to Shengotta in Tamil Nadu presently upgraded as NationalHighway. The National Highway Bypass, bypasses the busy narrow roads of cityat the outskirts of the city, running in the north south direction, for a length of 20Km. Thus, it is seen that a number of important highways pass through the cityand heavy congestion is caused on the city roads.

EXECUTIVE SUMMARY


Bus Service : The entire district is extensively covered by the operation of buses,private and public owned. The Government owned Kerala State Road TransportCorporation (KSRTC) has bus stations and garages at East Fort, Thampanoor,Vikas Bhavan, Peroorkada and Pappanamkode. The number of bus schedulesper day is on an average 500 and the total route length is 89064 Km. The totalnumber of vehicles registered in the district is 513824. There are 31615 goodsvehicles, 8338 taxi cars, 139812 private cars, 302799 two wheelers, 25247 ThreeWheelers, and 6013 buses. Of the above, in each category nearly 80% ofvehicles operate within the city.

The roads in the city are narrow with only 15 Km of 4 lane roads and arecongested all the time. The average city speed during peak hour is only about 20Km/hr. All the city buses are also over crowded especially during peak hours.The Thiruvananthapuram Central railway station is the largest in the district with 5platforms and handles more than 70,000 passengers a day. More than 100passenger trains and 30 goods trains pass through the station daily. The HighSpeed Railway line from Thiruvananthapuram to Kasargod now underconsideration by the Kerala State Government will have a Railway Terminal onthe NH Bypass.

The International Airport of Thiruvananthapuram is situated about 5 km from thecity and has several flights daily to all places in the Gulf like, Dubai, Abu Dhabi,Sharjah, Singapore, Muscat, Qatar and many domestic flights to major cities inIndia.

0.5 NEED FOR A PUBLIC TRANSPORT SYSTEM

Thiruvananthapuram is the 2nd largest city of Kerala, next only to Kochi. A 25Kms long rail based Metro system is now under implementation in Kochi.Thiruvananthapuram Corporation has an area of 214.86 sq.km and a populationof more than 9.6 lakhs as per 2011 census. The population within the urbancoverage is 14.5 lakhs. Being the Capital City of the State, there is huge influx offloating population to this city during working days. The traffic study conductedby M/s. NATPAC has estimated that the peak hour peak direction traffic along thebusy National Highway corridor of the city is presently about 7000 which is likelyto go up to 16,000 in the horizon year 2041.

DMRC has relied upon the traffic studies and topographic surveys alreadyconducted and later updated in Sept 2014 by M/s. NATPAC in preparing thisDPR. No fresh topo surveys have been carried out except for the Depot land,station locations, longitudinal levels for the entire length, surveys necessary forprovision of flyovers at 5 junctions viz. Kazhakoottam, Sreekaryam, Ulloor,Pattom and Plamoodu. While drawing up this DPR, DMRC has envisaged a

EXECUTIVE SUMMARY


junction at Thampanoor for a future extension of the line to Karakulam. Similarlya junction at Kesavadasapuram to provide for a future extension to Venjaramoodalong the MC Road has also been envisaged.

0.6 TRAFFIC PROJECTIONS

After reviewing the NATPAC report of traffic projection on the proposed LightMetro corridor from Pallipuram to Neyyattinkara, Government of Kerala havedecided to take up the first phase of Light Metro Rail from Technocity toKaramana, a distance of 21.821 Km. Summary output of ridership on this sectionis shown in table 2.10

Table 2.10: Summary of Ridership on the Partial Light Metro Line.

Horizon Year Peak Hour Boarding Daily Ridership Average

Trip Length2015 27,067 27,0670 7.09

2018 29,361 29,3610 7.21

2021 32,324 32,3240 7.35

2031 36,735 36,7350 7.77

2041 41,720 41,7200 8.13

0.7 DESCRIPTION OF THE ALIGNMENT

0.7.1 Thiruvananthapuram is fast emerging as the 3rd most important IT centre in thecountry, next only to Bangalore and Hyderabad. A Techno Park, covering600,000 m2 of built up area is already bustling with activity at Kazhakoottamlocated between old NH 47 (now NH 66) and the new NH Bypass. Due tolimitation of space, Kerala Government has now decided to set up a newTechnocity itself at Pallipuram, about 6 Kms north of Kazhakoottam on theNational highway for which a huge area of 451 acres have been acquired, and aCompany registered under the name Kerala State Information TechnologyInfrastructure Limited to promote the city and to provide infrastructure facilities tothe IT companies moving into the Technocity. Already big companies such asInfosys, TCS, Wipro, etc have taken large areas of land and their buildings arecoming up. A hospital complex of KIMS has also come up in the area. TheTechnocity is expected to have a total working population of a hundred thousandprofessionals and to meet the public transport needs of this area; one end of theLight Metro corridor has been kept at Technocity. Bordering the Technocity is

EXECUTIVE SUMMARY


also the huge CRPF complex. Government land adjoining the CRPF complexmeasuring about 20 acres on the northern side of the NH 66 is proposed to betaken over to serve as the Depot complex for the Light Metro.

0.7.2 Index Plan is given as Figure 3.1. Technocity station is located on the NH 66 (oldNH 47) near the CRPF camp at Pallipuram with 0.00 chainage – Presently it is aterminal station but provision has been kept for extending the Light Metro furthertowards the north along NH 66 to serve future developments of the Technocity.The Depot connection also takes off from the northern end of this station.

0.7.3 The Light Metro alignment follows the central line of NH 66 right upKazhakoottam junction and stations Pallipuram (Km 0.688), Kaniyapuram (Km1.673), Kazhakoottam (Km 3.063) and Kazhakoottam junction (Km 4.182) are allsituated on the NH. Presently there is no defined median for this stretch of NH66 but there are proposals for widening the NH as a 4 lane road. The 4 laneproposals are yet to be firmed up and while doing so NH authorities will berequested to provide a median of 3 meters between carriage ways which willfacilitate locating the Light Metro pillars and positioning the stations.

0.7.4 At Kazhakoottam junction, NH is likely to propose a fly over. The Light Metroalignment is therefore taken to the left side to accommodate the future fly over.From Kazhakoottam junction the Light Metro turns towards Kariyavattom alongthe old NH 47. Kariyavattom station is located at Km 5.865. This station willconveniently serve the University campus, Kerala Highway Research Institute,BSNL office, Technopark and the upcoming National stadium. The alignmentcontinues along NH 47 with stations at Gurumandiram located at Km 6.903,Pangapara at Km 8.274 and Sreekaryam at Km 10.003. Sreekaryam junction isalready heavily congested and therefore a fly over at this junction is unavoidablein the future. The Light Metro has been so aligned as to accommodate a twolane fly over at this junction.

0.7.5 From Sreekaryam, the alignment continues along old NH 47 and the next stationPongumoodu is located at Km 11.489. The next station Ulloor at Km 12.709 isjust short of Ulloor junction. Ulloor is a three way junction heavily congestedgiving access to Medical College. The Light Metro alignment has been sopositioned as to allow a single lane one way fly over along NH 47, at this junction.

0.7.6 The alignment continues along NH 47 and Kesavadaspuram station is locatedbeyond the junction at Km 14.296. The station has been located and designedin such a way that it can be made a junction station if a Light Metro is planned onthe M.C. Road in future towards Venjaramood side.

EXECUTIVE SUMMARY


0.7.7 The stretch of NH 47, from Kazhakoottam junction to Kesavadaspuram is narrowwith an average right of way of only 10 metres. There are many sharp curves andsteep gradients on this section. There is a proposal to widen this portion of theroad to have an ROW of 23 metres and the work of preparation of the DPR isentrusted to M/s. NATPAC. M/s. NATPAC has been requested to provide amedian width of 2.50 to 3.0 metres in their widening proposals, to enablecolumns of the Light Metro to be located on this median. M/s. NATPAC has alsobeen requested to provide for future flyovers at Sreekaryam and Ulloor whilefinalizing the DPR and the additional land to be acquired to be processed rightnow to accommodate these flyovers. For this purpose tentative fly over GeneralArrangement Plans have already been supplied to M/s. NATPAC.

0.7.8 From Kesavadaspuram, the alignment continues along old NH 47 with Pattomstation located at Km 15.115 and Plamoodu station at Km 15.833. BetweenPlamoodu and Palayam junction the roads are one way and the Light Metroalignment has been taken along the PMG road. The widenining of this 300mstretch of the road is to be taken up on priority before starting the works of theproposed light metro. Palayam station is located at Km 16.993. At Palayamjunction the alignment turns right on to the Secretariat road following the medianand the Secretariat station is located at Km 18.319. It was a conscious decisionnot to locate the Secretariat station right in front of the Secretariat buildings, toensure that the appearance of this heritage building is not blocked by the LightMetro station building.

0.7.9 From Secretariat station the alignment follows NH 47 and at Overbridge junctionturns to the left towards Thampanoor. Thampanoor station is located at Km19.444 adjoining the KSRTC bus terminal and Thiruvananthapuram CentralRailway station. Thampanoor station has been planned to be a junction stationfor a future Light Metro alignment along Manorama Road towards Karakulam.Again Thampanoor station has been located in such a way that it does not blockarchitectural appearance of the Thiruvananthapuram Central Railway stationbuilding which is a heritage structure.

0.7.10 From Thampanoor the alignment is taken on the right hand side of the Thycaudfly over and on the left side of the Railway yard, which it will cross at railway Km221/6-8 and follow the alignment of the NH and reach Killipalam station at Km20.527 located near Killipalam junction opposite to Government Model HigherSecondary School for Boys. Thereafter the alignment turns along the NH andcontinues along the median of the road up to Karamana station located at Km21.821.

EXECUTIVE SUMMARY


Figure 3.1

0.7.11 By shifting the terminal station from Thampanoor to Karamana, the terminalpassenger load has been shifted from the heavily congested ThiruvanthapuramCentral Railway station area. At Karamana, provision has been kept to extend theline further towards Neyyatinkara. Parking facilities for buses coming from

EXECUTIVE SUMMARY


Neyyatinkara area will be provided near to this station to facilitate Road - LightMetro integration. Being the terminal station under Phase I of the project,adequate facilities should be developed at this station to handle the bus traffic.

Since the Kesavadasapuram-Karamana reach (R3 reach) also is proposed forcommissioning along with the Technocity-Karyavattom reach (R1 reach), and theKaryavattom-Kesavadasapuram reach will be commissioned only later,temporary pitline facilities have been planned at Karamana, beyond the stationtowards Neyyattinkara side for attention to the rakes in Kesavadasapuram-Karamana section till such time the middle reach R2 is commissioned.

0.8 STATION LOCATIONS

The first phase of the Thiruvananthapuram Light Metro Project covers a distanceof 21.821 Kms with 19 stations, starting from Technocity to Karamana. Thechainage will be reckoned from Centre line of Technocity Station which has beenassigned the chainage value of 0.0. The entire stretch is elevated, carried onsingle pillars generally located along the median of the road. The locations of thestations and their chainages are given in the Table 3.4.

Table 3.4Thiruvananthapuram Light Metro Rail - Station Locations

S.No Station Name Chainage(m) Inter station

Distance(m)m

0 DEAD END -428.01 TECHNOCITY 0.02 PALLIPURAM 687.8 687.83 KANIYAPURAM 1672.7 984.94 KAZHAKOOTTAM 3062.7 1390.05 KAZHAKOOTTAM JUNCTION 4181.9 1119.26 KARYAVATTOM 5864.9 1683.07 GURUMANDIRAM 6903.2 1038.38 PANGAPARA 8274.0 1370.89 SREEKARYAM 10002.6 1728.6

10 PONGUMOODU 11488.5 1485.911 ULLOOR 12709.5 1221.012 KESAVADASAPURAM 14296.4 1586.913 PATTOM 15114.7 818.314 PLAMOODU 15833.1 718.415 PALAYAM 16993.0 1159.916 SECRETARIAT 18284.5 1291.517 THAMPANOOR 19443.9 1159.418 KILLIPALAM 20527.1 1083.219 KARAMANA 21821.3 1294.2

END OF TRACK 22109.3

EXECUTIVE SUMMARY


0.9 HORIZONTAL ALIGNMENT

The minimum radius of horizontal curves has been limited to 90m. In exceptional

cases, it is further reduced to 60m.

0.10 VERTICAL ALIGNMENT

Any part of the viaduct carrying the tracks will have a vertical clearance of

minimum 5.5m above road level. For meeting this requirement with the box

shaped prestressed concrete girders, the rail level will be about 9.0m above the

road level. However, at stations which are located above central median, the rail

level will be about 10.40m above the road level. These levels will, however, vary

marginally depending upon where the stations are located.

Gradients

Normally the stations (length covered by the platforms) shall be on level. In

limiting cases, station may be on a grade of 0.1%. Between stations, the grades

shall not be steeper than 4.0%.

Generally stations are kept on a summit with a falling and rising gradient of 1%

on the approaches. Maximum grade for depot connection shall be 6%. Maximum

gradient for depot tracks shall be 0.1%. There shall be no change of grade over

points & crossings.

0.11 MAXIMUM SPEED

The maximum sectional speed will be 80 Kmph. A higher sectional speed is not

attempted when inter-station distances are so short. The design commercial

speed including station stoppages is 36 Kmph.

0.12 VIADUCT STRUCTURE

0.12.1 Choice of Superstructure

Keeping in view the ease of construction, aesthetics and maximum

standardization of form-work, segmental pre-cast box construction is adopted for

the viaduct with a deck width of 7.0m. Standard spans of 30m on the straight and

25 or 20m spans on curves are proposed.

EXECUTIVE SUMMARY


0.12.2 Sub-structure

Piers are founded on piles, generally 4 per location. Where soft or hard rock is

met at shallow depth, open foundation is proposed.

0.12.3 TrackOn the viaduct, ballastless track with UIC-54 Kg rails will be adopted. Depot

tracks will be ballasted with 52 Kg T-18 rails on PSC sleepers.

0.12.4 Land requirements:

A total of 11.96 Hectares of land will be needed for the project out of which 8.90

Hectares are Government lands, and 3.04 hectares is private land. Private land

costs have been assessed on present market rates and Government lands are

expected to be made available free.

0.13 CONSTRUCTION OF STATIONS

0.13.1 All stations will be single level except Thampanoor and Kesavadasapuram.

Stations located on the road will be carried on single pillars with the platforms

supported on cantilevers. All station amenities such as Technical rooms,

escalators, staircases, lifts etc. and passenger facilities will be provided outside

the right of way of the road in separate station buildings. A passage way

connecting the station buildings on either side will be provided outside the paid

area for passengers to cross from one side to the other side platform. The same

passage in the unpaid area can be used by the general public to cross the road

so that road crossings at station locations can be totally avoided. Typical station

lay outs along with cross section are shown in Annexure 3-i to 3-iii. At

Thampanoor and Kesavadasapuram, two level stations supported on single

columns have been proposed. All stations are designed with 82m long platforms

to accommodate 4 coach trains.

0.14 SALIENT FEATURES OF THE PROPOSED ROLLING STOCK

0.14.1 Since sharp curves upto 60m radius and gradients of 6% are to be negotiated,

specially designed coaches are necessary for this project. Coaches will be with

aluminium body or of stainless steel with front evacuation features. Trains will be

fully vestibuled.

EXECUTIVE SUMMARY


0.14.2 Coach dimensions:

Particulars Length Width Height

Leading Car upto18.00 m upto 2.7 m upto 3.90 m

Intermediate Car upto 18.00 m upto 2.7 m upto 3.90 m

0.14.3 Train setTrains will consist of three coaches to start with, capable of increasing to 4

coaches in future. Whether all axles will be motorised, or a combination of motor

coaches and trailer coaches will be adopted will depend upon the supplier. The

above requirements are indicative.

0.14.4 Passenger Carrying Capacity:

Passenger Carrying Capacity (@ 6 persons per square meter of standee area)

for a 3 car train set (of length up to 54m indicative) will be approx. in the range of

600 and for a 4 car set will be 800. Passenger Carrying Capacity (@ 8 persons

per square meter of standee area) for a 3 car train set (of length up to 54m

indicative) will be approx. in the range of 750 and for a 4 car set will be 1000.

Train set configuration and seating & standing capacity is to be decided with the

train set manufacturer during final design.

0.14.5 Train Operation Plan

The following assumptions have been made in the preparation of Train operation

Plan:

o Running of services for 18 hours per day (5.00 Hrs. to 23.00 Hrs.) with a

station dwell time of 30 seconds.

o Make up time of 5-10% with 8-12% coasting.

o Commercial speed has been considered as 36 Kmph.

o The capacity can be varied by altering the rake composition or the headway.

EXECUTIVE SUMMARY


The Car Depot will be located in an 8.1 Ha plot of land near Technocity Station.

The Administrative Office, OCC and staff quarters will be located in the Depot

area.

0.15 SIGNALLING AND TRAIN CONTROL

The Light Metro carries large number of passengers at close headway requiring a

very high level of safety enforcement and reliability. At the same time heavy

investment in infrastructure and rolling stock necessitates optimization of its

capacity to provide the best services to the public. These requirements of the

Light Metro are planned to be achieved by adopting Communication based Train

Control (CBTC) generally conforming to IEEE 1474 and ATS (Automatic Train

Supervision) Sub-systems.

Signalling and Train Control System will be capable of running trains at

operational headway up to 120 seconds (the design headway of 100 sec). This

will:

Provide high level of safety with trains running at close headway ensuring

continuous safe train separation.

Eliminate incidences of Signal passing at Danger by continuous speed

monitoring and automatic application of brake in case of violation of Maximum

Safe Speed, disregard of signal aspect / Maximum Safe Speed by the Train

Operator.

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 in his cab enabling him to optimize the

speed potential of the track section. It provides signal / speed status in the

cab even in poor visibility conditions.

Increased utilization of rolling stock by increasing line capacity, train speeds

and headway. Hence more trips will be possible with the same number of

rolling stock and civil infrastructure.

Improve maintenance of Signalling and telecommunication equipments by

monitoring system status of trackside and train borne equipments and

enabling preventive maintenance.

EXECUTIVE SUMMARY


Signalling & Train Control system on the line shall be designed to meet the

required headway during peak hours.

0.15.1 Telecommunication

The telecommunication facilities proposed are helpful in meeting the

requirements for:

Providing back bone for the Signalling system for efficient train operation.

Exchange of managerial information

Passenger information system

Crisis management during emergencies

The proposed telecom system will cater to the following requirements:

Train Traffic Control

Maintenance Control

Emergency Control

Station to station dedicated communication

Telephone Exchange

Integrated Passenger Announcement System and Passenger Information and

Display System within the station and from Central Control to each station.

Centralised Clock System

Instant on line Radio Communication between Central Control and Moving

Cars and maintenance personnel.

Data Channels for Signalling, SCADA, Automatic Fare Collection etc.

E&M SCADA and Access Control is not envisaged as part of Telecom

System

0.16 SELECTION OF TRACTION SYSTEM.

Traffic requirements of the Thiruvananthapuram Light Rail Transit System have

been projected in the range of 16,000 PHPDT by the year 2041. The alignment of

proposed corridors is on elevated viaducts. Keeping in view the ultimate traffic

requirements, height restrictions, aesthetics, standardization and other techno-

economic considerations, 750V DC third rail traction system is considered to be the

best trade-off and hence, proposed. The third rail will be provided with suitable

shrouds for safety of passengers as well as maintenance personnel. Since the

EXECUTIVE SUMMARY


route is entirely grade separated, it would not be prone to safety hazards to public

as well.

0.16.1 Power Requirements

Power supply 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 major component of power supply is traction requirements

for elevated sections.

The power requirements of a Metro system are determined by peak-hour

demands of power for traction (the ultimate 4-car operation at the headway of

165-seconds corresponding to 22 trains per hour) and auxiliary applications.

Broad estimation of auxiliary and traction power demand is made based on the

following assumptions:-

(i) Specific energy consumption of rolling stock – 80KWh/1000 GTKM

(ii) Regeneration by rolling stock – 20%.

(iii) Elevated/at –grade station load – initially 300KW, which will increase to 350

KW inclusive of Property Development loads in the year 2041 including future

provisions of Elevators and Escalators.

(iv) Depot auxiliary load 1500KW

Total power for the corridor is 23.3 MVA.

Keeping in view of the train operation plan and demand of auxiliary and traction

power, power requirements projected for the year 2017, 2021, 2031 and 2041 are

summarized in Table 6.1 below :-

Table 6.1 Power Demand Estimation (MVA)

Corridor Year

Technocity to Karamana

2017 2021 2031 2041

Traction 9.6 10.6 11.3 15

Auxiliary 8.3 8.3 8.3 8.3

Total 17.9 18.9 19.6 23.3

EXECUTIVE SUMMARY


0.16.2 Sources of Power Supply

The power supply arrangements had been reviewed in brief with Member

Transmission and Chief Engineer/Transmission South/KSEB at

Thiruvananthapuram on 20.09.2012.

The power supply arrangements from Pothencode 220 KV substation for feeding

the RSS at Technocity had been confirmed by Member Transmission Vide letter

No./M(T&GO)/mono rail/tvm/12-12/2348,dated:-25.09.2012 at annexure– 6.3.

Since the Kesavadasapuram-Karamana reach (R3) also is planned for

commissioning alongwith Technocity-Karyavattom reach (R1), the RSS for reach

R3 has been planned near Karamana. KSEB has agreed in principle for power

supply arrangements for Karamana RSS from Thirumala substation. Thus, power

supply for the Light Metro will be made from the following substations.

1. RSS at C.R.P.F. Depot:-

KSEB has agreed to provide 2 x 110 KV from their 220/110 KV

Pothencode which gets power from 400 KV/220KV Grid Substation of PGCIL.

RSS at 110 KV voltage level will be located within the depot. The 110 KV cable

feeder lengths as per route estimate to be around 4 km. A land piece of 90m X

50m is to be allocated in Depot area.

2. RSS at Karamana:-

A 2x20/25 MVA receiving substation is proposed near Karamana station in a

vacant plot near to the bus terminal. This RSS will feed the section R3 and the

future extension to Neyyattinkara.

Although total requirement of power as per estimate is about 23.3 MVA it is

proposed to plan substation with 20/25 MVA. This will be reviewed during

detailed design stage when rolling stock parameters of energy requirement are

firmed up.

Table 6.2:-Details of Power Supply Receiving Stations.

SL.No Power Supply Source Grid Sub Stations ProposedRSS

1 Near Karamana station To be firmed up with KSEB 2 x 20/25 MVA

2 C.R.P.F. Depot 2 x 110 KV bays at

Pothencode2 x 20/25 MVA

EXECUTIVE SUMMARY


The 110 / 66 KV power supply will be stepped down to 33 KV level at the RSS’s

of Light Rail authority. The 33 KV power will be distributed along the alignment

through 33 KV Ring main cable network for feeding traction and auxiliary loads.

These cables will be laid in dedicated ducts/cable brackets along the viaduct and

tunnel.

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.

Therefore, while the proposed scheme is expected to ensure adequate reliability,

it would cater to emergency situations as well.

0.16.3 Third rail current collection system

0.16.3.1 1500 Volt DC versus 750 Volt DC Third Rail Current Collection System750 Volt and 1500 Volt Third Rail Current Collection system are having almost

similar features except that

Merits of 1500 Volt DC over 750 Volt DC

1500 Volt DC system will have higher throughput, higher level of regeneration

and distance between TSS increases (Required less number of TSS in

comparison to 750V DC system).

Demerits of 1500 Volt DC over 750 Volt DC

Stray current associated with DC traction system increases and higher

insulation level is required. Since the stray current associated with 1500 Volt

DC Third Rail System is higher and higher voltage at ground level is a safety

hazard, it is recommended to go for 750 Volt DC Third Rail Traction System.

0.16.4 Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M)

charges of the Metro System, which constitutes about 30-35% of total annual

working cost. Therefore, it is the key element for the financial viability of the

Project. The annual energy consumption is assessed to be about 55.0 million

units in year 2017, which will be about 77.5 Million Units in the year 2041. 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 Thiruvananthapuram Light Rail should be at

effective rate of purchase price (at 110 / 66 KV voltage level) plus nominal

EXECUTIVE SUMMARY


administrative charges i.e. on a no profit no loss basis. This is expected to be in

the range of ` 4.80 per unit. It is proposed that Government of Kerala takes

necessary steps to fix power tariff for Thiruvananthapuram Light Rail at “No Profit

No Loss” basis. Similar approach has been adopted for Delhi Metro.

0.17 TICKETTING AND FARE COLLECTION

Light Metro Systems handle large number of passengers. Ticket issue and fare

collection play a vital role in the efficient and proper operation of the System. To

achieve this objective, ticketing system shall be simple, easy to use/operate and

maintain, easy on accounting facilities, capable of issuing single/multiple journey

tickets, amenable for quick fare changes and require overall lesser manpower. In

view of above, computer based automatic fare collection system is proposed. For

Multiple Journey, the Store Value Smart Card shall be utilized and for the Single

Journey, the media shall be Contactless Smart Token. AFC system proves to be

cheaper than manual system in long run due to reduced manpower cost for

ticketing staff, reduced maintenance in comparison to paper ticket machines,

overall less cost of recyclable tickets (Smart Card) in comparison to paper tickets

and prevention of leakage of revenue. The AFC equipment shall be provided at

each station at convenient locations and will be connected to a local area network

with a computer in the Station Master's room

0.17.1 Presently the fares applicable to non-AC KSRTC Bus services are a minimum of

` 7/- for the first 5 km and 64 paise per km above the minimum. Since Metro

services are air-conditioned, more comfortable, punctual and reliable, it is logical

to apply a 75% hike on the existing bus fares. Based on this the following fare

structures is proposed for the Light Metro System.

Distance in km.Bus Fare in

2014 (`)

Proposed Metro

Fare in 2019 (`)

Existing Auto

Fare (`)

0-2 7 13 252-4 7 13 454-6 9 18 656-9 10 19 85

9-12 12 23 10512-15 13 26 13515-18 17 33 155>18 20 38 235

EXECUTIVE SUMMARY


It must be noted that the bus fare shown above are the current prices whereas

the proposed Light Metro fares are for the year 2019 and hence it can be seen

that the fare structure recommended above is very reasonable and affordable to

the commuters.

0.18 ENVIRONMENTAL IMPACT ASSESMENT

As per Governmental guidelines, Metro projects do not need environmental

clearance as per Government of India EI notification of 2006. However an

environmental impact assessment study has been carried out. There is no

serious negative environmental impact by undertaking the Light Metro project in

Thiruvananthapuram except displacement of 34families who would be losing their

residences and demolition of 21 shops. They have to be, therefore,

compensated/rehabilitated as per the Governmental policy. Compensatory

afforestation should be undertaken @ 10 trees to be planted for every tree cut. A

workable traffic management plan should be drawn up and put in place in

consultation with Traffic Police during the construction stage to mitigate road

congestion.

Considering the overwhelming advantages of a Light Metro system in the city, it

is recommended to commission the project at the earliest time possible.

Implementation of the project should be taken as an opportunity to improve road

geometry, plant flower beds along the median, beautify station surroundings with

appropriate landscaping, provide pedestrian paths and flyovers at congested

junctions, and improve road lighting and road drainage.

Thus the environmental impact of this Light Metro project should be taken as

eminently positive.

0.19 MULTIMODAL TRAFFIC INTEGRATION AT STATIONS

Along with planning for Light Metro/Metro 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 Light Metro/Metro system and provide ease of using the Light

EXECUTIVE SUMMARY


Metro/Metro system by the public at large. For achieving this a provision of 2% of

the project cost has been kept in the project estimate.

0.20 FRIENDLY FEATURES FOR DIFFERENTLY ABLED

Provision has been made to create a user-friendly mass transport system for

Thiruvananthapuram which can ensure accessibility to persons with disabilities,

people travelling with small children, 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. have been included in

the project estimate.

0.21 SECURITY MEASURES

The security of the Light Metro system is recommended to be the responsibility of

Kerala Government. While all hardware requirements have been provided for in

the estimate, manpower requirements have not been built in to the operation and

maintenance cost.

0.21.1 Legal Cover for Thiruvananthapuram Light Metro

Construction of the Light Metro shall be under the Metro Rail Act (Construction)

1978. Operation and Maintenance of the Light Metro shall be under the Delhi

Metro Railway (Operation’s& Maintenance) Act, 2002.

0.22 DISASTER MANAGEMENT MEASURES

The Light Metro system has been designed to meet all emergent situations, such

as fire prevention and detection, emergency evacuation of passengers, standby

power supply through diesel generator sets, public address systems in trains and

stations etc. all to the standards and scale as provided in Delhi Metro.

0.23 COST ESTIMATE

Detailed cost estimates for Technocity - Karamana corridor have been prepared

covering land cost, civil, electrical, signalling, telecommunications, automatic fare

collection, rolling stock, environmental protection, rehabilitation, etc. considering

750V DC Traction. While preparing the capital cost estimates, various items have

EXECUTIVE SUMMARY


generally been grouped under three major categories on the basis of (i)

construction length of alignment, (ii) number of units of that item, and (iii) item

being of independent entity. All items related with alignment, such as civil

construction, permanent way, traction, Signalling & telecommunication, whether

in main lines or in maintenance depot, have been estimated on Km basis. Cost of

station structures, other electrical services at these stations including Lifts &

Escalators and automatic fare collection (AFC) installations at all stations have

been assessed in terms of each station as a unit. Similarly Rolling stock costs

have been estimated in terms of number of units required. For remaining items,

viz. land, utility diversions, rehabilitation, etc. the costs have been assessed on

lumpsum basis, taken as an independent entity. In order to arrive at realistic cost

of various items, costs have been assessed on the basis of last accepted rates of

DMRC and escalated to September 2014 price level. The details of taxes and

duties are worked out separately. The capital cost has been worked out for

Tecnocity-Karamana corridor with Depot at Pallippuram.

The overall capital cost for Technocity- Karamana corridor, at September, 2014

price level, works out to ` 3024 crores, excluding taxes and duties, but including

general charges @ 7% on all items except land and 3% contingencies on all

items. The abstract capital cost estimate is shown at Table 13.1.

Table 13.1Abstract Cost Estimate of Thiruvanathapuram Light Metro Rail Project (22.537 Km)

September 2014 Price Level

Total length = 22.537 km, UG= 0 km , Elv = 22.537 km

Total Station = 19 nos, UG = 0, Elv =19

S. No.Item Unit Rate Qty.

Amount(` in Cr.)

Without taxes

1.0 Private Land includingRehabilitation 3.04 175.12

Sub Total (1) 175.12

2.0 Alignment and Formation

2.1 Elevated section including stationlength R. Km. 26.63 22.537 600.26

2.2 Entry to depot at grade R. Km. 20.80 1.000 20.80


EXECUTIVE SUMMARY


3.0 Station Buildings

3.1 Elevated Station incl. EM works,lifts, escalators, VAC etc. Each

a Type (A&B) way side- civilworks(without Mezzanine) Each 13.32 17.000 226.39

b Type (A&B) way side- EM worksetc Each 2.63 17.000 44.75

c Type (C) way side- civil works(withMezzanine) Each 14.98 2.000 29.96

d Type (C) Way side EM works etc Each 2.63 2.000 5.26

3.2 Administrative office & OCC bldg. LS

a Administrative office & OCC bldg.-civil works

LS45.00

b Administrative office & OCC bldg.-EM works etc

LS22.50


4.0 Depot LS

a Civil works LS 56.00

b EM works etc LS 36.00

Sub total (4) 92.00

5.0 P-Way

5.1 Ballastless track for elevated &underground Section R. Km. 5.60 22.537 126.14

5.2 Ballasted track for at gradealignment in depots R. Km. 2.80 2.000 5.60

Sub total (5) 131.74

6.0 Traction & power supply incl.OHE, ASS etc. Excl. lifts &Escalators

6.1 Elevated & at grade section R.Km. 9.94 22.537 223.99

6.3 Lift for elevated stations Each 0.30 76.000 22.51

6.2 Escalator for elevated stations Each 0.56 12.000 6.71

Sub total (6) 253.21

7.0 Signalling and Telecom.

7.1 Sig. & Telecom(without UTO andsecondary detection).

R. Km.8.02 22.537 180.75

7.2 Automatic fare collection Stn.

b) Elevated stations Each 1.98 19.000 37.67


8.0 R & R incl. Hutments etc. R. Km. 1.78 22.537 40.07

Sub Total (8) 40.07

EXECUTIVE SUMMARY


9.0 Misc. Utilities, roadworks, othercivil works such asmedian stn. signagesEnvironmental protection

R. Km.

a Civil works+EM works R. Km. 2.48 22.537 55.79

Sub Total (9) 55.79

10.0 Rolling Stock Each 10.05 75.000 753.39

Sub Total (10) 753.39

11.0 Capital expenditure on security

a Civil works EachStn.

0.2519.000 4.74

b EM works etc EachStn.

0.1619.000 2.95

Sub Total (11) 7.70

12.0 Capital expenditure onMultimodal Traffic Integration

a Civil works EachStn.

1.7319.000 32.82


13.0 Total of all items except Land 2580.05

14.0 General Charges @ 7 % on allitems except land 180.60

15.0 Total of all items including G.Charges except land 2760.65

16.0 Contingencies @ 3 % 82.82

17.0 Gross Total 2843.47

Cost without land = 2843

Cost with land = 3024

0.24.0 FINANCIAL DETAILS

The Thiruvananthapuram Light Metro Rail system covering a route length of

21.821 Kms is proposed to be constructed during the period from 2015 to 2019.

The fixed cost at September 2014 prices is estimated to be ` 3453 crores

including the cost of land and Central taxes. The expected completion cost of this

project in 2019 is ` 4219.00 crores including Central taxes.

EXECUTIVE SUMMARY


0.24.1 Operation & Maintenance costs

The Operation & Maintenance costs can be divided into three major parts:

(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and

maintenance of the system and consumables

(iii) Energy costs

The staff is assumed to be provided @ 25 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 unit cost expected on the Delhi

Metro project. The rate of electricity assumed is ` 4.80 per unit and the same

has been used for all calculations. The O&M cost (excluding staff cost) has

been obtained by providing an escalation of 7.5% per annum.

0.24.1.1 a. The projected ridership figures years are as indicated in Table 11.5 as

below: -

Table 11.5 Projected Ridership

b. The growth rate for traffic is assumed at 1.25% per annum.

0.24.3 Financial Internal Rate of Return (FIRR)

The Financial Internal Rate of Return (FIRR) without additional property

development income obtained for the 30 years business model including

construction period is 2.07%. However, with additional revenue from property

development it is 8.09%. Economic rate of return has been estimated as

17.99%.

Financial Year Trips per day(lakhs)

2019-20 3.052021-22 3.232031-32 3.672041-42 4.17

EXECUTIVE SUMMARY


0.24.4 Funding pattern

The completion cost of the project with Central Taxes, but excluding land cost, is

` 4023 crores. Land cost is ` 196 crores. Completion cost including land cost

comes to ` 4219 crores. As per the suggested mode of funding, 20% of the

completion cost to be borne by Government of India comes to ` 805 crores to be

spent in a period of 5 years, i.e., approximately ` 161 crores per year.

The share of Government of Kerala is ` 805 + 196 = ` 1001 crores to be spent in

5 years, i.e., ` 200 crores per year approximately. The balance 60% which

comes to ` 2413 crores is to be met through debts.

The financial rate of return being very low, the project will not attract private

investors. The project has to be therefore funded fully through Government

initiative. The Trivandrum Light Metro Rail and Kozhikode Light Metro Rail are

standalone projects and therefore forming a separate SPV in the name of ‘Kerala

Rapid Transit Corporation (KRT)’ is desirable. KRT will implement and operate

both the Light Metros. The funding pattern assumed under this model (SPV) is

placed in Table 14.11.

Table 14.11 Funding pattern under SPV model (with Central taxes)

Particulars Amount % of contributionEquity or Grant By GOI 541.00 13.45%Equity By GOK 541.00 13.45%SD or Grant for CT by GOI (50%) 264.00 6.56%SD for CT by GOK (50%) 264.00 6.56%PTA for External Agency Loan @1.40%

1717.00 42.68%

Market Borrowings @ 12% 696.00 17.30%Sub-Total 4023.00 100.00%SD for Land by GOK 196.00PTA for IDC on External Agency Loan 30.00IDC on Market Borrowings 105.00Grand Total 4354.00

0.24.5 In addition to the above,

1. State Taxes of ` 193.00 crore on completion cost basis has to be either

reimbursed or exempted by State Government.

EXECUTIVE SUMMARY


2. Since External Agency loan is available to the extent of ` 1717.00 Crore, the

balance loan amounting to ` 696.00 Crore has been assumed to be raised

from the domestic market as a loan @ 12% P.A. To have the long term

financial sustainability of the operations of the said project, the Kerala

Government has to provide the subsidy for the interest rate difference

between external agency Loan and Market Borrowings i.e. 12%-1.40%. For

Jaipur Metro Rail Project, the Rajasthan State Government has raised the

required loan through GOI from Asian Development Bank and lent it to JMRC

as an interest free loan. The foreign exchange loss is also borne by the State

Government.

0.25 IMPLEMENTATION

0.25.1 Implémentation Strategy

0.25.1.1 The Thiruvananthapuram and the Kozhikode Light Metro Projects will have

common standards and specifications. Therefore these two projects can be

clubbed together in the procurement process except for segments of the Project

such as civil construction. All the systems including Rolling stock and Track can

be clubbed together to have economy of scale. By this process, it is possible to

take up civil construction as an independent activity for the two cities. Generally

civil works take more time for completion. Therefore the tenders for civil works,

separately for Thiruvananthapuram and Kozhikode, can be floated in the first

instance. Since the system specifications and operational features are known,

there will be no difficulty to finalise the designs of civil structures.

0.25.1.2 If this procedure is followed, it is possible to start the civil constructions in both

the cities within 4 to 5 months’ time of the State Governments’ approval.

0.25.1.3 With a view to reduce the overhead charges, it is recommended that one

implementing agency handles the project in both the cities together. For this a

company under the name Kerala Rapid Transit Corporation (KRT) (or any other

appropriate name) should be set up and given full responsibility and authority

for implementing and operating the project. To expedite completion of the

project it is recommended that the present Kerala Monorail Corporation Ltd.

may be re-registered as Kerala Rapid Transit Corporation.

EXECUTIVE SUMMARY


For Government of India to join the SPV as an equal partner, will generally taketime. The DPR has to be accepted by the MoUD and approval of the PIB isnecessary after which only the Central Cabinet will give its approval. Thisprocess generally takes about one year.

With a view to start the Project early, Government of Kerala may take up thisProject on its own, registering KRT as a State PSU to start with. It is alsopossible to convert the present Kerala Monorail Corporation Limited (KMCL) intoKRT through a registration change. Once the Government of India approval isobtained, the company can be converted into a joint venture. This procedurehas been followed by Chennai, Jaipur and Lucknow metro projects.

0.25.1.4 It will be desirable to combine the procurement of Rolling stock, Signalling and

telecommunication together as one package so as to avoid interface problems

and ensure total compatibility. Many of the Rolling stock manufacturers have

the capability to undertake the Signalling work also.

0.25.1.5 To have wider participation and to obtain more competitive rates, only broad

specifications indicating performance requirements, safety, reliability, carrying

capacity, energy savings etc. will be indicated in the tender documents rather

than freezing all the technical specifications and parameters.

0.25.1.6 The headquarters of the KRT can be at Thiruvananthapuram with a sub unit

functioning at Kozhikode. All tenders and procurement process should be

centralized at Thiruvananthapuram. The same arrangement can be continued

even after completing the project into the Operation & Maintenance stage. This

will also help to reduce the O & M cost by having common inventory and a

common pool of technical personnel.

0.25.2 Implementation Mode

0.25.2.1 This project in both the cities can be implemented in 2 ways.

(1) KRT executing the project directly engaging competent General

Consultants.

(2) KRT to remain as a lean organization and get the project executed on a

turnkey basis by a responsible agency exactly in the same way Kochi Metro

project is being implemented.

EXECUTIVE SUMMARY


0.25.2.2 To reduce the cost and get the project implemented in the shortest time, DMRC

would recommend the second option viz., handing over the project on a turnkey

basis and on deposit terms to an organization, which has the capacity,

resources and technical competence to handle a complex project of this type

0.25.3 Implementation period.

Since widening of NH 66 section between Karyavattom and Kesavadaspuram, a

distance of about 10 Kms will take at least 2 years, the entire length of Phase I

has been divided into 3 sections, Technocity to Karyavattom as R-1,

Karyavattom to Kesavadaspuram as R-2 and Kesavadaspuram to Karamana as

R-3. Civil works in R-1 and R-3 sections can be started immediately when the

contracts are in position. R-1 section which has the Depot at one end, will be

commissioned first in 36 months. R-3 section also can be commissioned along

with R-1 by transporting commissioned train set cars by road from the depot. In

that case, temporary inspection facilities will have to be created at Karamana

station. For this, a temporary pitline has been planned at Karamana towards the

Neyyantinkara end of Karamana station. Civil works in R-2 can be commenced

only after 2 years - the period needed for widening of the road in this stretch.

The civil works and systems on R-2 can be completed in 3 years time. Therefore,

R2 section will need 5 years for completion. With this, it is possible to complete

the entire project in a period of 5 years.

0.26 RECOMMENDATIONS

As the FIRR of the Project is low, no private player is likely to show any interest

for taking up this Project under BOT or PPP. Therefore it is recommended that

this Project is implemented on DMRC pattern by a SPV jointly owned by

Government of India and Government of Kerala.

0.26.1 To expedite completion of the Project, it is recommended that the present Kerala

Monorail Corporation Limited may be re-registered as Kerala Rapid Transit

Corporation (KRT) which should initiate steps to start the Project on its own after

the DPR is approved by the Kerala Government. After PIB clearance and Central

Cabinet approval, Government of India can join the SPV as an equal partner.

0.26.2 Since KRT does not have any experience or expertise to plan and execute a

highly technically complex project like Light Metro it is recommended that the

EXECUTIVE SUMMARY


project is handed over to a competent Organization for design and construction

on a turnkey basis as is being done for Kochi Metro presently.

0.26.3 In that case the first and last sections of the Thiruvananthapuram Metro (R1&R3

sections) can be commissioned in 3 years and the balance Section (R2) in 5

years’ time after Kerala Government’s approval.

0.26.4 The Thiruvananthapuram and Kozhikode Light Metros should be clubbed

together under a single management and the procurement should be on

combined basis to achieve the economy of scale. The Operation and

Maintenance of the two systems also should be under the same implementing

agency.

0.26.5 The Light Metro system should not depend upon the Government or Municipal

Corporation for any subsidy for its operation and maintenance, as also for

servicing and paying back the loans taken. For this, it is necessary to ensure that

the capital cost is kept to the minimum. State taxes generally accounts for 6 to

8% of the project cost. State Government has already decided to give complete

remission of State taxes and duties to the earlier Monorail project. This shall be

extended to this Project also. Similarly, being a pioneering project in the country

and to make Light Metros popular to the medium sized cities, Government of

India should also extend duty and tax concessions to this project which will also

help to bring down the capital cost further by about 10%. Government of India

has given similar concession to Delhi Metro Rail Corporation for the 1st and 2nd

phase of the Delhi Metro. A similar treatment and encouragement is necessary

for the Light Metro projects in the country, at least in the initial stages.

0.26.6 To make the project financially sustainable it is also necessary to reduce the

O&M costs. Cost of energy for running trains and the various systems account

for 40% of the O&M cost. The State Government should treat the Light Metro

services as a special category and recommend to the Electricity Regulatory

Authority a special power tariff to the system on “No loss – No profit” basis.

Delhi Metro enjoys such a special electricity tariff.

0.26.7 The manpower cost accounts for 25 to 30% of the O&M costs. As strict control

on the manpower yardstick is therefore necessary right from the beginning.

Further, the work culture, ethics and values of the organization should ensure

maximum productivity and excellent customer satisfaction. This has to be

ingrained in the organization right from the beginning.

EXECUTIVE SUMMARY


0.26.8 Since the project is being implemented mostly through loans and KRT will have

the responsibility to service and pay back the loans, no fare concession to any

section of society is to be allowed till all the loans are paid back. All efforts to

augment the fare collections from advertisements, parking fees and commercial

exploitation of surplus lands and station spaces should be attempted. If all the

above steps are taken the Light Metro System can be made self-supporting.

0.26.9 To enable the State Government to discharge the financial obligations of the

project, it is recommended that State should build up a dedicated transit fund,

non-lapsing non fungible through dedicated levies as suggested below:

i. A green tax on all the existing petrol and diesel driven vehicles registered in

the city as a one-time levy. It can be to the extent of ` 50,000 for heavy

vehicles including buses, ` 30,000 for big cars, ` 20,000 for small cars,

` 10,000 for 3 wheelers and ` 5,000 for two wheelers. These are the

vehicles which pollute the city and cause road congestions. Levy of green Tax

can net approximately ` 114 crores.

ii. A 20% surcharge on the property taxes collected by Municipality. The

Municipality should collect this surcharge and hand over to the Light Metro

Company to augment its revenues. This will fetch ` 3 Crores per annum.

iii. As per the Delhi Metro Act, which will be applicable to the Light Metro, no

property Tax is leviable on the Structures owned by the Light Metro, but

service taxes are leviable. Thiruvananthapuram Corporation may consider

exempting the Light Metro from Service Taxes.

iv. State Government has already decided to impose 5% cess on the fuel sold in

the State for financing such projects. Orders for the same may be issued

without delay. 50% of such cess collection should be set apart for metro

projects, the remaining 50% for Road Projects.

26.10 Finally the whole success of the Light Metro project depends upon its timely

completion within the estimated period of 4 years. Any delay in completion of the

project will result in cost over-runs, apart from loss of revenues during the time of

overrun period. In the case of Thiruvananthapuram Light Metro project it is

estimated that each day the project is delayed beyond 5 years, it would cost the

SPV ` 18.0 lakhs due to inflation and loss of revenues alone. This should bring

home to everyone the importance of finishing the project in time.

EXECUTIVE SUMMARY


0.26.11Way forward

We would suggest the following actions to take the project forward for its early

completion.

1) The State Government should approve this Detailed Project Report, issue

Administrative Sanction to this Project without delay and authorize works to

be commenced without waiting for Govt. of India to get on board.

2) The State Government should forward copies of this DPR to Ministry of Urban

Development, Government of India, Ministry of Railways, Government of

India and Ministry of Finance, Government of India to approve the project and

agree to be an equal partner for the implementation on DMRC pattern.

a) State Government may re-register the present KMCL as KRT Limited and

entrust the responsibility of the project to this body.

b) Ensuring timely availability of funds is very important not only for the

speedy execution of the project but also for reducing its cost.

c) An appropriate lending agency to cover the debt component of the project

has to be in position early. Department of Economic Affairs, Government

of India, should be approached for this purpose immediately. Alternately,

a consortium of local banks can cover the loan requirements.

d) The project should be brought under the legal cover of Delhi Metro

Railway Act.

e) All construction activities infringing the alignment including projects which

have already been given clearance shall be frozen to avoid infructuous

expenditure.

3) Government should set up an Empowered Committee of Secretaries under

the Chairmanship of the Chief Secretary to monitor the land acquisition work

on a fortnightly basis and also for interdepartmental coordination.

4) In addition, Government should also set up a Group of Ministers to monitor

the project and accord all necessary sanctions at Cabinet level.

*****

Chapter 1

Chapter 1Introduction

Chapter 1


Chapter 1


CHAPTER 1- INTRODUCTION

DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT - OCT 2014

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Chapter 1 Introduction 1.0 ABOUT THE CITY

1.1 HISTORY

1.1.1 Thiruvananthapuram, earlier known as Trivandrum under the British rule,

became capital of the erstwhile Travancore Kingdom, in 1795, when the then

Raja of Thiruvithamcore (anglicizical as Travancore) shifted his capital from

Padmanabhapuram (presently in Tamilnadu) to this city. The Travancore

dynasty had a chequered and colourful history and were known to be very

progressive and enlightened rulers. The city is named “Thiru-Anand-Puram” after

the sacred mythological serpent, “Anantha”, on whose coil the mythological Lord

Vishnu reclines in the cosmic (milky) ocean. The city is home to the most famous

Padmanabha Swamy temple, now reckoned as the richest temple in the world,

housing a number of underground cellars full with gold and silver bricks,

ornaments, artefacts, coins, etc., the total value of which is even now non-

estimated. A huge idol of Lord Vishnu, Ananthapadmanabha, measuring 18 feet

in a reclining pose adorns the Sanctum Sanctorum of this temple, and is the

presiding deity of the Travancore dynasty.

1.1.2 Travancore State was one of the most progressive and liberal native States of

pre-independence, ruled by successive popular and benevolent rulers. They

considered the State as the sole property of Ananthapadmanabha and ruled the

State as the representatives of the presiding Lord. The rulers had a great

tradition of encouraging and supporting fine arts, music and culture. They not

only promoted art and culture, but were themselves often accomplished artists -

the most famous of them being Swathy Thirunal, the well known composer of



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both Carnatic and Hindustani music and Raja Ravi Verma, the internationally

acclaimed painter, well known for innovative paintings using natural materials.

1.1.3 In 1684, during the regency of Umayamma Rani, the English East India Company

obtained a sandy stretch of land at Anchuthengu (Anjengo) on the sea coast

about 32 kms north of Thiruvananthapuram city, with a view to erecting a factory

and fortifying it. The place had earlier been frequented by the Portuguese and

later by the Dutch. It was from here that the English gradually extended their

domain to other parts of Thiruvithamcore (Travancore).

1.1.4 Under the patronage of successive Maharajas, the city became home to a

number of reputed educational institutions, hospitals, museums and cultural

centres. With the help of British architects and planners, the ruling dynasty

planned the city on the most modern lines with all basic facilities with impressive

land mark buildings.

1.1.5 With the accession of Travancore State to the Indian Union after independence,

the first popular Ministry headed by Shri. Pattom A Thanupillai was installed in

office on 24th March 1948. After the States were reorganized on linguistic basis,

four southern Taluks of Southern Travancore got merged with Tamil Nadu and

the rest of the State along with the erstwhile Cochin Kingdom and Malabar

district of Madras presidency were grouped together-thus the State of Kerala

came into being on 1st November 1956. Thiruvananthapuram, although situated

almost at the South end of Kerala State continued as the State Capital.

1.2 GEOGRAPHICAL DETAILS

Thiruvananthapuram is located at approximately 8.280 N Latitude and 76.550 E

longitude. To the west of the city is the placid and majestic Arabian Sea with a

shore line of about 10 km in length, having an average elevation of about 1.0m

above mean Sea level and rising to about 15m level at city’s eastern edge. Thus

the land is undulating from the sandy coastal belt to the lateritic midland with

enchanting green cover. General drainage of the city empties to the

Amayazhanchan Thodu which leads to the Arabian Sea. Kovalam beach, a wide

white sanded beach, is only 12 Kms from the city centre and is a big attraction to

foreign tourists, throughout the year.

1.3 CLIMATE

The city enjoys typical tropical climate receiving rainfall both during South West

monsoon and North East monsoon. Pre-monsoon showers hit the city some time

during April itself and regular South West monsoon lashes the city from June to

September. The North east monsoon again starts by end of October and

continues till end of November. There is hardly any winter season but climate is



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very pleasant from November till March with clear skies and crisp air. The hottest

season is from March to May when temperature touches 340. The average

annual rainfall is 1700 mm. During the monsoon days the humidity is very high.

1.4 DEMOGRAPHY

The city has an average literacy rate of 89.36%. Malayalam is the most spoken

language. Hindi, English and Tamil are widely understood. Thiruvananthapuram

is a multi ethnic and multi religious town since the early medieval period. Hindus

form the largest religious group followed by Muslims and Christians.

1.4.1 The Thiruvananthapuram city has a population of 9,57,730 inhabitants (2011

Census). Like any other city, urban sprawl is happening towards the periphery of

the city. As per census 2011, city as well as the surrounding Panchayats and

satellite Towns constitutes a population of 14.5 lakhs. The average population

density of city is 5284 persons per Sq. Km.

1.5 EDUCATION

Thiruvananthapuram is home to a large number of educational institutions,

research centres and IT parks. There are 22 High Schools, 33 upper primary and

44 lower primary schools within the corporation. There are 6 Arts & science

colleges, Govt. Law College, Govt. Homeopathic College, Govt. Medical College,

Govt. Ayurveda College, Ayurveda Research Centre, Govt. Engineering

Colleges, Institute of Management Studies, Regional Cancer centre, and other

Private Medical and Engineering Colleges. The Indian Institute of Space

Research & Technology, Centre for Earth Science Studies, Centre for Imaging

Technology, Centre for Energy Management, Techno park and Textile mills are

located in the city. Sree Chitra Thirunal Institute for Medical Sciences and

Technology and the Southern Station Headquarters of Air Force and Army are

also situated in Thiruvananthapuram. A new techno city is coming up on the

northern outskirts of the city at Pallipuram.

The general economic condition of the people is above average. A large section

of population is employed in the Middle East countries and their remittance to the

families back home play an important role in the local economy. There are no

major industries in the District today, but quite a few small scale industries.

1.6 CITY ADMINISTRATION

The city is administered by an elected Corporation headed by a Mayor. For

administrative purposes, the city is divided into 100 wards from which

the members of the Corporation Council are elected for a term of 5 years. The

Corporation has 5 Assembly constituencies, Thiruvananthapuram, Vattiyoorkavu,



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Nemom, Kovalam and Kazhakoottam all of which are part of

Thiruvananthapuram Lok Sabha constituency. All the areas outside the

Corporation are under the District Panchayat headed by District Panchayat

President.

The District administration is headed by the District Collector belonging to the

elite Indian Administrative Service (IAS), and the law & order wing is headed by

the Chief Police Commissioner of IPS cadre.

1.7 TRANSPORTATION SYSTEM IN THE CITY

The National Highway 66 (old NH 47) runs through the city in the north south

direction and has a total length of 80.00 km in the District leading to

Kanyakumari. The other major roads in the city are the Main Central Road to

Angamaly and State road to Sengota in Tamil Nadu presently upgraded as

National Highway. The National Highway bypass, bypasses the busy narrow

roads of city at the outskirts of the city, running in the north south direction, for a

length of 20 km. Thus, it is seen that a number of important highways pass

through the city and heavy congestion is caused on the city roads.

Bus service: The entire district is extensively covered by the operation of buses

private and public owned. The Government owned Kerala State Road Transport

Corporation (KSRTC) has bus stations and a garages at East Fort, Thampanoor,

Vikas Bhavan, Peroorkada and Pappanamkode. The number of bus schedules

per day is on an average 500 and the total route length is 89064 Km. The total

number of vehicles registered in the district is 513824. There are 31615 goods

vehicles, 8338 taxi cars, 139812 private cars, 302799 two wheelers, 25247 Three

Wheelers, and 6013 buses. Of the above, in each category nearly 80% of

vehicles operate within the city. The NH 68 is the old NH 47 going to Salem from

Kaniyakumari and Main Central Road from Kesavadasapuram to Angamali.

The roads in the city are narrow with only 15 km of 4 lane roads and are

congested all the time. The average city speed during peak hour is only about 20

Km/hr. All the city buses are also over crowded especially during peak hours.

The Thiruvananthapuram Central railway station is the largest in the district with 5

platforms and handles more than 70,000 passengers a day. More than 100

passenger trains and 30 goods trains pass through the station daily. The High

Speed Railway line from Thiruvananthapuram to Kasargod now under

consideration by the Kerala State Government will have a Railway Terminal on

the NH byepass.

The International airport of Thiruvananthapuram is situated about 5 km from the

city and has several flights daily to all places in the Gulf like, Dubai, Abu Dhabi,



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Sharjah, Singapore, Muscat, Qatar and many domestic flights to major cities in

India.

1.8 PUBLIC TRANSPORT SYSTEMS

The quality of life and the economic prosperity of a city depend upon the mobility

or the transport systems available to the citizens. This could be with privately

owned vehicles or through public transport systems or through a mix of both. As

private ownership of vehicles increases, there will be more vehicles on the road

to carry same level of traffic resulting in heavy congestion, atmospheric pollution,

road accidents and fuel wastage, whereas with a good public transport system,

more number of people can be carried safely with a substantially less number of

vehicles on the road. Therefore to reduce road congestion, to increase the

average speed of travel, reduce road accidents and atmospheric pollution, the

city should plan for an efficient public transport system which would attract

commuters from personalized vehicles.

1.8.1 Public transport systems could be either road based or rail based. Road based

systems ply at grade level and are the most common mode of urban transport.

Main advantages of road based systems are less investments to operators since

operators have to bear only the capital investment for the road vehicles together

with their operating and maintenance costs. The cost of providing the fixed

infrastructure becomes the responsibility of the city. In the case of guided or

grade separated Mass Transit Systems, the entire cost of infrastructure including

vehicles has to be borne by the operator as also the operating and maintenance

expenditure (Capex and O&M costs).

1.8.2 Various forms of road based public transport systems are:

(1) Conventional bus system

(2) Bus rapid transit system (BRT)

(3) Electric trolley buses

(4) Tram ways.

In Western countries tramways are often referred to as Light Rail Transit (LRT)

systems.

1.8.2.1Conventional bus system is the most widely available public transport system. As

the buses ply along with other road based private and public vehicles including

cycles and two wheelers the number of people that can be carried during peak

hours is generally limited to 2000 to 3000 person per hour per direction

(PHPDT).



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1.8.2.2 Bus Rapid Transit system (BRT) needs exclusive bus lanes and traffic preference

on signals. BRT is a fast and more reliable service than ordinary bus service. To

have exclusive right of way for buses, the dedicated bus lanes have to be

segregated physically or otherwise from the rest of the road width. BRTs

generally have a capacity of about 6000 to 8000 PHPDT in Indian conditions.

1.8.2.3 Electric Trolley buses serve the same purpose as the conventional bus system

except that they are run on electricity drawn from overhead wires using spring

loaded trolley poles, and therefore there is no much pollution from such vehicles.

Trolley buses have no particular advantage over the conventional bus system in

regard to throughputs.

1.8.2.4Trams are rail based but ply at grade level sharing the right of way with other road

vehicles. Trams also do not cause much pollution. It is also possible to provide

exclusive right of way for trams, which many advanced countries do provide but

then the total road width will be considerably more. Although trams or LRTs are

becoming more fashionable in small cities of Europe and other Western

countries, trams have practically vanished from Indian roads except for its small

presence in Kolkata city. The tramway capacity, sharing the right of way with

other road vehicles, will be less than that of a conventional bus system.

1.9 RAIL BASED OR GUIDED SYSTEMS

1.9.1 Except Tramways which ply at grade, other rail based or guided systems have

grade separation – either elevated or underground. The common types of rail

based Mass Transit systems are – Monorail, Metro rail and Maglev.

1.9.2 Monorail operates on a single rail or guide-way made of either pre-stressed

concrete or steel having about 0.8 meter width. Two rails about 4.5metre apart

are required for the up and down traffic and they are supported on piers generally

located on the median of the roads. The vehicles have rubber tyres to transfer the

loads to the beam and additional rubber tyred wheels grab the side of the beam

for stability. The main advantage of the Monorail system is it can negotiate steep

grades upto 6% and curves upto 50 metres radius and lets in more light and air to

the street below.Typically monorails have a capacity of 16,000 PHPDT.

1.9.3 Maglev : This is a new train system yet to be fully developed and established.

Here the trains are propelled on a magnetic cushion and therefore there is less

noise and vibration. This can also negotiate very sharp curves and steep

grades. Presently it’s very expensive, the technology is yet to be perfected and

therefore not yet very popular. It is still in the development stage. Maglev has a

capacity of 10,000-15,000 PHPDT.



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1.9.4 Metro Systems : Metros have steel wheels on steel rails like any other train

system. World over, Metros with different capacities are available depending

upon the population of the city and the traffic demand. Metros could be heavy,

medium or Light Metros. A Metro with a high capacity upto 90,000 PHPDT (Peak

Hour Peak Direction Traffic) is considered a heavy Metro. Delhi has gone for a

heavy Metro system. Cities with a population of 5 million and above, such as

Bangalore, Chennai, Kolkata, etc have gone for a Medium capacity Metro with

PHPDT of 45,000 to 50,000. A Light Metro has a carrying capacity of less than

30,000 PHPDT. Till recently, the threshold limit for considering a city for

provision of a Metro system was 3 million population. Government of India is now

considering lowering this limit to 1 million population.

1.9.4.1 Metros can be either elevated or underground. Underground Metros generally

cost two to two-and-half times the cost of an elevated Metro. The operation and

maintenance cost of an underground Metro is 50% more than an elevated Metro.

From the security point of view, an underground Metro is three times more

vulnerable than an elevated Metro.

1.9.4.2 Metro technology is a well proven one and has taken roots successfully in India.

Already there are 10 Metros under implementation out of which 4 Metros are in

operation. The technology for the Light Metro is therefore readily available in the

country. In short, downsizing a Medium capacity Metro with Rolling stock of

smaller dimensions, lower axle loads, lighter track structure, eliminating fancy

frills and too many redundancies makes it a Light Metro. The construction and

procurement process for a Light Metro will be exactly the same as for a heavy or

medium sized capacity Metro, whereas a turnkey type of construction and

procurement is unavoidable for a Monorail system to ensure full compatibility with

civil structures. There are a number of Light Metros in operation all over the

world such as in Copen Hagen, Berlin, Japan (Kyoto subway), Philippines,

Otogar-Bagcilar (Turkey), Richmond Airport Vancouver, Canada. The ongoing

Light Metro projects are Panama, Soudi Arabia, Incheon Line2 Korea, Ui-

Shinsseol Line, Korea, and Gimpo Line, Korea. Most of these Light Metros have

stringent conditions of curvature and gradients.

1.10 SELECTION OF A PUBLIC TRANSPORT SYSTEM FOR

THIRUVANANTHAPURAM CITY.

1.10.1 Thiruvananthapuram being the capital city of the State, it is expected to have an

accelerated expansion and growth. In 2005 Government engaged M/s. CES

(Consultancy Engineering Services, Kolkata) to carry out a comprehensive

transportation study for the city based on which DMRC was asked to suggest a

suitable public transport system. As the CES forecast of transportation

requirement by the year 2030 was only about 7000 PHPDT, DMRC opined that a



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Metro system was not justified for the city at that point of time particularly when

the population having not reached the threshold limit of 3 million and therefore a

road based BRT system was a better option.

1.10.2 The busy corridors of the city are narrow and heavily built up on both sides. For

providing an exclusive bus line for each direction, considerable demolition of built

up areas and acquisition of costly lands was involved making provision of BRT

almost impossible. The State Govt. therefore thought of a grade segregated

Mass Rapid Transit system such as Monorail and engaged M/s. NATPAC to carry

out a feasibility study for introducing a Monorail system. M/s. NATPAC submitted

the report in February 2012 suggesting a Monorail system starting from

Pallipuram in the north, along the old National Highway running through the

Central areas of the city, via. Thampanur upto Neyyattinkara at a distance of

41.8 kms with 35 stations and suggested the section from Pallipuram to

Thampanur, to be taken up in the first phase. Kerala Government then

requisitioned assistance of Delhi Metro Rail Corporation to take the Monorail

Project forward. Based on the DMRC’s advice to the State Govt. that a Detailed

Project Report (DPR) was essential for taking an investment decision, the State

Government engaged DMRC itself to prepare the Detailed Project Report.

DMRC accordingly prepared the Detailed Project Report for a Monorail system

from Technocity to Karamana at distance of 22.2 kms at an estimated cost of

Rs.3178 crores. At the same time, DMRC was also asked by the State Govt to

prepare a similar DPR for a Monorail system for Kozhikode. As the Monorail

system was being introduced for the first time in the country – at that time a

Monorail was under implementation in Mumbai city - and the technology was not

familiar, DMRC recommended that both the Monorail systems of

Thiruvananthapuram and Kozhikode should be taken up together as a joint

project to have the economy of scale. DMRC also suggested that design,

construction, commissioning and operation and maintenance for a period of 5

years, should be entrusted to a turn-key contractor. This approach was approved

by the State Govt and in turn DMRC was again engaged as a General Consultant

to take the Monorail project forward.

1.10.3 DMRC decided to engage a turn-key contractor in two stages of tendering.

Firstly, through a pre-qualification process select reliable parties and thereafter

invite financial bids from the short listed tenderers. DMRC opened the pre-

qualification tender on 15-10-2013, but even after giving sufficient time there was

only one offer received viz. from M/s. Bombardier. On the advice of DMRC, the

State Govt then decided to cancel the only tender received from M/s. Bombardier

and then re-invite the tenders on a two packet system.

1.10.4 Tenders were therefore invited on two packet system by DMRC & technical bid

opened on 30-5-2014. In response again, only one tender was received from

M/s. Bombardier. As their technical bid was acceptable the financial bid was



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opened on 11-08-2014. As against on an estimated cost of Rs 6004/-crores,

M/s. Bombardier quoted a price of Rs.9805/- crores with a number of conditions

and if these conditions were priced their offer amounted to Rs.14001/- crores

(133.20% above estimate).

1.10.5 In view of the limited response to the tenders and the very high cost quoted by

the only tenderer, DMRC, after due consideration of all aspects involved

recommended to the State Govt that no useful purpose would be served by

negotiating with the single tenderer and advised to cancel tender process and

abandon the Monorail project altogether. In the meantime, after the new

Government at the Centre took over in May 2014, there was a shift in the policy in

regard to the threshold population limit for considering a Metro system for a city.

The Government is now willing to consider cities with 1 million and above

population as eligible for Metro systems. With this background, DMRC

recommended to the State Govt that instead of a Monorail system, Government

should consider providing Light Metro systems for Thiruvananthapuram &

Kozhikode cities which will be capable of negotiating steep grades upto 6% and

curves upto 60 metre radius.

1.10.6 The Government accepted DMRC’s recommendation and directed DMRC to

prepare Detailed Project Reports for Light Metro Systems for

Thiruvananthapuram and Kozhikode cities in the KMCL Board meeting held on

28-08-2014 and desired that the DPRs should be submitted within a period of 4

weeks.

1.10.7 In view of the route for the Mass Rapid Transit system and stations thereon

having been already decided at the time of DPR preparation for the Monorail, and

in view of the very short time given for the submission of the DPR, DMRC relied

upon the traffic studies and topographic surveys already conducted for the

monorail project in preparing this DPR. Therefore, no fresh topo surveys have

been carried out except for the Depot land, station locations, surveys necessary

for provision of flyovers at 5 junctions viz. Kazhakoottam, Sreekaryam, Ulloor,

Pattom and Plamoodu. M/s. NATPAC had recommended the first phase of the

monorail to be started at Technocity and terminated at Thampanoor. DMRC is of

the view that terminating the first phase at Thampanoor is not desirable

considering the very heavily congested nature of the area and dumping further

load of non terminating passengers at this location will create chaos. DMRC

therefore recommended that the line should be extended by another 2 km upto

Karamana where terminal facilities for serving passengers from Neyyattinkara

can be more conveniently provided. M/s. NATPAC has now updated the traffic

projections considering this extension as well. For extending the line from

Thampanoor to Karamana, fresh topographic surveys have been found

necessary which have also been carried out. Fig 3.1. shows the revised phase I

of the Light Metro system.



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1.11 WHY A LIGHT METRO SYSTEM INSTEAD OF MONORAIL?

1.11.1 As explained earlier, while a Rapid Transit system for Thiruvananthapuram city

was being considered in 2010, Thiruvananthapuram city was not eligible for a

Metro system as it had a population less than 1.45 million as against the then

threshold limit of 3 million eligible for a Metro system. It was in this context, the

State Govt had decided to go for a Monorail system on its own. Later the then

the Honourable Central Minister for Urban Transport, Sri. Kamalnath, during the

foundation stone laying ceremony of the Kochi Metro on 13-09-2012, publicly

announced that the Central Govt would support the State Government with a

financial grant for Monorail projects as well. With this encouragement, the State

Govt went ahead with the Monorail scheme but when eventually the cost was

found extremely high with hardly any competition, it was felt prudent to drop the

Monorail project altogether and go for a Light Metro system designed to negotiate

steep grades upto 6% and sharp curves upto 60 metre radius. By that time the

Monorail in Mumbai city was partially commissioned. The experience of this

Monorail has not been very satisfactory nor re-assuring, whereas the Metro

technology is well known to the country and adequate competition is expected for

the Light Metro system.



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1.11.2 Following table gives a general comparison between a Monorail and Light Metro

system.

1.12 RECOMMENDED SYSTEM FOR THIRUVANANTHAPURAM

1.12.1 With the projected PHPDT requirement of 11296 in 2021 and about 17000 in the

year 2041 for Thiruvananthapuram, it is clear that ordinary bus systems or a BRT

system would not be able to meet the traffic demands of the city. Further with the

MONORAIL LIGHT METRO PREFERENCE

1 Coaches have rubber tyred

wheels which run on

concrete beams.

Coaches have steel

wheels which run on

steel rails installed on

concrete deck.

Steel wheel system will

have less maintenance.

2 Each coach has 8 rubber

tyred wheels for carrying

weight and 16 rubber tyred

wheels on the sides for

stability, totalling to 24

wheels per coach. Riding of

the coaches is rough &

uncomfortable.

Each coach has 8 steel

wheels.

Riding is smooth and

comfortable

Light Metro

preferable due to less

no. of moving parts.

Light Metro coaches are

smaller, lighter and

easy to maintain.

3 Civil structures consists of

1.5 metre dia piers

generally at 30m or less

intervals founded on piles,

located on the median of

the road.

Civil structures consists

of 1.5 to 1.6 metre dia

piers generally at 30m

or less intervals founded

on piles, located on the

median of the road.

Both are comparable,

but Monorail beams

allow more light and air

to the streets below.

4 Deck consists of two

track beams spaced 4.6

metre outer to outer. It is

very difficult to achieve

good geometry and level of

the track beams.

Deck consists of pre-

stressed concrete 7m

wide with Box type

girders. Better geometry

& tolerances are

achievable.

Better track tolerances

are achievable in a

metro system and

hence riding comfort will

be better.

5 Track consists of concrete

beams of size 80cm x 150

cm.

Ballast-less track with

UIC 54 kg rail.

Track in a metro system

is easy to maintain and

replace.

6 Turnouts are clumsy, very

costly and difficult to

maintain

Turnouts are simple,

ordinary type.

Turnouts in a metro

system are easy

to maintain and replace.



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popular resistance expected for large scale land acquisition and enormous cost

involved in providing 2 additional bus lanes along the existing road, BRT or for

that matter tram lines had to be totally ruled out. In view of the not so favourable

reports being received about the Mumbai Monorail project and the enormous cost

now quoted by the single tenderer, viz. M/s. Bombardier for a Monorail , the best

option for the city is to go for a Light Metro system.

1.12.2 The country is quite familiar with Metro technology and 10 cities in the country are

implementing Metro systems. The apprehension expressed in some quarters

that the Light Metro also will have the same fate of poor participation and

competition has now been dispelled after the meeting of possible Metro coach

manufacturers which was held in Thiruvananthapuram on 19-11-2014 where

several manufacturers confirmed the availability of light metro coaches for 50 to

60 m radius of curves & 4%to 6% gradients.

1.12.3 Considering the adverse conditions for underground constructions and difficulty of

acquiring land and buildings for stations which have to be necessarily constructed

by cut & cover method, and to keep down the cost of construction with a view to

make the Metro financially sustainable, DMRC recommends that the Light Metro

Rail system for the Thiruvananthapuram city should be fully elevated.

1.12.4 DMRC also recommends that specifications and standards of the Light Metro of

Thiruvananthapuram and Kozhikode should be one and the same. This will help

clubbing together the two projects for procurement of systems so as to obtain

scale of economy. However the civil structures can be taken up independently

for each Metro as is being done in all other Metro constructions in the country.

This would reduce the overall time needed for commissioning of the project.

***

Chapter 2

Traffic Study andProjections

Chapter 2


Chapter 2


CHAPTER 2 - TRAFFIC STUDY & PROJECTIONS

1DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT - OCT 2014 2/1

Chapter 2

Traffic Study and Projections

2.0 GENERAL

Traffic Studies which are conducted for this project and projections of the ridershipfor the horizon years are well documented in the chapter 4 of the final reportsubmitted by NATPAC1 to Government of Kerala (February 2012). In this chapter,a brief account of the steps followed in that report is given in sections (2.1 to 2.14).The study conducted by NATPAC was for examining the feasibility of setting up ofa MRTS with in the study area in general with a Monorail Route from Technocity(Pallipuram) to Neyyattinkara in particular. In this report all necessary inputs havebeen judiciously used to arrive at a logical conclusion. For procedural details thatdocument may be consulted. In the later part of this chapter (section 2.14),ridership on the partial light metro line has been derived for further use. The traveldemand forecast has been further got updated by NATPAC during September2014.

2.1 THE APPROACH

A systematic approach has been adopted on developing a transportation modelwhich suites the planning needs of the study area. The general four-step modelingframework (given in the Figure 2.1) has been adopted for ThiruvananthapuramUrban Travel Demand Model. Four stage transportation model includes tripgeneration, trip distribution, mode choice and assignment.

1 Feasibility Study For the setting up of light metro between Pallipuram (Technocity) and Neyyattinkara in theThiruvananthapuram District-Final Report (draft)-February 2012 by National Transportation Planning and Research Centre(NATPAC)



Chapter 2


2.0 GENERAL


2.1 THE APPROACH





Chapter 2


2.0 GENERAL


2.1 THE APPROACH





Trip Generation

Trip Distribution

Modal Split

Traffic Assignment

Land Use Data Travel Generation Factors Friction of space factors Calibration factors Transportation Networks

Figure 2.1 Modelling Stages

The four stage transportation /land use model is a sequential procedure. Trip Generation – estimating number of origins and destinations for each

zone. Trip Distribution – attaching the origins and destinations for each trip to

complete trips. Mode Choice – determining the mode of travel for each trip (two wheeler,

car, auto rickshaws, and transit). Assignment – establishing routes and transit paths.

The modes that are modeled under the study include two wheelers, Private Cars,Auto rickshaws and Public Transport (Bus). The following assumptions are madein deciding the primary /access mode:

If bus is chosen for any part of the journey, then bus is treated as theprimary mode, IPT and owned vehicle mode as access modes.

If bus is not chosen for the journey and auto rickshaw is chosen then IPT isthe primary mode.

If only owned vehicle are used for the journey then owned vehicle is theprimary mode.

Zoning includes 95 zones inside the study area and 8external zones outside study area. The external zoneswere decided based on the connectivity to the study area.Network: The highway (road) network considered all thekey arterials, sub arterials and collectors. The transitsystem considered the existing public transport systemi.e. city bus/intercity bus and passenger train with theroutes, frequency, and its fare structure.

NetworkTotal Road Length - 652 KmNodes - 849Links - 1122Public transport routes -1283



Planning Period: Year 2011 is considered as the base year and 2021, 2031 and2041 have been set as the horizon years.

The model is responsive to: Street congestion, travel costs, availability of competing transport modes

including other public transport systems and the growth of the City. Generalized costs that include out of pocket costs i.e. fare, vehicle

operating cost etc. and perceived user costs such as value of travel time,cost of waiting time for transit, etc.

The economic development of the region: A comprehensive data oneconomic development in the form of land-use and transport developmentproposals will be collected and translated in to the growth of populationand employment and will be used in the model.

The model is calibrated for the morning peak hour. Model focuses on peak periodconditions because these conditions include the most important recurrentcongestion period and tend to guide transportation system design. Peak periodmodels provide more accurate indications of directional travel patterns duringdesign conditions than do daily models.

2.2 DEVELOPMENT OF MODEL

2.2.1 Zoning

Based on the projected population andemployment and also in accordance with theplanning boundaries, the study area has beendivided in to 95 internal zones and 8 externalzones making a total of 103 zones. Thedivision of study area, Panchayats in theimmediate vicinity and rest of the country in toTraffic Analysis Zones are detailed as follows.

Internal Zones :

Thiruvananthapuram Corporation - 86 zones Thiruvananthapuram Panchayats - 9 zones External Zones : 8

Thiruvananthapuram Corporation - 86

zones

Thiruvananthapuram Panchayats- 9 zones

External Zones – 8 zones



Traffic Analysis Zones for the study area is presented in Figure 2.2.

Figure 2.2 Zone Map

2.2.2 Network Development

The base map received from the Department of Town Planning has beensuperimposed on the Google earth image and the network was updatedaccordingly for any missing links. This has been checked on ground further toinclude any additional links.(for details see Figure 2.3 and Table 2.1)

The Base Year transportation networks have been developed separately for:

1. Highway (ie. Two wheeler, Car, Autorickshaw,Taxi)

2. Transit Network (City bus, Inter city bus and passenger train)



Figure 2.3 Coded Network

Table 2.1: Characteristics of Coded Network

RoadwayClass*

Lane Details Length in Km

2 1L-2W-UD 1.564 1.5L-2W-UD 375.685 2L-1W-UD 6.076 2L-2W-UD 221.958 3L-2W-UD 13.04

11 4L-2W-UD 2.9812 4L-2W-D 31.02

Total 652.30

(L: Lane, 1W: One Way, 2W: Two Way, UD: Undivided, D: Divided)

The speed flow curves were developed for different functional classes. Speed flowcurves have been adjusted to take into account delays at junctions. These speedflow curves were converted into Bureau of Public Roads (BPR) functions and fedinto the model as input in the highway network. They have then been converted toBPR functions. The form of the BPR function is:TC =T0 *(1+α *(v/c) ^β)



whereTc – Congested Link Travel timeT0 – Link Free flow timeV - Link VolumesC – Link Capacityα and β – Coefficients

The BPR functions developed for each category of road is given in Table 2.2.

Table 2.2 BPR Functions

LinkType

FunctionalCharacteristics

DirectionalCapacity

FreeFlow

SpeedALPHA BETA

2 1L-2W-UD 900 22 1.50 3.304 1.5L-2W-UD 4500 32 2.90 4.905 2L-1W-UD 6000 36 2.60 3.506 2L-2W-UD 1400 27 1.20 4.208 3L-2W-UD 2800 38 3.75 3.50

11 4L-2W-UD 3800 40 3.00 3.5012 4L-2W-D 4500 43 4.90 3.70

Transit Network

The transit network comprises of citybus, inter city bus and passenger train and itscorresponding routes operated in the study area. The transit route system for thestudy area is shown in Figure 2.4

Figure 2.4 Transit Network

Bus Route Map Passenger Train Route



The assumptions made in the PT network includes: Private vehicles link times are factored by 1.2 to allow stoppages of buses

at bus stops. Fare is charged everytime when a transfer is made. The Waiting time will be half the service head way. Walking speed is assumed as 4 km per hour. Additional 1.5 min penality is assumed for bus transfer. The initial boarding fare for the buses is four rupees for a distance of 3 km.

2.3 DEVELOPMENT OF MATRICES

Household and roadside passenger interview data were used to develop theobserved mode-wise trip matrices. The external trips for the car, two wheeler, autorickshaws, Taxi, public transport and commercial vehicles were constructed basedon the O-D survey conducted at the cordon locations.

The mode wise matrices were developed for both passenger and goods vehiclesfor morning peak hour. From the primary surveys it has been observed that thepeak hour is from 9.00 A.M to 10.00 A.M. Trip matrices for commercial vehiclesinclude goods, autorickshaws, LCV’s, trucks and Multi Axle Trucks.

2.3.1 Road Side Interview

The mode wise matrices developed from the road side interview at the cordonlocations were merged using a computer programme (developed in-house) toeliminate duplicate trips. Any illegal trips due to error in data capture or at dataentry level were removed and matrices were extracted.

2.3.2 Household Interview

Household interviews were conducted for a sample of 1000 households in thestudy area. The trip data has been coded to the zoning system. Matrices weredeveloped for all modes. The matrices were controlled at the cordons and screenlines.

2.3.3 Observed Travel Pattern

The merged mode-wise O-D matrices were combined to get public transport andhighway O-D matrices. Public transport O-D matrix contains all person trips madeby the public transport mode. The highway O-D matrix consists of person tripsmade by private vehicles and IPT. The observed trips by mode is given in Table2.3. The observed mode share in given in Figure 2.5. Motorised Per capita dailytrip rate for the study area is 0.72.



Figure 2.5 Mode share

Table 2.3 Observed Daily Base Year Travel Demand

Sl. No. ModeInternal

TripsExternal

TripsTotalTrips

1Two Wheelerpassengers 292490 71560 364050

2 Car Passengers 127920 64940 1928603 Auto Passengers 105050 2930 107980

4Public TransitPassengers 479900 320260 800160

Total 1005360 459690 1465050

2.4 TRAFFIC ASSIGNMENT AND VALIDATION

The observed highway and public transport matrices were assigned on thenetwork. The assigned traffic volume has been compared with the observed trafficcounts. The assignment is carried out in two stages with the assignment of Transittrips following the Highway PCU Assignment.

2.4.1 Highway assignmentThe highway assignment is the assignment of vehicles on roads and this is carriedout also in stages with commercial vehicles, buses and Non Motorised Transport(NMT) taken as pre loads. A user-equilibrium multi-modal assignment procedurebased on travel time was used for loading matrices in PCU values.






TripsExternal

TripsTotalTrips




Total 1005360 459690 1465050









TripsExternal

TripsTotalTrips




Total 1005360 459690 1465050






2.4.2 Public Transit Assignment

The transit assignment is the assignment of commuters on a Public TransitNetwork which comprises of all public transport modes which are linked on to thezonal system via walk links. Then the demand matrices are assigned on the publicnetwork using multipath procedure based on public transport (PT) composit cost.The components of PT Comp cost are in-vehicle travel time (IVTT), waiting time(WT), transfer time (TR), and fare (all in cost units).PT Comp Cost = (Fare/ VOT) + Initial wait time + IVTT + Walk time (Access) +Transfer Time + Walk time (Egress).

2.5 TRIP LENGTH DISTRIBUTION

Trip length distribution for various modes for observed trips are presented belowin Figure 2.6.

Figure 2.6 Mode wise Trip Length Distribution

2.6. TRIP END MODELS

The trip generation model and trip attraction model developed for peak hour isgiven below. Trip ends developed with the statistical test results are presented inTable 2.4.



Table 2.4 Trip End Models

Equation T-Value F-Value R2Trip Production = 0.059 * poulation+195.51 21.25 451.72 0.83Trip attraction = 0.224 * Employment + 14.42 17.93 321.73 0.77

2.7 TRIP DISTRIBUTION AND MODE CHOICE

A regular four stage transport model distributes the trip ends to the zones initiallyand then selects the choice of the mode. Trip distribution normally is carried outusing the traditional gravity function. Many methods are available for mode choiceincluding diversion curve, utility based logit model etc. The present studycombines the trip distribution and mode choice to form a combined TripDistribution and Modal Split phase using a conventional doubly constrainedgravity model of the form:

Tijm= ri Gi sj Aj Fijm

where T= number of inter zonal trips between zone i & j and by mode mG= Total generation trip ends by zoneA= Total attraction trip ends by zonei=Generation Zonej= Attraction Zoner,s=Balancing factors (constants)Fijm= Deterrence function for mode m

Fijm= Km e- β cijm Cijm α Eqn. 1

where K= Constant FactorC= Generalized Costβ = Calibration Constant –Exponential functionα = Calibration Constant- Power function

Double Constraints are imposed by ensuring that

iJm

ij GT andiij AT

Im

The cost of travel (C- generalised cost) between the zones has been estimatedbased on skims from the highway and Public Transport assignment. Theestimation of generalised cost for the base year is explained in the followingsection.



2.8 Generalised Cost Estimation

The generalized cost, GC, is worked out for PT asGC = PT Comp Cost x VOT

The generalized cost, GC, is worked out for Private Vehicles (TW,Car) asGC = Distance Travelled x VOC + VOT x Travel Time

The Generalized cost for IPT modes (Auto Rickshaw)GC = Distance Travelled x Fare per Km + VOT x Travel Time

Where,GC = Generalized Cost in RsVOT= Value of Time in Rs/hrVOC= Vehicle operating cost in Rs/ Km

Vehicle Operating Cost (Rs/Km) (VOC) for personal modes-

Vehicle Operating Cost values for base year has been estimated based onindependent analysis, based on present level of vehicle operation characteristicsin Thiruvananthapuram. VOC values used are presented in Table 2.5 and Table2.6.

Table 2.5: Mode wise VOC (` /Km) for base year

Sl.No. Mode ` /Km1 Car 4.42 TW 1.49

Note: A congestion factor of 1.5 is assumed in the VoC calculation forpeak hour

Table 2.6: Auto Rickshaw fareMode Initial Fare (`) Additional `

Auto rickshaw 12.0 7.0 per km

Value of Travel Time (VOT)-

Traveler’s value of time can be estimated from the degree to which they are eitherwilling to pay money to save travel time or incur extra travel time to save money.In order to apply this approach to the valuation of travel time it is necessary toestimate average income and travel time cost. The mode wise average incomeobtained from HHI survey was used for the estimation. Assuming full time



employees work for 172 hours per month, the mode wise time cost was workedout per hour. The VOT values are presented in Table 2.7.

Table 2.7: Mode-wise VOT (`/Hour/Person)

Mode VOT/Hr VOT/min

Two wheeler 39.0 0.65

Car/Van 70.2 1.17

Auto rickshaw 53.4 0.89

Public Transport 26.4 0.44

2.9 TRAVEL DEMAND FORECAST

Calibrated urban transport model has been used to predict the travelcharacteristics for the horizon year under various transport network scenarios andland use. The horizon year land use and the respective anticipated forecastnetwork including committed projects has been updated in the forecast model. Inaddition to this, consultant has also collected details of anticipated developmentsin the next 30 years from other secondary sources. Horizon years include 2015,2018, 2021, 2031 and 2041.

2.10 MAJOR GROWTH CENTERS AND TRANSPORT IMPROVEMENTS

The economy of Thiruvananthapuram is predominantly based on tourism andleisure, information technology, rubber plantations and education.Thiruvananthapuram also houses many prominent institutions in the medical,management and engineering sector.

As per the secondary sources, the major investments are in the real estate, airportand port expansion and few commercial developments ie malls/resorts etc andinformation technology. Few of the high investment projects include:

Technopark Phase III Technopark Phase IV (Technocity) Vizinjam Internatiomal Port New KSRTC Bus Terminal at Thiruvananthapuram central and Eenchakkal New Railway Terminal at Kochuveli

Technopark Phase III is located in 92 acres of land adjacent to the TechnoparkPhase-I Campus at Kazhakoottam.



Technocity is the Phase- IV Expansion project of Technopark. This project site isspread on nearly 431 acres of land on both sides of NH-47 near to CRPF camp atPallippuram. A capital investment of approximate ` 8000 crores is expected over atime frame of 8-10 years.

The proposed Vizhinjam International Container Transhipment Terminal canhandle 4.10 million TEU/annum. At present, India's port capacity (12 major Indianports) is a meagre 4.61 million TEUs/annum. (TEU - Twenty foot equivalent unit).

KSRTC has already started the construction of a new transport terminal formofussil bus services at Thampanoor. Spread over 7.14 acres, the terminalcomplex includes a multi-tiered commercial block, bus bays with computerisedtraffic management, boarding platforms, an administrative building and garage.KSRTC is also planning to construct a satellite Bus station at Eenchakkal on NHBypass. The long-distance bus services currently operating from Thampanoor areproposed to be shifted to a new base at Eenchakkal.The major growth centers areas shown in Figure 2.7.

As per the master plan prepared by the Railway Divisional OfficeThiruvananthapuram, Kochuveli Railway station shall be developed to easecongestion on Thiruvananthapuram Central station. The Kochuveli SatelliteRailway Terminal(Vikram Sarabhai Terminal) is located about 7km fromThiruvananthapuram Central towards Kollam and is easily accessible from NHBypass. Elevated platforms to avoid congestion, nine-storey station building withwaiting hall, big concourse and 11 platforms are the highlights of the master planworked out for the development of the Kochuveli Railway terminal.

With the commissioning of Thiruvananthapuram City Road Improvement Project,significant road improvement is being done. In addition to this, NHAI is in theprocess of completing the NH bypass from Kovalam to Balaramapuram. Thefollowing corridors are selected for widening:

NH Bypass between Kazhakoottam and Kovalam(4-lane divided - NHAI) NH between Kazhakootam and Pallippuram (4-lane divided-NHAI) NH between Kazhakoottam and Kesavadasapuram (4-lane divided- Kerala

PWD)



Figure 2.7 Growth Directions

2.11 POPULATION PROJECTION

Kerala has one of the lowest levels of population growth and many of the Coastaltowns are actually experiencing decline in population. The projected population inthe study area for the period 2011 – 2041, with break-ups for each of theconstituent entities is presented in Table 2.8. Figure 2.8 indicates the populationdensity distribution – 2011 & 2031 in the study area.

Table 2.8 Population Projection

AreaProjected Population

2011 2016 2018 2021 2031 2041ThiruvananthapuramCorporation

1007409 1035347 1046523 1063286 1118172 1173059

ThiruvananthapuramPanchayats (inStudy Area)

363162 373233 377262 383305 403091 422877

Total 1370571 1408581 1423785 1446591 1521263 1595936



Figure 2.8 Population Density Distribution – 2011 and 2031

2.12 EMPLOYMENT PROJECTION

The projected employment growth in the study area, for the period of 2009 – 2041is presented in Table 2.9. Figure 2.9 indicates the employment densitydistribution-2031 in the study area. Assumptions related to worker population fromthe same settlement or from neighboring urban / residential areas andemployment densities were used for zone-wise employment distribution.

Table 2.9 Employment Projection

AreaProjected Employment

2011 2016 2018 2021 2031 2041ThiruvananthapuramCorporation

388109 404856 411556 421599 455882 491422

ThiruvananthapuramPanchayats (in StudyArea)

54474 57237 58340 59998 65788 71841

Total 442583 462093 469896 481597 521670 563263



Figure 2.9 Employment Density Distribution – 2011 and 2031

ht metr2.13 RIDERSHIP ESTIMATE ON PHASE I OF THE LIGHT METRO

After reviewing the report of traffic projection on the proposed light metro corridorfrom Pallipuram to Neyyattinkara (Length 41.72 km) Government of Kerala havedecided to take up the first phase of light metro rail from Technocity to Karamana,a distance of 21.821 Km. Summary output of ridership on this section is shown inTable 2.10.

Table 2.10: Summary of the Ridership on the Partial Light metro Line.

Horizon Year Peak Hour Boarding Daily Ridership AverageTrip Length

2015 27,067 27,0670 7.09

2018 29,361 29,3610 7.21

2021 32,324 32,3240 7.35

2031 36,735 36,7350 7.77

2041 41,720 41,7200 8.13



The index plan of the corridor is put up at Fig. 2.10

Fig 2.10

*****



Station wise Peak Hour Boarding and Alighting

Station wise peak hour boarding and alighting are shown in Table 2.11

Table 2.11: Station wise peak hour boarding and alighting2015 2015 2018 2018 2021 2021 2031 2031 2041 2041

BOARDINGG

ALIGHTINGG

BOARDINGG

ALIGHTINGG

BOARDINGG

ALIGHTINGG

BOARDINGG

ALIGHTINGG

BOARDINGG

ALIGHTINGGTechnocity 2,077 2,908 2,207 3,636 2,481 4,575 3,070 6,275 3,353 7,304

Pallipuram 168 164 276 230 342 342 512 461 764 715Kaniyapuram 1,634 1,576 1,743 1,635 1,960 1,772 2,141 2,110 2,310 2,214Kazhakoottam 385 601 520 740 630 854 754 918 1,161 1,020

KazhakoottamJn.

4,066 7,155 4,774 8,135 5,391 8,749 6,094 9,579 7,242 10,572Kariyavattom 1,125 1,831 1,206 2,011 1,352 2,185 1,507 2,375 1,810 2,623Gurumandiram 185 61 233 204 360 222 482 428 636 517Pangappara 79 81 105 175 188 183 254 308 380 495

Sreekaryam 2,419 1,976 2,510 2,084 2,565 2,196 2,765 2,248 2,968 2,571Pongumoodu 730 415 759 481 851 569 941 905 1,265 1,040Ulloor 2,125 1,989 2,175 2,064 2,293 2,182 2,525 2,229 2,850 2,436

Kesavadasapuram

1,679 1,784 1,770 1,822 1,874 1,954 2,140 2,075 2,299 2,287Pattom 1,755 1,815 1,856 1,862 1,984 2,030 2,050 2,063 2,110 2,170Plamoodu 832 218 882 254 932 279 1,080 526 1,284 618Palayam 1,865 1,777 1,951 1,811 2,046 2,075 2,210 2,125 2,280 2,309Secretariat 1,772 2,049 1,842 2,137 2,026 2,284 2,288 2,329 2,371 2,392Thampanoor 2,520 2,535 2,704 2,585 3,060 2,747 3,433 2,830 3,526 2,835Killippalam 650 947 803 1,028 891 1,080 1,099 1,250 1,322 1,412Karamana 1,001 422 1,045 440 1,098 533 1,390 555 1,789 698Total 27,067 30,304 29,361 33,334 32,324 36,811 36,735 41,589 41,720 46,228



Station wise peak hour boarding and alighting from TECHNOCITY TO KARAMANA are shown in Table 2.12

Table 2.12: Boarding & Alighting: TECHNOCITY TO KARAMANA (TOP TO BOTTOM)

2015 2015 2018 2018 2021 2021 2031 2031 2041 2041BOARDING ALIGHTING BOARDING ALIGHTING BOARDING ALIGHTING BOARDING ALIGHTING BOARDING ALIGHTING

Technocity 0 2,908 0 3,636 0 4,575 0 6,275 0 7,304Pallipuram 37 80 121 110 151 195 202 277 320 475Kaniyapuram 185 1,121 273 1,150 299 1,225 336 1,540 420 1,674Kazhakoottam 30 310 75 420 105 480 149 530 390 625

Kazhakoottam Jn. 918 3,970 1,169 4,861 1,363 5,070 1,574 5,607 1,780 6,415Kariyavattom 235 1,016 294 1,201 348 1,267 382 1,389 442 1,591Gurumandiram 112 30 144 163 212 168 243 368 246 449Pangappara 37 61 49 141 98 144 128 260 161 425

Sreekaryam 839 1,590 897 1,655 955 1,703 1,045 1,750 1,098 1,941Pongumoodu 510 131 520 191 580 210 601 530 697 681Ulloor 1,290 944 1,320 1,003 1,353 1,015 1,580 1,025 1,840 1,170Kesavadasapuram 1,100 810 1,180 820 1,201 832 1,450 860 1,579 1,030Pattom 1,210 820 1,301 840 1,359 845 1,410 855 1,430 955Plamoodu 560 110 589 131 598 141 710 321 855 389Palayam 1,310 810 1,378 830 1,410 845 1,550 890 1,605 1,069Secretariat 1,058 1,021 1,102 1,059 1,185 1,085 1,398 1,109 1,459 1,167Thampanoor 1,719 1,206 1,890 1,230 2,180 1,240 2,488 1,280 2,570 1,280Killippalam 310 380 429 438 468 451 610 606 804 741Karamana 1,001 0 1,045 0 1,098 0 1,390 0 1,789 0Total 12,461 17,318 13,776 19,879 14,963 21,491 17,246 25,472 19,485 29,381



Peak Hour Link Loads are given in Table 2.13

Table 2.13: PEAK HOUR DIRECTIONAL LOAD

S.N.

FROM TO PHPDT2015 2018 2021 2031 2041UP DN UP DN UP DN UP DN UP DN

1 Technocity Pallipuram 2,024 2814 2,135 3499 2391 4419 2951 5954 3198 67732 Pallipuram Kaniyapuram 2,124 2901 2,242 3570 2525 4505 3196 6177 3557 71893 Kaniyapuram Kazhakoottam 3,118 2951 3,227 3625 3639 4619 4431 6350 4907 74594 Kazhakoottam kazhakoottam

Junction3,182 3887 3,352 4502 3790 5545 4648 7554 5283 8713

5 kazhakoottamJunction

Kariyavattom 3,145 4167 3,683 4847 4139 5920 5196 7935 6588 89486 Kariyavattom Gurumandiram 3,220 7219 3,785 8539 4225 9627 5335 11968 6924 135837 Gurumandiram Pangapara 3,262 8000 3,833 9446 4319 10546 5514 12975 7246 147328 Pangapara Sreekaryam 3,284 7918 3,855 9465 4370 10502 5592 13100 7395 149359 Sreekaryam Pongumoodu 4,478 7942 5,039 9557 5487 10548 6814 13232 8635 1519910 Pongumoodu Ulloor 4,414 8693 4,988 10315 5399 11296 6779 13937 8844 1604211 Ulloor Kesavadasapuram 4,204 8314 4,782 9986 5172 10926 6520 13866 8588 1602612 Kesavadasapuram Pattom 3,809 7968 4,370 9669 4723 10588 5995 13311 8051 1535613 Pattom Plamoodu 3,359 7678 3,903 9309 4163 10219 5427 12721 7516 1480714 Plamoodu Palayam 3,523 7288 4,073 8848 4359 9705 5592 12166 7716 1433215 Palayam Secretaiat 3,111 6838 3,665 8390 3765 9248 5017 11777 7151 1386616 Secretaiat Thampanoor 2,797 6338 3,327 7842 3407 8683 4687 11117 6838 1333017 Thampanoor Killipalam 2,269 6301 2,786 7799 2780 8583 4082 10828 6239 1303818 Killipalam Karamana 2,042 5788 2,570 7139 2574 7643 3927 9620 6086 11748

Chapter 3

Civil Engineering

Chapter 3

Civil Engineering

Chapter 3

Civil Engineering

CHAPTER 3 - CIVIL ENGINEERING


Chapter 3

Civil Engineering

3.1 GENERAL

This chapter deals with geometrical standards adopted for horizontal and verticalalignments, route description, station locations, soil conditions, land requirements,utility services, etc.

3.2 PLANNING AND DESIGN PARAMETERS

The design parameters related to the Light Metro Rail System described herewithhave been worked out based on a detailed evaluation, experience and internationallyaccepted practices. Various alternatives were considered for most of theseparameters but the best-suited ones have been adopted for the System as a whole.

3.3 GEOMETRIC DESIGN NORMS

The geometrical design norms are based on international practices adopted forsimilar Metro systems with standard gauge on the assumption that the maximumpermissible speed on the section is limited to 80 Kmph. Planning for any higherspeed is not desirable as the ultimate average inter-station distances will be onlyabout one Km and trains will not be able to achieve higher speed. The tracks will becarried on box -shaped elevated decking supported by single circular piers, generallyspaced at 30m centres and located on the median of the road. The horizontalalignment and vertical alignment are, therefore, dictated to a large extent by thegeometry of the road followed by the alignment.



Chapter 3

Civil Engineering

3.1 GENERAL








Chapter 3

Civil Engineering

3.1 GENERAL








The track centre on the elevated section will be 3.70m on portions of tracks which arestraight or have curvature up to 100m radius. The track centre will increase as theradius decreases to provide for the end and middle throw of the coaches. The endthrow and mid throw needed for various radii are indicated in Table No. 3.1. Howeverto standardise the deck construction, a uniform track centre of 3.70m has beenmaintained up to a radius of 100m and at locations of lesser radius, which will befew, the deck width can be suitably increased. The standards adopted for horizontaland vertical alignments are as under: -

Table 3.1 Extra clearance on curves-mid throw

RADIUS(METERS)

MID-THROW( 15125/R )

( mm)

APPROXIMATENOSING INCLUDED IN

K.E/STRUCTUREGAUGE FOR TANGENT

TRACK (mm)

EXTRAHORIZONTAL

SHIFT ONCURVE

(mm)60 252.1 10 24270 216.1 10 207100 151.3 10 142200 75.6 10 66300 50.4 10 41400 37.8 10 28500 30.3 10 21600 25.2 10 10700 21.6 10 12800 18.9 10 9900 16.8 10 7

1000 15.1 10 61200 12.6 10 31400 10.8 10 11600 9.5 10 01800 8.4 10 02000 7.6 10 02200 6.9 10 02400 6.3 10 02600 5.8 10 0



Table 3.2 Extra Clearance on Curves-End Throw

3.3.1 Horizontal Alignment

The standards adopted for horizontal and vertical alignments are as under:-

Curve radius in mid section: Preferred : 400m & above Minimum : 200m. Absolute minimum : 60m Minimum curve radius at stations : 1000 m Maximum permissible cant (Ca) : 125 mm Maximum desirable cant (Ca) : 110 mm Maximum cant deficiency (Cd) : 85 mm

RADIUS(METER

S)

END-THROW( 21000/R )

( mm)

EXTRA HORIZONTALSHIFT ON CURVE

(mm)

60 350.00 35070 300.00 300200 105.00 105250 84.00 84300 70.00 70350 60.00 60400 52.50 53450 46.67 47500 42.00 42600 35.00 35700 30.00 30800 26.25 26900 23.33 23

1000 21.00 211200 17.50 181500 14.00 141600 13.13 132000 10.50 112400 8.75 92800 7.50 8



Transition curves

Minimum length of Transitions of Horizontal curves (m) : 0.44 times actual cantor cant deficiency (in mm), whichever is higher.

Desirable:0.72 times actual cant or cant deficiency, (in mm) whichever is higher No overlap is allowed between transition curves and vertical curves. Minimum straight between two Transition curves : 20m Minimum curve length between two transition curves : 20 m

3.3.2 Vertical Alignment

Any part of the viaduct carrying the tracks will have a vertical clearance of minimum5.5m above road level. For meeting this requirement with the box shapedprestressed concrete girders, the rail level will be about 9.0m above the road level.However, at stations which are located above central median, the rail level will beabout 10.40m above the road level. These levels will, however, vary marginallydepending upon where the stations are located.

Gradients

Normally the stations (length covered by the platforms) shall be on level. In limitingcases station may be on a grade of 0.1%. Between stations, generally the gradesshall not be steeper than 4.0%.

Generally stations are kept on a summit with a falling and rising gradient of 1% on theapproaches. Maximum grade for depot connection shall be 6%. Maximum gradientfor depot tracks shall be 0.1%. There shall be no change of grade over points &crossings.

3.3.3 Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%. Howeverit is recommended to provide vertical curves at every change of gradient. Minimumradius of vertical curves:

On main line : 2500 m Other Locations : 1500 m Minimum length of vertical curve : 20 m



3.3.4 Design Speed

The maximum sectional speed will be 80 Km/h. A higher sectional speed cannot beattempted when inter-station distances are so short. However, the applied cant, andlength of transition will be decided in relation to normal speeds at various locations,as determined by simulation studies of alignment, vertical profile and stationlocations. This is with the objective of keeping down the wear on rails on curves tothe minimum.

Table 3.3Cant, Permitted speed and Minimum Transition length for curves

Radius(m)

ActualCant(mm)

CantDeficiency

(mm)

PermittedSpeed(kmph)

MinimumTransition

length(m)

3000 20 8.72 80 102000 30 13.09 80 151000 50 36.17 80 25800 60 47.72 80 30500 90 82.35 80 40400 110 85 80 55300 110 85 70 55200 110 85 55 55150 110 85 45 55120 110 85 40 55100 110 85 40 5590 110 85 35 5560 110 85 30 55

3.4 STATION LOCATIONS

The First Phase of the Thiruvananthapuram Light Metro Rail Project covers adistance of 21.821 Kms with 19 stations, starting from Technocity to Karamana. Thechainage will be reckoned from Centre line of Technocity Station which has beenassigned the chainage value of 0.0. The entire stretch is elevated, carried on singlepillars generally located along the median of the road. The locations of the stationsand their chainages are given in the table below.



Table No. 3.4 Thiruvananthapuram Light Metro – Station Locations

S.No Station Name Chainage(m)

Inter stationdistance

(m)DEAD END -428.0 -

1 TECHNOCITY 0.0 -2 PALLIPURAM 687.8 687.83 KANIYAPURAM 1672.7 984.94 KAZHAKOOTTAM 3062.7 1390.05 KAZHAKOOTTAM JUNCTION 4181.9 1119.26 KARYAVATTOM 5864.9 1683.07 GURUMANDIRAM 6903.2 1038.38 PANGAPARA 8274.0 1370.89 SREEKARYAM 10002.6 1728.6

10 PONGUMOODU 11488.5 1485.911 ULLOOR 12709.5 1221.012 KESAVADASAPURAM 14296.4 1586.913 PATTOM 15114.7 818.314 PLAMOODU 15833.1 718.415 PALAYAM 16993.0 1159.916 SECRETARIAT 18284.5 1291.517 THAMPANOOR 19443.9 1159.418 KILLIPALAM 20527.1 1083.219 KARAMANA 21821.3 1294.2

END OF TRACK 22109.3 -

3.4.1 Stations are briefly described as under:

1. TECHNOCITY at Ch 0.00 Km:

This is the First station and also the terminal at the northern end. This station islocated on the National Highway about 400m from the CRPF campus. It servesCRPF Campus, proposed Technocity and the local residential areas around.

2. PALLIPURAM at Ch.0.688 Km:

The station is located after the Petrol pump on the left side. It serves local residentialareas around.



3. KANIYAPURAM at Ch. 1.673 Km:

The proposed station is located nearby a commercial centre nearby and close to theKSRTC bus station. It serves Chirayinkeezhu and Perumathura areas.

4. KAZHAKOOTTAM at Ch. 3.063 Km:

This station is located close to the Block Panchayat and the Regional VocationalTraining Institute. It serves local residents around and the Govt. TrainingInstitutions, Sainik School, etc.

5. KAZHAKOOTTAM JN at Ch. 4.182 Km:

This station is located just around 150m. before the four-arm junction on NH. Itserves nearby interior residential areas, Meenamkulam Industrial Estate, MarianEngineering College, St.Xaviers College, KINFRA, etc.

6. KARIYAVATTAM at Ch.5.865 Km:

This station is located beside the junction of the road leading to the InternationalGreenfield Multipurpose Stadium under construction near the University Engg.College. It serves the Engineering College, Kerala University Campus, HighwayResearch Institute, BSNL Office, proposed International Stadium, Techno park etc.

7. GURUMANDIRAM at Ch. 6.903 Km:

This station is located near to Sree Narayana Gurumandiram. The predominantresidential areas, LNCP Stadium Complex, etc will be served by this Station.

8. PANGAPPARA at Ch. 8.274 Km:

This proposed station serves Govt. institutions, residential complex, Medical CollegeHealth Unit, C.H. Mohammed Koya Memorial State Institute for Mentally Challenged,etc.

9. SREEKARYAM at Ch. 10.003 Km:

The station is located before Sreekaryam Jn. This station serves Central Tuber CropsResearch Institute (CTCRI), Vikram Sarabhai Space Centre (VSSC), Thumba andmajor educational institutions like Govt. College of Engineering, Gulati Institute ofFinance and Taxation, Loyola School and College, etc.



10. PONGUMOODU at Ch.11.489 Km:

This station is located just before the Pongumoodu Jn. It serves Tourist CentreAkulam Lake, Southern Air Command, CDS, CESS and local residential areasaround.

11. ULLOOR at Ch. 12.71 Km:

The location of the proposed station is between Kochulloor junction and UlloorJunction. Ulloor is a major commercial centre of Thiruvananthapuram City withsurrounding medical institutions and hospitals. This junction is named in the memoryof the great poet, Ulloor S. Parameswara Iyer. Ulloor junction is a three-arm junctionproviding connectivity to Medical College, Akkulam, Thiruvananthapurm City andKollam. Major Institutions like Trivandrum Medical College, Regional Cancer Centre(RCC), Sree Chitra Thirunal Institute of Medical Sciences and Technology(SCTIMST), and other multi-speciality hospitals are located at a walk able distancefrom the proposed station.

12. KESAVADASAPURAM at Ch. 14.296:

The station is located after Kesavadasapauram Jn. It is the Gateway ofThiruvananthapuram where the M.C. Road (State Highway-1) meets the N.H-47. Thisstation serves Educational Institutions like M.G. College, Mar Ivanios College, MarBaselius Engineering College and also renowned schools and institutions situated insurrounding area. Provision has been kept at this station for future extensiontowards Venjaramood along the MC Road.

13. PATTOM at Ch. 15.115:

Pattom is one of the important administrative and shopping centres of theThiruvananthapuram City. Pattom is a prominent Jn. providing connectivity toKowdiar, Medical College, Thiruvananthapuram City and Kesavadasapuram. Thisstation serves Kendriya Vidyalaya, P.S.C. Office, SUT Hospital, Sasthra Bhavan,LIC, Kerala State Electricity Board, District Panchayat Office, , Kerala Co-operativeMilk Marketing Federation (Milma), State Planning Board and other GovernmentInstitutions and Schools nearby.



14. PLAMMOODU at Ch. 15.833:

Plammoodu Jn. provides connectivity to Gowreeshapattom, Nanthancode andCharachira. This station serves predominant residential areas like Kowdiar, JawaharNagar, Kuravankonam, etc. and nearby Shopping Malls, Hospitals, Temples,Churches and Govt. Offices etc.

Fig 3.1



15. PALAYAM at Ch. 16.993:

This proposed station is located adjacent to the State Legislative Assembly Complex.This station serves major institutions and religious centres such as CSI ChristChurch, Mosque, Temple, Chandrasekharan Nair Stadium, ThiruvananthapuramCorporation, etc. Many important landmarks like Connemara Market, KeralaUniversity, Kerala Legislative Assembly Complex, MLA Hostel, PMG Office,Priyadarshini Planetarium, Vikas Bhavan, Mascot Hotel, Napier Museum and Zoo,Nandavanam Police Camp, LBS Institute of Science & Technology, Reserve Bank ofIndia, etc., will also be served by this station.

16. SECRETARIAT at Ch. 18.285:

The proposed station is located before Pulimoodu Junction. This is a majorAdministrative hub. The AG’s Office, University College and Sanskrit College andGovt. offices are nearby. General Hospital and Govt. Press are nearby from theproposed station.

17. THAMPANOOR at Ch.19.444:

This station is located adjoining the Thiruvananthapuram Central Railway station andthe KSRTC bus terminal. Thampanoor junction is a major link to Kanyakumaritowards south & Kovalam towards west. This station would ensure easy interchangebetween various modes of transport and thereby improve connectivity with differentparts of the City. This is the mobility hub of Thiruvananthapuram District which linksthe bus terminal and Thiruvananthapuram Central Railway Station. The famous SreePadmanabha Swamy Temple, Chalai Market, East Fort, Govt. Auyurveda College,Govt. Hospital for Women & Children, Railway Divisional Office, Police TrainingCollege, Govt. Guest House, Office of the NORKA, Cinema Theatres, etc, arelocated at a walk able distance from the proposed station. Provision has been keptat this station for future extension towards Karakulam.

18. KILLIPALAM at Ch. 20.527:

This station is located near to Govt. Higher Secondary School. This Jn. providesconnectivity to Chalai, Attakulangara, and East Fort. This is a fast growingCommercial hub of the city.

19. KARAMANA at Ch. 21.821:

The proposed station is located after Karamana Jn. This station serves the fastdeveloping residential areas, Schools, Women’s College etc. It provides connectivityto Poojapura, Neyyattinkara and Thampanoor. Karamana is also known for its busy



"Daily market" (a Farmers/Produce market) and is a major transit point for both tradeand people travelling to or coming in from the Kanyakumari district of neighboringTamil Nadu. This is the terminal station for Phase I. Provision has been kept for thefuture extension to Neyyattinkara.

3.4.2 Description of the alignment

3.4.2.1 Thiruvananthapuram is fast emerging as the 3rd most important IT centre in thecountry, next only to Bangalore and Hyderabad. A Techno Park, covering 600,000m2 of built up area is already bustling with activity at Kazhakoottam located betweenold NH 47 (now NH 66) and the new NH Bypass. Due to limitation of space, KeralaGovernment has now decided to set up a new Techno City itself at Pallipuram, about6 kms north of Kazhakoottam on the National Highway for which a huge area of 451acres have been acquired, and a Company registered under the name Kerala StateInformation Technology Infrastructure Limited to promote the city and to provideinfrastructure facilities to the IT companies moving into the Technocity. Already bigcompanies such as Infosys, TCS, Wipro, etc have taken large areas of land and theirbuildings are coming up. A hospital complex of KIMS has also come up in the area.The Technocity is expected to have a total working population of a hundred thousandprofessionals and to meet the public transport needs of this area, one end of theLight Metro Rail corridor has been kept at Technocity. Bordering the Technocity isalso the huge CRPF complex. Government land adjoining the CRPF complexmeasuring about 8.10 hectares on the northern side of the NH 66 is proposed to betaken over to serve as the Depot complex for the Light Metro.

3.4.2.2 Technocity Light Metro station is located on the NH 66 (old NH 47) near the CRPFcamp at Pallipuram with 0.00 chainage – Presently it is a terminal station butprovision has been kept for extending the Light Metro further towards the north alongNH 66 to serve future developments of the Technocity. The Depot connection alsotakes off on the northern as can be seen from the alignment sheet no. 1/21.

3.4.2.3 The Light Metro alignment follows the central line of NH 66 right up Kazhakoottamjunction and stations Pallipuram (Km 0.688), Kaniyapuram (Km 1.673),Kazhakoottam (Km 3.063) and Kazhakoottam junction (Km 4.182) are all situated onthe NH. Presently there is no defined median for this stretch of NH 66 but there areproposals for widening the NH as a 4 lane road. The 4 lane proposals are yet to befirmed up and while doing so NH authorities will be requested to provide a median of3 meters between carriage ways which will facilitate locating the Light Metro pillarsand positioning the stations. This would mean that for widening the NH on thisstretch, the land acquisition should be on both sides.



3.4.2.4 At Kazhakoottam junction, NH is likely to propose a fly over. The Light Metroalignment is therefore taken to the left side to accommodate the future fly over. FromKazhakoottam junction the Light Metro turns towards Kariyavattom along the old NH47. Kariyavattom station is located at Km 5.865. This station will conveniently servethe University Campus, Kerala Highway Research Institute, BSNL office, Technoparkand the upcoming National Stadium. The alignment continues along NH 66 withstations at Gurumandiram located at Km 6.903, Pangapara at Km 8.274 andSreekaryam at Km 10.003. Sreekaryam junction is already heavily congested andtherefore a fly over at this junction is unavoidable in the future. The Light Metro hasbeen so aligned as to accommodate a two lane fly over at this junction.

Technical feasibility of taking the Light Metro alignment touching Technopark wasexamined by carrying out the required topographical survey. It is seen that bylocating the Technopark station next to the playground, the longitudinal alignment willhave a gradient of 1 in 18.35 for a length of 490m between the proposed Technoparkstation and Karyavattom station. To avoid such a steep gradient and to bring it to 1in 25, it will be necessary to raise Technopark station by about 7m which is notdesirable. Further, this alignment would need about 1.40 hectares of private landacquisition in which about 31 structures (30 houses and part of one school) are alsoinvolved. This alignment would be 200m longer than the original alignment along theroad.

Considering the steep gradient and the extra length involved, about 120 crores extrain capital investment is required. Hence rerouting the alignment is not advisable.Instead a new additional station on the road itself with a proper approach road fromthe Technopark will be a better and cheaper option. Alternately, the existing stationlocation should remain and feeder services should be introduced to Technopark fromKazhakootam and Karyavattom stations.

3.4.2.5 From Sreekaryam, the alignment continues along old NH 47 and the next stationPongumoodu is located at km 11.489. The next station Ulloor at Km 12.710 is justshort of Ulloor junction. Ulloor is a three way junction heavily congested givingaccess to Medical College. The Light Metro alignment has been so positioned as toallow a single lane one way fly over along NH 66, at this junction.

3.4.2.6The alignment continues along NH 66 and Kesavadaspuram station is locatedbeyond the junction at km 14.296. The station has been located and designed insuch a way that it can be made a junction station if a Light Metro is planned on theM.C. Road in future.



3.4.2.7 The stretch of NH 66, from Kazhakoottam junction to Kesavadaspuram is narrow withan average right of way of only 10 metres. There are many sharp curves and steepgradients on this section. There is a proposal to widen this portion of the road tohave an ROW of 23 metres and the work of preparation of the DPR is entrusted toM/s. NATPAC. M/s. NATPAC has been requested to provide a median width of 2.50to 3.0 metres in their widening proposals, to enable columns of the Light Metro to belocated on this median. M/s. NATPAC has also been requested to provide for futureflyovers at Sreekaryam and Ulloor while finalizing the DPR and the additional land tobe acquired to be processed right now to accommodate these flyovers. For thispurpose tentative fly over General Arrangement Plans have already been supplied toM/s. NATPAC.

3.4.2.8 From Kesavadaspuram, the alignment continues along NH 66 with Pattom stationlocated at Km 15.115 and Plamoodu station at km 15.833. Between Plamoodu andPalayam junction the roads are one way and the Light Metro alignment has beentaken along the PMG road. The widening of this 300m stretch of the road is to betaken up on priority before starting the works of the proposed Light Metro. Palayamstation is located at Km 16.993. At Palayam junction the alignment turns right on tothe Secretariat road following the median and the Secretariat station is located at km18.285. It was a conscious decision not to locate the Secretariat station right in frontof the Secretariat buildings, to ensure that the appearance of this heritage building isnot blocked by the Light Metro station building.

3.4.2.9 From Secretariat station the alignment follows NH 66 and at Overbridge junctionturns to the left towards Thampanoor. Thampanoor station is located at Km 19.444adjoining the KSRTC bus terminal and Thiruvananthapuram Central Railway station.Thampanoor station has been planned as a junction station for a future Light Metroalignment along Manorama road towards Karakulam. Again Thampanoor station hasbeen located in such a way that it does not block architectural appearance of theThiruvananthapuram Central Railway station building which is a heritage structure.

3.4.2.10 From Thampanoor the alignment is taken on the right hand side of the Thycaud flyover and on the left side of the Railway yard, which it will cross at railway Km 221/6-8 and follow the alignment of the NH and reach Killipalam station at Km 20.527located near Killipalam junction opposite to Government Model Higher SecondarySchool for Boys. Thereafter the alignment turns along the NH and continues alongthe median of the road up to Karamana station located at Km 21.821.

3.4.2.11 By shifting the terminal station from Thampanoor to Karamana, the terminalpassenger load has been shifted from the heavily congested ThiruvanthapuramCentral Railway station area. At Karamana, provision has been kept to extend the



line further towards Neyyatinkara. Parking facilities for buses coming fromNeyyatinkara area will be provided near to this station to facilitate Road - LightMetro integration. Being the terminal station under Phase I of the project, adequatefacilities should be developed at this station to handle the bus traffic.

Since the Kesavadasapuram - Karamana reach (R3 reach) also is proposed forcommissioning along with the Technocity - Karyavattom reach (R1 reach), and theKaryavattom - Kesavadasapuram reach will be commissioned only later, temporarypitline facilities have been planned at Karamana, beyond the station towardsNeyyattinkara side for the attention to the rakes in Kesavadasapuram - Karamanasection till such time the middle reach R3 is commissioned.

The index plan of the corridor is put up at Fig. 3.1

3.5 HORIZONTAL AND VERTICAL ALIGNMENT

3.5.1 Horizontal Curves

There will be 89 horizontal curves with the curvature varying from 60m radius to4500m. The minimum radius of 60m has been adopted on the specific locations soas to reduce the acquisition of the properties. The details of the horizontal curves aregiven in the Table No. 3.5 and 3.6.

Table 3.5

ABSTRACT OF HORIZONTAL CURVES

Radius of curve No ofcurves

Lengthm

Curve lengthas %age oftotal route

length

Curvelength as%age of

total curvedlength

Less than 60m nil 0 0 060-90m 10 409 1.8 7.2

90-150mm 16 579 2.6 10.2150-250m 19 616 2.7 10.8250-400m 16 768 3.4 13.5

400-1000m 13 840 3.7 14.81000-4500m 15 2482 11 43.6

Total 89nos 5694m 25% 100%

CHAPTER 3 – CIVIL ENGINEERING

DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO PROJECT - OCT 2014 3/15

Table 3.6Details of Horizontal curves.

Trivandrum Light Metro Rail Project (Horizontal Curve Details)

CurveNo.

Handof

Arc

Radius(m)

ArcLength

(m)

TransitionLength

(m)

IncludedAngle Tangent

(m)

StraightLength

(m)L1 L2 D M S 67.111

1 Right 152.2 15.816 40 40 05 57 14.014 7.915 395.6542 Right 1002.2 136.431 20 20 07 47 59.156 68.321 212.2073 Left 252.2 140.74 48 48 31 58 25.859 72.255 596.5834 Left 1002.2 57.483 20 20 03 17 10.695 28.749 434.7365 Left 332.2 96.298 50 50 16 36 32.204 48.489 77.0586 Right 1002.2 124.34 20 20 07 06 30.666 62.25 335.3037 Left 1002.2 43.025 20 20 02 27 35.121 21.516 79.1698 Right 502.2 17.801 40 40 02 01 51.075 8.901 181.0269 Left 1002.2 42.34 20 20 02 25 14.102 21.173 540.268

10 Right 1002.2 196.488 20 20 11 13 59.595 98.56 154.18911 Left 602.2 99.927 30 30 09 30 26.850 50.078 59.72412 Left 1302.2 27.439 20 20 01 12 26.186 13.72 93.89413 Right 1602.2 195.955 20 20 07 00 26.955 98.1 84.47714 Left 802.2 23.5 25 25 01 40 42.418 11.751 158.68515 Left 185.2 106.136 50 50 32 50 08.323 54.57 631.78916 Left 352.2 104.206 50 50 16 57 07.709 52.486 0.14717 Right 3602.2 174.985 15 15 02 46 59.807 87.51 87.88718 Left 1892.2 179.093 15 15 05 25 22.553 89.613 0.15719 Right 602.2 56.23 30 30 05 20 59.881 28.136 47.22920 Right 110.2 41.187 50 50 21 24 50.693 20.837 56.99121 Right 702.2 62.083 25 25 05 03 56.379 31.062 61.83722 Right 402.2 115.281 45 45 16 25 20.623 58.038 180.71523 Left 215.2 110.681 50 50 29 28 05.787 56.594 125.63724 Left 192.2 19.031 48 48 05 40 23.652 9.523 44.77125 Left 255.2 24.37 48 48 05 28 17.160 12.194 17.42226 Right 90.2 47.547 48 48 30 12 07.159 24.34 68.22327 Right 122.2 22.81 50 50 10 41 40.949 11.438 0.23228 Left 242.2 29.417 48 48 06 57 32.182 14.726 212.49829 Right 357.2 34.61 40 40 05 33 05.525 17.319 0.48230 Left 150.2 15.12 48 48 05 46 03.210 7.566 38.22331 Left 287.2 19.179 48 48 03 49 33.975 9.593 121.65832 Left 247.2 18.836 48 48 04 21 56.962 9.423 227.14433 Right 257.2 17.685 48 48 03 56 22.797 8.846 49.39634 Left 122.2 19.653 48 48 09 12 53.238 9.848 23.25235 Right 1009.2 103.735 20 20 05 53 21.751 51.913 0.00436 Right 120.2 19.575 48 48 09 19 51.792 9.809 68.55937 Left 217.2 19.007 48 48 05 00 50.177 9.51 109.5538 Left 190.2 19.98 48 48 06 01 07.538 9.999 0.44839 Right 225.2 19.82 48 48 05 02 33.171 9.916 59.883



CurveNo.

Handof

Arc

Radius(m)

ArcLength

(m)

TransitionLength

(m)


(m)

StraightLength

(m)L1 L2 D M S

40 Left 120.2 21.709 45 45 10 20 52.471 10.884 16.92541 Right 120.2 26.175 45 45 12 28 35.934 13.139 73.03942 Right 90.2 73.454 50 50 46 39 29.969 38.901 0.32943 Left 273.2 135.738 48 48 28 28 01.432 69.3 61.51444 Right 702.2 29.293 25 25 02 23 24.507 14.649 0.14445 Left 321.2 18.174 35 35 03 14 30.605 9.089 0.35146 Right 712.2 31.236 20 20 02 30 46.534 15.621 168.55447 Left 225.2 15.523 48 48 03 56 57.389 7.764 34.74748 Right 302.2 40.923 48 48 07 45 31.489 20.493 65.9749 Right 352.2 18.089 48 48 02 56 33.629 9.046 37.54850 Left 702.2 219.456 25 25 17 54 23.174 110.63 196.59151 Right 142.2 49.202 50 50 19 49 28.805 24.849 182.79952 Left 62.2 44.624 48 48 41 06 18.629 23.321 66.49353 Left 487.2 18.477 30 30 02 10 22.615 9.24 107.27754 Right 120.2 28.008 48 48 13 21 02.334 14.068 17.39955 Left 125.2 78.869 48 48 36 05 35.070 40.792 243.48256 Right 162.2 19.895 48 48 07 01 39.488 9.96 23.91657 Right 62.2 26.603 48 48 24 30 19.939 13.508 131.88958 Right 152.2 17.624 30 30 06 38 04.642 8.822 83.23759 Left 152.2 19.35 30 30 07 17 03.221 9.688 93.26160 Left 275.2 39.61 40 40 08 14 47.709 19.839 102.95161 Right 1002.2 393.39 20 20 22 29 24.429 199.26 18.79662 Left 125.2 15.568 48 48 07 07 27.694 7.794 41.31163 Right 550.2 22.438 40 40 02 20 11.804 11.221 0.80264 Left 280.2 16.404 48 48 03 21 15.453 8.204 0.40365 Right 350.2 16.454 48 48 02 41 31.400 8.229 247.62666 Left 140.2 15.912 48 48 06 30 10.392 7.965 0.03967 Right 90 35.574 48 48 22 38 48.736 18.022 62.18168 Left 247.2 38.477 45 45 08 55 05.332 19.277 15.87569 Left 165.2 16.558 48 48 05 44 33.570 8.286 0.10470 Right 205.2 15.558 48 48 04 20 38.920 7.783 0.15371 Left 355.2 15.533 48 48 02 30 19.893 7.768 27.20372 Right 167.2 20.664 48 48 07 04 52.069 10.345 248.99973 Right 122.2 28.589 48 48 13 24 15.688 14.36 33.07974 Right 210.2 20.68 48 48 05 38 12.950 10.348 135.65375 Left 220.2 19.77 50 50 05 08 38.859 9.892 26.2576 Right 475.2 16.176 48 48 01 57 01.412 8.089 15.46377 Left 260.2 28.462 50 50 06 16 01.902 14.245 45.62878 Right 4500.2 559.442 20 20 07 07 21.815 280.082 123.76979 Left 202.2 18.746 50 50 05 18 42.497 9.38 224.17880 Left 62.2 36.949 48 48 34 02 09.006 19.038 250.866



CurveNo.

Handof

Arc

Radius(m)

ArcLength

(m)

TransitionLength

(m)


(m)

StraightLength

(m)L1 L2 D M S 67.111

81 Right 1302.2 32.658 25 25 01 26 12.958 16.33 345.20882 Right 62.2 35.434 48 48 32 38 23.504 18.212 132.44183 Left 62.2 28.895 48 48 26 37 01.362 14.713 124.90484 Right 62.2 35.18 48 48 32 24 22.665 18.074 96.385 Left 62.2 45.502 48 48 41 54 53.243 23.823 525.15686 Left 602.2 128.517 30 30 12 13 39.583 64.504 23.20187 Left 122.2 21.854 48 48 10 14 47.642 10.956 16.3288 Right 122.2 82.012 48 48 38 27 10.697 42.618 116.59289 Right 1002.2 207.388 25 25 11 51 23.007 104.066 0.302

3.6 VIADUCT STRUCTURE

3.6.1 Choice of Superstructure

The choice of superstructure has been made keeping in view the ease ofconstruction and maximum standardization of the form-work.

Precast segmental box shaped superstructure with post tensioning has been chosenmainly due to the following advantages.

Segmental construction is an efficient and economical method for a largerange of span lengths and types of structures. Structures with sharp curvesand variable super elevation can be easily accommodated.

Segmental construction permits a reduction of construction time assegments may be manufactured while substructure work proceeds, andassembled rapidly thereafter.

Segmental construction protects the environment, as only space required forfoundation and sub-structure is required at site. The superstructure ismanufactured at a place away from busy areas and placement ofsuperstructure is done with launching girders at site.

Segments are easy to stack in the casting yard/stocking yard in more thanone layer, thereby saving in requirement of space.

It is easier to transport smaller segments by road trailers on city roads.

Interference to the traffic during construction is significantly reduced.



Segmental construction contributes toward aesthetically pleasing structuresand 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 ofsafety.

The viaduct can be taken through the Station which will expedite the viaductconstruction. Stations are independently done outside the right of way of theroads and subsequently connected to the platforms. Thus, the dismantlingand erection of launching girder at every station location can be avoided.

3.6.2 Casting of Segments

For viaducts segmental pre-cast construction requires a casting yard. Theconstruction depot will have facilities for casting beds, curing and stacking area,batching plant with storage facilities for aggregates and cement, site testinglaboratories, reinforcement steel yard and fabrication yard etc. The cast segmentsare cured on the bed as well as in stacking yard. Ends of the segments are to bemade rough through sand blasting so that gluing of segments can be effective. Thecast segment will be transported on trailers and launched in position throughlaunching girders. One casting depot each is planned for each of the reaches. Matchcasting is a must for the segments in segmental construction.

3.6.3 Launching Scheme

Launching girder is specially designed for launching of segments. The suggestedlaunching scheme is designed in such a way that initially the launching girder iserected on pier head at one end of the work. The segments are lifted in sequenceand when the lifting is over; they are dry matched while hanging from the launchinggirder. After dry matching, the segments are glued with epoxy and pre-stressed fromone end. The girder is lowered on the temporary / permanent bearings afterpre-stressing. The launching girder then moves over the launched span to next spanand the sequences continues.

3.6.4 Structural System of Viaduct

3.6.4.1 Super-structure

The superstructure of a large part of the viaduct comprises of simply supportedspans. However at major crossing/over or along existing bridge, special steel or in



situ girders will be provided. Normally the box girder having a deck width of 7.0 m(approx) accommodates the two tracks situated at 3.7m (Tangent & up to 100mcurvature). The box girder superstructure for almost all the simply supported standardspans will be constructed by pre-cast, pre-stressed segmental construction withepoxy bonded joints. The standard span of simply supported spans constructed bypre-cast segmental construction technique has been proposed as 30.0m. The toplevel of both the end diaphragms of adjoining spans on the same piers is kept sameso that expansion joint can be installed at top and continuity of profile of enddiaphragm on the same pier can be maintained. There will be only one location- viz,Thampanoor where a longer span will be needed to cross over the Railway stationyard. A balanced cantilever construction will be adopted for this span.

After the segments are joined and pre-stressed and the girder laid in final position,side parapets will be cast in situ by a travelling formwork. No side walkways havebeen provided since end evacuation is planned in case of emergency.

3.6.4.2 Sub-structure

The viaduct superstructure will be supported on single cast-in-place RCC pier. Thesize of pier is generally limited to 1.60m circular for most of its height so that itoccupies the minimum space at ground level where the alignment often follows thecentral median of existing roads. A crash barrier will be provided around the pier to aheight of 1.00 m above road level to avoid damages to the pier by vehicles hitting thepier. A gap of 25mm has been also provided in between the crash barrier and outerface of pier. The height of pier has been so dimensioned that a required clearance of5.50m is always available outside the median kerb on road side beyond vertical planedrawn on outer face of crash barrier. In such a situation, the minimum height of railabove the existing road is about 9.0m. The orientation and dimensions of the piers forthe continuous units or steel girder (simply supported span) will be carefully selectedto ensure minimum obstruction at ground level. Typical details of viaduct are shownin Figures 3.35 to 3.39.

3.7 CONSTRUCTION OF STATIONS

3.7.1 All the stations will be only with single level except the stations at Kesavadasapuramand Thampanoor, where a mezzanine level will be provided to accommodateTechnical rooms and Passenger facilities like Ticketing etc. Stations located on theroad will be carried on single pillars with the platforms supported on cantilevers. Allstation amenities such as Technical rooms, escalators, stair cases, lifts etc. andpassenger facilities will be provided outside the right of way of the road in separatestation buildings. A passage way connecting the station buildings on either side willbe provided outside the paid area for passengers to cross from one side to the otherside platform. The same passage in the unpaid area can be used by the general



public to cross the road so that road crossings at station locations can be totallyavoided.

3.8 STRUCTURAL MATERIALS

3.8.1 Concrete

It is proposed to carry out construction work with design mix concrete throughcomputerised automatic Batching Plants with following grade of concrete for variousmembers as per design requirement/durability considerations.

Structural Element ConcreteGrade

f cu

N/mm2fc ’

N/mm2E c

N/mm2

Box Girder 60 60 48 36000Piers 45 45 36 32500

RC Portals 45 45 36 32500Pile Caps 35 35 28 29500

Piles 35 35 28 29500

3.8.2 Reinforcement (High Strength Deformed Steel)

Yield strength (fy): Grade D 500 N/mm2 E value: 200 kN/mm2

3.8.3 Prestressing Strands

Seven ply low relaxation conforming to ASTM A416 Breaking strength: 1860 N/mm2 E value: 195 Kn/mm2

3.9 ROAD WIDTH REQUIRED DURING CONSTRUCTION

As most of the construction is to be carried out on the middle of the road, central twolanes including median will be required for construction activities. During piling andopen foundation work, a width of about 8m will be required for construction and thesame will be barricaded. It is proposed that two lanes are provided for traffic on eitherside during construction by widening of roads, if necessary. In certain cases, oneway traffic may be resorted to.



3.10 SOIL CHARACTERISTICS & FOUNDATION.

3.10.1 Soil Strata

Trial bores were taken at four locations on the alignment:

1. BH1 - Pallippuram2. BH2 - Kazhakkuttam Jn3. BH3 - Between Kesavadasapuram& Ulloor4. BH4 - Pappanamcode.

The salient features of the soil strata at different boreholes got from field areindicated below in Table No. 3.7

Table No. 3.7

Soil Type & Characteristics:

BoreholeNo.

Depth of WaterTable fromE GL (m)

Depth ofStrata (m)

Soil/Rock TypeSoil/Rock

Characteristics

BH-01 10.90

0.00- 0.60Silty Sand with

Gravels Loose

0.60 – 1.00Silty Sand with Clay

(Laterite) Loose


(Laterite) Very Dense


(Laterite) Dense




(Laterite) Dense



27.00 – 30.00Clayey Silt with Sand

(Laterite) Dense




(White in colour) Very Dense



BH-02 9.00

0.00 – 3.00 Clayey Sand with Silt Loose

3.00 – 6.00 Silty SandMediumDense

6.00 – 9.00 Silty Sand Very Dense

9.00 – 15.00 Silty Sand Dense

15.00 – 21.00 Silty Sand with Clay Very Dense


(White in colour) Very Dense

30.00 – 40.00 Clayey Silt with Sand Very Dense

At 40.00 Clayey Sand with Silt Very Dense

BH-03 5.70

0.00 -3.00 Filled up Strata Loose

3.00 – 6.00Silty Sand(Laterite) Loose

6.00 - 9.00 Silty Sand Loose

9.00 – 10.70 Silty SandMediumDense

10.70 – 11.90 Weathered Rock Very Dense

11.90 – 14.90 Hard Rock Very Dense

BH-04 5.30

0.00 – 1.00 Filled up Strata Loose


(Laterite)MediumDense


(Laterite) Dense

11.60 – 12.10 Weathered Rock Very Dense

12.10 – 15.10 Hard Rock Very Dense



3.10.2 Foundation

Hard rock was not met with even up to 40 m depth in boreholes 1 & 2, whereas hardrock was met with at about 15 m depth in boreholes 3 & 4. Soil investigation at closerintervals will have to be done before the design of piles. For the prevailing soilconditions and type of structures, bored cast-in-situ piles of 1000mm diameter areproposed to be adopted. Piles transmit foundation loads through soil strata of lowbearing capacity to deeper soil having a higher bearing capacity value. Piles carryloads as a combination of skin friction and point bearing resistance. Piles are suitabledue to the following specific advantages over spread footings/raft foundation:

Completely non-displacement. Carry the heavy superstructure loads into or through a soil stratum. Can resist uplift, or overturning. Applicable for a wide variety of soil conditions. Minimum obstruction to traffic

Foundation is proposed on Pile Groups. Wherever special spans are involvedsuitable modification will have to be made to the foundation and superstructure.Similarly for station columns, the foundations will generally be on a group of 4 piles.

3.10.3 Sub structure.

The Light Metro Viaduct will be carried on single columns generally located at 30meter intervals. Generally, circular piers of 1.60m diameter are provided on aestheticconsiderations.

3.11 STATIONS

3.11.1 General

The proposed Light Metro Rail corridor runs southwards from Technocity toKaramana via Technocity, Pallipuram, Kaniyapuram, Kazhakoottam, KazhakootamJunction, Karyavattom, Gurumandiram, Pangapara, Sreekaryam, Pongumoodu,Ulloor, Kesavdasapuram, Pattom, Plamoodu, Palayam, Secretariat, Thampanoor,Killipalam & Karamana covering a distance of 21.821 km from centre line ofTechnocity station to centre line of Karamana station.

A total of 19 stations have been planned along the proposed corridor. All stations areproposed to be elevated. Stations have been located so as to serve passengerrequirements 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 far as feasible. Average inter-station distance is 1.21 km, though it variesfrom 0.687 km to 1.73 km due to land use and topographic reasons.

Rail Levels and Alignment: The general rail level is 10.4m above road and isgoverned by a ground clearance of 5.50m. This in turn determines the level of theentire station structure on the elevated section. In order to keep the land acquisitionto minimum, alignment is planned generally in middle of the road and a three-levelelevated station design has been proposed. Entry/exit structures are planned in thetwo halves of the station building located on either side of the road as the ROWavailable / planned on most of the stretch is only 20m. However the proposed ROWbetween Technocity and Kazhakootam Junction is 45m. Wherever necessary, roadsare aligned to match the alignment of rail tracks of proposed MRTS to place theviaduct on median of the road.

Platforms

All the elevated stations have been planned with side platforms. Care has been takento locate stations on straight alignment only. However due to unavoidablecircumstances few stations are placed on curve with radius more than 1000 meters.The sequence of stations along with their respective chainage, site and platformcharacteristics are presented in the Table 3.9.



Fig 3.2 Station View from bottom of viaduct

Fig3.3 Cross Section across the road



Table 3.8

STATION LOCATION CHARACTERISTICS

SlNo

Name of StationChainage

(m)

Distancefrom

PreviousStation

(m)

Height ofRail Level

FromRoadLevel

(m)

Platform Typeand Nos

AlignmentDescription

Dead End -428.0001 Technocity 0.0 428.0 10.40 Side : 2 Nos. Straight

2 Pallipuram 687.8 687.8 10.40 Side : 2 Nos. Straight

3 Kaniyapuram 1672.7 984.9 10.40 Side : 2 Nos. Straight

4 Kazakoottam 3062.7 1390.0 10.40 Side : 2 Nos. Straight5 Kazakoottam Jn. 4181.9 1119.2 10.40 Side : 2 Nos. Straight6 Karyavattom 5864.9 1683.0 10.40 Side : 2 Nos. Straight

7 Gurumandiram 6903.2 1038.3 10.40 Side : 2 Nos. Straight

8 Pangapara 8274.0 1370.8 10.40 Side : 2 Nos. Straight

9 Sreekaryam 10002.6 1728.6 10.40 Side : 2 Nos. Straight

10 Pongumoodu 11488.5 1485.9 10.40 Side : 2 Nos. Straight11 Ulloor 12709.5 1221.0 10.40 Side : 2 Nos. Straight12 Kesavdaspuram 14296.4 1586.9 12.00 Side : 2 Nos. Straight

13 Pattom 15114.7 818.3 10.40 Side : 2 Nos. Curve

14 Plamoodu 15833.1 718.4 10.40 Side : 2 Nos. Straight

15 Palayam 16993.0 1159.9 10.40 Side : 2 Nos. Straight

16 Secretariat 18284.5 1291.5 10.40 Side : 2 Nos. Straight

17 Thampanoor 19443.9 1159.4 12.00 Side : 2 Nos. Straight

18 Kaillipalam 20527.1 1083.2 10.40 Side : 2 Nos. Straight

19 Karmana 21821.3 1294.2 10.40 Side : 2 Nos. Straight

End of Track 22109.3 288.0 -- -- --



3.11.2 STATION PLANNING

3.11.2.1 Planning and Design Criteria for Stations

Salient features of a typical station are as follows:

1. The station can be divided into public and non-public areas (those areas whereaccess is restricted). The public areas can be further subdivided into paid andunpaid areas.

2. The platform level has adequate assembly space for passengers for bothnormal operating conditions and a recognized abnormal scenario.

3. The platform level at elevated stations is determined by a critical clearance of5.50 meter under the cross passage above the road intersection, allowing 3.0meters for the passage height, about 0.45 meters for passage floor and 2.00meters for structure of tracks above the passage. Further, the platforms are1.09 meter above the tracks. This makes the platforms in an elevated situationat least 10.40 meters above ground.

4. The concourse contains automatic fare collection system in a manner that itdivides the concourse into two distinct areas. The 'unpaid area' is wherepassengers gain access to the system, obtain travel information and purchasetickets. On passing through the ticket gates, the passengers enter the 'paidarea’, which includes access to the platforms.

5. The arrangement of the concourse is assessed on a station-by-station basisand is determined by site constraints and passenger access requirements.However, it is planned in such a way that maximum surveillance can beachieved by the station supervisor over ticket machines, automatic farecollection (AFC) gates, stairs and escalators. Ticket machines and AFCadequate circulation space.

6. Sufficient space for queuing and passenger flow has been allowed at theticketing gates.

7. Station entrances are located with particular reference to passenger catchmentpoints and physical site constraint allowing for 45 meters and 20 meter right-of-way proposed by the local authorities.

8. Office accommodation, operational areas and plant room space is required in thenon-public areas at each station. The list of such areas is given below in Table3.9



Table 3.9STATION ACCOMMODATION

1. Station Control Room 11. Traction Substation

2. Information & Enquiries 12. Signaling Communications Room

3. Ticket Office 14. Station Substation

4. Ticket Hall Supervisor & ExcessFare Collection (customer care)

15. Fire Tank and Pump Room

5. Staff Area 16. D G Room

6. Staff Toilets 17. UPS and Battery Room

7. Refuge Store 18. Train Crew Supervisor's Office

8. Cleaner’s Room 19. Train Crew Room

9. Security Room 20. Miscellaneous Operations Room

10. Commercial Outlets and Kiosks

9. Areas listed under item no 18, 19 and 20 are required only at the terminalstations.

10. The DG set, bore well pump houses, ground tank and pump houses are to belocated in one area at ground level.

11. The system is being designed to maximize its attraction to potential passengersand the following criteria have been observed:

Minimum distance of travel to and from the platform.

Adequate capacity for passenger movements.

Convenience, including good signage relating to circulationand orientation.

Safety and security, including a high level of protection againstaccidents.

12. Following requirements have been taken into account:

Minimum capital cost is incurred consistent with maximizingpassenger attraction.

Minimum operating costs are incurred consistent withmaintaining efficiency and the safety of passengers.

Flexibility of operation including the ability to adapt todifferent traffic conditions, changes in fare collection methodsand provision for the continuity of operation during anyextended maintenance or repair period, etc.



Provision of good visibility of platforms, fare collection zonesand other areas, thus aiding the supervision of operations andmonitoring of efficiency and safety.

Provision of display of passenger information and advertising.

13. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gatesrequired to process the peak traffic from street to platform and vice-versa (thesefacilities must also enable evacuation of the station under emergencyconditions, within a set safe time limit).

14. In order to transfer passengers efficiently from street to platforms and viceversa, station planning has been based on established principles of pedestrianflow and arranged to minimize unnecessary walking distances and cross-flowsbetween incoming and outgoing passengers

15. The numbers and sizes of staircases/escalators are determined by checking thecapacity against AM and PM peak flow rates for both normal and emergencyconditions. Lifts are provided for Differently able commuters

3.11.2.2 Typical Elevated Station

All stations except Kesavdasapuram, and Thampanoor are two level stations. Totallength of the platform is 82.00 meter. The station building is divided into two partslocated at either side of the road, with staircases leading from either side of the roadto intermediate passage level and to platforms. The two parts are connected atintermediate level by a connecting passage which will facilitate crossing of road byothers also.

Passenger facilities like ticketing, information, etc as well as operational areas areprovided at the platform level. Typically, the Platform Level is divided into public andnon-public zones. The non-public zone or the restricted zone contains stationoperational areas such as Station Control Room, UPS & Battery Room, SignalingRoom, Security Room, Staff Toilets, etc. the public zone is further divided into paidand unpaid areas.

Since the station is generally in the middle of the road, minimum vertical clearance of5.50 meter has been provided under the Passage. The Intermediate floor level isabout 5.95 meter above the road. Consequently, platforms are at a level of about11.50 meter from the road.

With respect to its spatial quality, an elevated Metro structure makes a great impacton the viewer as compared to an at-grade station. Structures that afford maximumtransparency and look similar to the surroundings have been envisaged. A slimconcrete form is proposed with sloping roof, as it would look compatible in both; the



modern high-rise environment as well as the lesser-built, low-rise developmentsalong most parts of the corridor.

Platform roofs have been proposed to be of steel frame with tile cladding to achievea look compatible with the traditional sloping roof structures around. Platforms wouldbe protected from the rain and sun by providing an overhang of the roof, thussidewalls have been avoided, thereby enhancing the transparent character of thestation building, while allowing for the air flow required in the warm and humidtropical climate also. In order to allow unhindered traffic movement below thestations, the station structure is supported on a single column, which liesunobtrusively on the central verge of the road.

Fg 3.4 Bird’s Eye View of station building

Fig 3.5 Longitudinal Section along the road



Typical Interchange Station

Kesavdasapuram and Thampanoor are interchange stations which will provide greatutility and flexibility for the system as a whole, since planning of these stations, havebeen done with provision for future extension of the line to Venjaramood fromKesavadasapuram and Karakulam from Thampanoor.

At the interchange station passenger movements require more area for circulationthan normal stations, as many passengers will change from one line to the other, aconcourse floor has been planned under the platforms. The entry to concourse fromground is proposed from both sides of the road which allows passengers to enter thestation without crossing the busy road.

The station has thus three Levels Ground Level for Entry & Ticketing, concourseLevel and Platform Level. Passengers enter the station from one side of the road andascend directly from the Ground to the Platform Level concourse level to board thetrain.

Ticketing, Access fare gates and staircase/escalator to platform are located at theconcourse level. The operating areas are planned at this level as well. The stationstructure is supported on row of single columns located on the median of the road.

Typical details of stations are shown in Figures 3.40 to 3.43.

3.11.2.3 Passenger Amenities: Passenger amenities such as ticketing counters / automaticticket vending machines, ticketing gate, etc. are provided at the platform level. Therequirement of the facilities varies from station to station. The same applies toprovision of platform widths and staircase/escalators. Maximum capacity required atany station by the year 2041 for normal operation has been adopted for all stations.For this purpose, peak minute traffic is assumed to be 2% of the peak hour traffic.Uniform numbers of these facilities have been provided for system wide uniformity.

3.11.2.4 Passage: The passage forms the interface between street and platforms. Inelevated stations, this is connected to both sides of the station and can be used asFOB for the people who are not using the system.

3.11.2.5 Platforms - A minimum platform clear width of 3.60 m excluding staircases andescalators is proposed for the elevated stations however, the platform width isincreased as required for worst-case scenario (One missed headway) in the designyear 2041.

The Platform level contains automatic fare collection system in a manner that dividesthe space into distinct paid and unpaid areas. The 'unpaid area' is where



passengers gain access to the system, obtain travel information and purchasetickets. On passing through the ticket gates, the passenger enters the 'paid area’,which includes access to the platforms.

This space is planned in such a way that the Station Supervisor can achievemaximum surveillance over ticket machines, automatic fare collection (AFC) gates,stairs and escalators. Ticket machines and AFC gates are positioned to minimizecross flows of passengers and provide adequate circulation space. Sufficient spacefor queuing and passenger flow has been allowed in front of the ticketing gates.

This platform width has been checked for holding capacity of the platform as per thecalculation sheet attached as annexure I, II, III & IV for the year 2017, 2021, 2031 &2041 respectively.

3.11.2.6 Ticketing Gates-Ticketing gates’ requirement has been calculated taking the gatecapacity as 20 persons per minute per gate. Passenger forecast for the horizonyear 2041 has been used to compute the maximum design capacity. A minimum oftwo ticketing gates shall be provided at any station even if the design requirement issatisfied with only one gate. Uniform space has been provided in all stations wheregates can be installed as and when required.

3.11.2.7 Ticket Counters and Ticket Issuing Machines (TIMs) - It is proposed to deploymanual 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. Atpresent, ticket counters would be provided, which would be replaced with TIMs infuture. Capacity of manual ticket vending counters is taken to be 10 passengers perminute and it is assumed that only 40% of the commuters would purchase tickets atthe stations while performing the journey. The rest are expected to buy seasontickets or prepaid card etc. Accordingly, the requirement of ticket counters has beencalculated and the same provided for in the plans.

3.11.2.8 Stairs, Escalators and Lifts for Normal and Emergency Operations - On eachside of the station, one escalator and one staircase of 2.4 meter minimum width isprovided to platform connecting to the ground. These stairs and escalator togetherprovide an escape capacity adequate to evacuate passengers in emergency fromplatforms to concourse in 7.5 minutes. While calculating the waiting passengers onthe platform in emergency, 1 missed headway is assumed and the train arriving isassumed to be carrying peak sectional load for the worst case scenario.

3.11.2.9 Passenger Information Kiosks and Commercial Kiosks - Passenger InformationKiosks and Commercial Kiosks are provided in the unpaid areas of the station atGround level.



3.11.2.10 Station Architecture

The characteristic regional expression of Kerala architecture results from thegeographical, climatic and historic factors. Geographically Kerala is a narrow strip ofland confined between the towering Western Ghats and the Arabian sea. Favored byplentiful rains and bright sunshine, this land is lush green with vegetation. Heavyrains have brought in presence of large water bodies in the form of lakes, rivers,backwaters and lagoons. In the uneven terrain of this region human habitation isdistributed uniformly. Clustered houses are rarely seen in villages. Large cities arealso absent in this landscape

The architecture of this region has been of a humble scale, merging with nature. Theform of the buildings with low walls, sloping roof and projecting eaves have mostlyevolved from climatic considerations - protection from excessive rain and intensesolar radiation. The setting of the building in the open garden plot is againnecessitated by the requirement of wind for giving comfort in the humid climate. Noneof these structures is very big; the aesthetic appeal of these buildings mainly arisesfrom the simplicity of form and functional perfection.

Landscape of Kerala Typical habitatsFig 3.6

The natural building materials available for construction in Kerala are stones, timber,clay and palm leaves. Granite is a strong and durable building stone. Laterite on theother hand is the most abundant stone found as outcrops in most zones. Soft Lateriteavailable at shallow depth can be easily cut, dressed and used as building blocks. Itis a rare local stone which gets stronger and durable with exposure at atmosphericair.

From the availability limitations of the materials, a mixed mode of construction wasevolved in Kerala architecture. The stone work was restricted to the plinth even inimportant buildings such as temples. Laterite was used for walls. The roof structure intimber was covered with coconut/palm leaf thatching for most buildings and rarelywith tiles for palaces or temples.



Roof Detail Kerala traditional ExteriorsFig 3.7

The exterior of the Laterite walls were either left as such or plastered with lime mortarto serve as the base for mural painting. The sculpturing of the stone was mainlymoulding in horizontal bands in the plinth portion whereas the carving of timbercovered all elements - pillars, beams, ceiling, rafters and the supporting brackets.The indigenous adoption of the available raw materials and their transformation asenduring media for architectural expression thus became the dominant feature of thetraditional Kerala style.

Fig 3.8 Traditional Kerala Architecture



History has also made its own contribution to the Kerala architecture. The toweringWestern Ghats on its east has successfully prevented influences of the neighboringStates. While Western Ghats isolated Kerala to a greater extent from Indian empire,the exposure of the Arabian Sea on its east bought in close contacts between theancient people of Kerala with major maritime civilizations like Chinese, Egyptians,Romans, Arabs, etc. The Kerala’s rich spice cultivations brought it global maritimetrade until modern periods, helping several international powers to actively engagewith Kerala as trading partners. This has resulted in the influence of thesecivilizations in Kerala architecture

With the advent of the British, glazed panels came into vogue and semicircular fanlight over doors and windows became fashionable features of domestic buildings.Brick arches, terracotta pieces and exposed brick work in various bonding patternsbecame popular. With larger number and bigger size of windows, pediments orprojections supported by ornamental brackets and column decoration for protectingthe window opening from rain and sun also were introduced. Excellent examples ofthis synthesis are seen in many Government Bungalows. With wood becomingscarce, concrete roofs covered with tiles are dominating the sky line of Kerala today.

Colonial Architecture Colonial influence

Fig 3.9

In fact many of these features have been smoothly adopted by the native builders tothe extent that they are now considered by most as traditional elements. The worksof Public Works Departments have helped to spread this type of construction all overKerala. Further the introduction of engineering education with emphasis to thewestern practice of construction has promoted this trend practically displacingtraditional design methods.



Fig 3.10 The contemporary Practices

The post independence scene in Kerala architecture presents two diverse trends –one is derived from the modernistic style with emphasis on concrete as the mediumof construction and linear, cubical or curvilinear shapes for expressing forms. Thistrend is no different from what is seen all over India.

Fig 3.11 Post Independence Architecture – modernistic style

Perhaps the alternate stream is an enquiry into the traditional style and the revival offunctional architecture. The use of indigenous materials, adoption of traditionaltechniques and matching of climatic needs are the features of this trend inarchitecture.



Fig 3.12 Adaptation of traditional elements in post independence Architecture

Architecture in all ages has been an expression of social values. It has been everchanging, yet a distinct regional character has evolved in Kerala, decided by the localmaterials, climate and aesthetic values. The Architectural style adopted for the LightMetro Stations is an effort to reinforce this regional character using traditionalelements and materials respecting the social values of simplicity, functionalperfection and subtle aesthetics.

Fig 3.13 Elevation of typical station across the road



Fig 3.14 Elevation of typical station parallel to road

Fig 3.15 Bird’s eye view



Roof overhang detail View of the entrance

View from the road View of the entrance

Platform Interior View

View from road Roof Details

Fig 3.16



3.11.2.11 Fire Fighting Measures

Fire fighting provisions in Metro stations are made in accordance with the “KeralaMunicipality Building Rules, 1999” according to which all requirements in respect offire protection shall be in part IV, Fire protection in the National Building Code ofIndia 1983 and Amendment no. 3 under Fire protection Annexure II. NationalBuilding Code (clause 6.4.8). Fire protection and fire fighting system for Metrostations stipulates: -

1) Wet riser system

a. Main and diesel pump of 1800 l/min capacity to support 3 to 4 hydrant ata time [station building is split into two halves. It is presumed that fire willnot break in the two parts simultaneously. There are 3 hydrants in onepart. Therefore pump capacity as above are proposed]

b. Jockey pump 180 l/min shall also have DG back up.

2) Internal Hydrant

The internal hydrant is provided with 2 nos RRL hose pipes of 38 mm Ø with63 mm standard instantaneous coupling along with associated branch pipeand cabinet and a first aid hose reel of 25 mm Ø length 45m fitted with 6.5mm nozzle.

One hydrant each at ground level, passage level and platform level in eachhalf of the station building and so located that every part of station is within 30m radius.

3) Sprinklers are provided in the property development area only. Additionalsprinkler pump is not provided as these are not required being the integralpart of the station. The two pumps already provided will take care of sprinklerflow requirements.

4) Detectors are provided in the operational areas only, and above false ceiling ifthe gap is greater than 750 mm.

5) One manual call box at each level in each half of the station building isprovided.

6) The HT panels, LT panels, main LT distribution board and essential powerpanels shall be provided with linear heat sensing tubes with CO2 cylinder.

7) A two way fire brigade inlet at ground level on each rising main for hydrants isprovided.

8) Draw off connection is provided on the fine water tank for fire brigade.

9) Water tank of 50,000 liters capacity is planned with commercial developmentrestricted to 250 Sq.m.



10) Portable fire extinguishers (CO2) a set of two is provided in each of theequipment room.

3.11.2.12 Summary of passenger amenities required and proposed at stations based onprojected traffic for the year 2041 is given in the Table 3.10

Table 3.10

PASSENGER TRAFFIC AND REQUIREMENT OF AMENITIES IN STATIONS

(Critical Year 2041: Projections for Year 2041)

Station

PeakMinute

Boarding

PeakMinutealight

ing

TicketingGatesrequiredOn each

sideE-R-E

TicketCounterReqd.

StairsWidth(in m)

OnEach

Platform

EscalatorsProvided AtEach Station

Provisionof Lifts At

EachStation

G-C C-P G - P

1 Technocity 43 88 3-3-3 3 2.40 2 2 22 Pallipuram 16 19 1-1-1 1 2.40 2 2 23 Kaniyapuram 39 42 2-1-2 2 2.40 2 2 24 Kazhakoottam 17 19 1-1-1 1 2.40 2 2 25 Kazhakoottam Jn. 67 138 4-4-4 4 2.40 2 2 26 Kariyavattam 17 23 1-1-1 1 2.40 2 2 27 Gurumandiram 10 7 1-1-1 1 2.40 2 2 2

8 Pangapara 7 7 1-1-1 1 2.40 2 2 29 Sreekaryam 54 37 2-1-2 3 2.40 2 2 210 Pongumoodu 20 15 1-1-1 1 2.40 2 2 211 Ulloor 53 38 2-1-2 3 2.40 2 2 212 Kesavdasapuram 38 36 2-1-2 2 2.40 2 2 213 Pattom 37 32 2-1-2 2 2.40 2 2 214 Plamoodu 22 9 1-1-1 1 2.40 2 2 215 Palayam 42 32 2-1-2 2 2.40 2 2 216 Secretriate 40 32 2-1-2 2 2.40 2 2 217 Thampanoor 44 36 2-1-2 3 2.40 2 2 218 Killipalam 18 18 1-1-1 1 2.40 2 2 219 Karmana 69 26 2-3-2 4 2.40 2 2 2

Note: G- ground/ street level, C- passage level, P- platform level Lifts shall have three landings at ground, passage and platform level.

Details of station locations including photographs are given in figs 3.17 to 3.34



3.12 LAND REQUIREMENTS

Based on the alignment finalized and the layouts and location of stations, the landrequirement has been worked out and is furnished below in Table No. 3.12 under 2categories – Government lands and private lands along with the prevailing landvalue.

Table No.3.11 LAND REQUIREMENT FOR LIGHT METRO STATIONS

Sl.No

Name of stationLand area

(m2)Rate inLakhs/m2

Cost inLakhs

Remarks

1 TECHNOCITY 1656 0.2 331.2 Pvt2 PALLIPURAM 1545 0.2 309 Pvt3 KANIYAPURAM 2097 0.2 419.4 Pvt4 KAZHAKOOTTAM 1516 0.3 454.8 Pvt5 KAZHAKOOTTAM JN 2374 0.38 902.12 Pvt6 KARIYAVATTAM 1702 0.25 0 Govt7 GURUMANDIRAM 1693 0.2 338.6 Pvt

8PANGAPARA 1805 0.2 0 739 Govt

213.2 1066 Pvt9 SREEKARYAM 1752 0.38 665.76 Pvt10 PONGUMOODU 1722 0.3 516.6 Pvt11 ULLOOR 1725 0.63 1086.75 Pvt12 KESAVADASAPURAM 2500 0.75 1875 Pvt

13PATTOM 1460 1 0 616 Govt

844 844 Pvt14 PLAMMOODU 1460 1 1460 Pvt

15 PALAYAM2638 1.25 0 638 Govt

1161.25 929 Pvt16 SECRETARIAT 1473 1.25 1841.25 Pvt

17 THAMPANOOR1978 1.25 2472.5 1161 Rly

0 817 Govt

18KILLIPALAM 1501 0.63 0 857 Govt

405.72 644 Pvt19 KARAMANA 1461 0.75 1095.75 Pvt

Total : 34058 16392.93667 Govt,30391 Pvt.

The land value for Government land is not considered. For Depot 8.10 hectaresof Govt. land and for 2 Sub stations of 90mx45m. (0.81 Ha) lands are required.Hence, the Land Requirement for depot, stations & substations = 11.96hectares.

14.86 Ha area in 12 pockets (Govt. Land ) has been identified for PropertyDevelopment as given in Para 3.12.1.



3.12.1 Land for Property Development

The proposed property development on Govt. land for the Thiruvananthapuram LightMetro is given below:-

Table No.3.12Sl.No.

Details of Property Name of Village Extent(ha)

1.Porambokku land near Technoparksubstation (Poultry shop)

Kazhakoottam 0.1214

2. Inside Karyavattom University Campus Kazhakoottam 0.4047

3.Inside Health Medical Centre Compoundat Pangappara

Pangappara 0.2023

4.Inside Keltron Compound nearChavadimukku Jn.

Pangappara 0.2023

5.In front of Employees Provident FundOffice

Pattom 0.2023

6. Back of IMG Pattom 0.1902

7. Back of Vikas Bhavan Vanchiyoor 0.3076

8. Front of Golf Links Sasthamangalam 0.2387

9.Allotted to Habitat Centre, adjacent toKowdiar Palace

Habitat Centre 1.214

10.Abandoned Quarry area of HarbourDepartment

Thiruvallam 1.619

11.Porambokku land opposite to HeadQuarters of Southern Air Command Wing– vacant land

Cheruvickal10.00

12.Next to Milma Diary, Pattom – VacantLand

Pattom 0.1538

Total 14.8563

On the assumption that Government lands will be made available free of cost, thecost of acquiring private lands based on prevailing market rates has been assessedas Rs 163.90 crores. Land acquisition for the project will have to be done as perprovisions contained in the latest Land Acquisition Act, The Right to FairCompensation and Transparency in Land Acquisition, Rehabilitation andResettlement Act, 2013.



3.13 SHIFTING OF UTILITIES

A detailed survey of underground utilities could not be carried out for want of time.Above ground, the main utility to be shifted will be the street lighting. On the NationalHighway, a number of underground utilities, particularly communication cables andwater mains are expected to be encountered at the column locations. To locate suchutilities, trial trenches will have to be dug which will cause disruptions to the existingtraffic flow. Therefore only a lump sum provision for utility diversions has been madein the estimate. While planning for diversion of underground utility services e.g.sewer lines, water pipe lines, cables etc., during construction of Metro alignment, thefollowing guidelines will be adopted:

i) Utility services have to be kept operational during the entire construction periodand after completion of project. All proposals should therefore, ensure theiruninterrupted functioning.

ii) The elevated viaduct does not pose any serious difficulty in negotiating theunderground utility services, especially those running across the alignment. Insuch situation, the spanning arrangement of the viaduct may be suitably adjustedto ensure that no foundation need be constructed at the location, where utility iscrossing the proposed Metro alignment. In case of utility services running alongthe alignment either below or at very close distance, the layout of piles in thefoundations is to be suitably modified such that the utility service is eitherencased within the foundation piles or remains clear of them. The proposedalignments along the corridor is mainly elevated and running mostly along thecentral verge of the road except at few locations while negotiatingexisting/proposed flyovers, curves and other obligatory points etc. The sewer /drainage lines generally exist away from main carriageway. However, in certainstretches, these might have come near the central verge or under maincarriageway, as a result of subsequent road widening. The sewer / drainagelines and water mains running across the alignment and getting affected by thenormal location of column foundations are proposed to be taken care of byrelocating column supports of viaduct by change in span length or by suitablyadjusting the layout of pile foundation. Where, this is not feasible, these utilitieslines will be suitably diverted. Provision has been made in the project costestimate towards diversion of utility service lines.



3.14 PROPOSED ROAD-OVER-BRIDGES/FLYOVERS

To decongest the existing roads, flyovers are required to be constructed at thefollowing junctions before the construction of metro viaducts at these junctions.Construction of flyovers at these junctions will not be possible after the constructionof the metro viaducts.

(1) Kazhakoottam(2) Sreekaryam(3) Ulloor(4) Pattom(5) Plamoodu

General Arrangement Drawings for flyovers at these locations have been preparedby DMRC. These flyovers have to be completed along with the Light Metro Railconstruction. Otherwise it will not be possible to provide flyovers at these locationslater. State Government should sanction these flyovers and entrust this work also toKRTC to be executed along with the Light Metro Rail Project.

3.15 DESIGN CODES

In general, the relevant codes of Indian Railways have been followed for the designof structures. Codal provisions in the relevant BIS codes have been adopted for theplanning and design of structures.

*****



1. Technocity station

Chainage : 0.00 m.

Inter StationDistance : Nil (First Station)

Rail Level : 10.40 m above road level

Station type : Elevated

Location :This is the First station and also the terminal at the northern end.This station is located on the National Highway about 400 m fromthe CRPF campus.

Catchment AreaMain source of passengers to this present terminal station is fromCRPF Campus, proposed Technocity and other residents. (Referfig. 3.17)

Fig 3.17 : Site Conditions- Technocity Station



2. Pallipuram Station

Chainage : 687.80m

Inter StationDistance : 687.80 m.



Location : The proposed station is located on NH-66, after thePetrol pump on the left side

Catchment Area Local residents are the main source of traffic. (Refer fig.3.18)

Fig 3.18 : Site Conditions- Pallipuram station



3. Kaniyapuram Station

Chainage : 1672.70 m

Inter StationDistance : 984.90 m



Location :The proposed station is located nearby a commercial centreand close to the KSRTC bus station. It serves Chirayinkeezhuand Perumathura areas .

Catchment Area Passengers coming from Chirayinkeezhu, Perumathura areasare the expected traffic. ( Refer fig 3.19)

Fig 3.19: Site Conditions- Kaniyapuram Station



4. Kazhakoottam

Chainage : 3062.70m

Inter StationDistance : 1390.00m



Location :This station is located close to the Block Panchayat and theRegional Vocational Training Institute.

Catchment AreaMain source of passengers to this station is the residents fromsurrounding residential areas, and students of Sainik SchoolRVTI Kazhakoottam & other Institutes. ( Refer fig 3.20)

Fig 3.20: Site Conditions- Kazhakuttam Station



5. Kazhakoottam Junction Station

Chainage : 4181.90m

Inter StationDistance

: 1119.20 m



Location : Located just around 150 m. before the four-armjunction on NH.

Catchment Area Main source of passengers to this station is theresidents from interior residential areas, MeenamkulamIndustrial Estate, Marian Engineering College, St.Xavier’s College, KINFRA Park & School of Nursing.( Refer fig 3.20)

Fig 3.20: Site Conditions- Kazhakoottam Junction Station



6. Kariyavattom Station

Chainage : 5864.90 m.


: 1683.00 m



Location : This station is located beside the junction of the roadleading to the International Greenfield MultipurposeStadium under construction near the University Engg.College.

Catchment Area Main source of passengers to this station is the residentsfrom surrounding residential areas, Technopark,Engineering College, Kerala University Campus,Highway Research Institute, BSNL Office, proposedInternational Stadium, etc. ( Refer fig 3.21)

Fig 3.21: Site Conditions- Kariyavattom Station



7. Gurumandiram Station



: 1038.30 m.



Location : This station is located near to Sree NarayanaGurumandiram.

Catchment Area The adjacent residential areas, LNCP StadiumComplex, etc will be served by this Station. ( Refer fig3.22)

Fig 3.22: Site Conditions- Gurumandiram Station



8. Pangappara Station


Inter Station Distance : 1370.80 m.



Location : The station is located on old NH-47 and is veryclose to Govt. Medical College Dispensary.

Catchment Area This proposed station serves Govt. institutions,residential complex, Medical College Health Unit,C.H. Mohammed Koya Memorial State Institutefor Mentally Challenged, etc. (Refer fig. 3.23)

Fig 3.23 : Site Conditions- Pangappara Station



9. Sreekaryam Station



: 1728.60 m



Location : The station is located before Sreekaryam Jn.

Catchment Area This station serves Central Tuber Crops ResearchInstitute (CTCRI), Vikram Sarabhai Space Centre(VSSC), Thumba and major educational institutions likeGovt. College of Engineering, Gulati Institute of Financeand Taxation, Loyola School and College etc.

(Refer fig 3.24)

Fig 3.24 : Site Conditions- Sreekaryam Station



10. Pongumoodu Station



: 1485.90 m



Location : Pongumoodu is located on old NH-47 and is very closeto Pongummodu Juntion .

Catchment Area Main sources of passengers to this station are Touristcentre Akulam Lake, Southern Air Command, CDS,CESS and local residential areas around. ( Refer fig3.25)

Fig 3.25: Site Conditions- Pongumodu Station



11. Ulloor Station



: 1221.00 m



Location : The location of the proposed station is betweenKochulloor junction and Ulloor Junction.

Catchment Area Major Institutions like Trivandrum Medical College,Regional Cancer Centre (RCC), Sree Chitra ThirunalInstitute of Medical Sciences and Technology(SCTIMST), and other multi-speciality hospitals arelocated at a walk able distance from the proposedstation. (Refer fig 3.26)

Fig 3.26: Site Conditions- Ulloor Station



12. Kesavadasapuram Station



: 1586.90 m

Rail Level : 12.40m above road level

Station type : Elevated ( Interchange )

Location : The station is located after Kesavadasapauram Jn.which is the Gateway of Thiruvananthapuram.

Catchment Area Serves Educational Institutions like M.G. College, MarIvanios College, Mar Baselius Engineering College andalso renowned schools and institutions situated insurrounding area. ( Refer fig 3.27)

Fig 3.27: Site Conditions- Kesavadasapuram Station



13. Pattom Station



: 818.30 m



Location : Pattom is a prominent Jn. providing connectivity toThiruvananthapuram City and Kesavadasapuram.

Catchment Area Pattom is a prominent Jn. providing connectivity toKowdiar, Medical College, Thiruvananthapuram City andKesavadasapuram. This station serves KendriyaVidyalaya, P.S.C. Office, SUT Hospital, Sasthra Bhavan,LIC, Kerala State Electricity Board, District PanchayatOffice, Kerala Co-operative Milk Marketing Federation(Milma), State Planning Board and other Governmentinstitutions and Schools nearby.(Ref fig3.28)

Fig 3.28: Site Conditions- Pattom Station



14. Plamoodu Station

Chainage : 15833.10m.


: 718.40m



Location : The station is located near Plammoodu Jn. providesconnectivity to Gowreeshapattom, Nanthancode andCharachira.

Catchment Area Main source of passengers to this station ispredominant residential areas like Kowdiar,Jawaharnagar, Kuravankonam, nearby Temples,Churches and Govt. Offices ( Refer fig 3.29)

Fig 3.29 : Site Conditions- Plamoodu Station



15. Palayam Station



: 1159.90 m



Location : The station is located very close to Kerala LegislativeComplex.

Catchment Area The main source of passengers to this station is TheInstitutions and Religious Centres such as CSI ChristChurch, Mosque, Temple, Chandrasekharan NairStadium, Thiruvananthapuram Corpn, Kerala University,Museum, Zoo, RBI ( Refer fig 3.30)

Fig 3.30 : Site Conditions- PMG Palayam Station



16. Secretariat Station



: 1291.50 m



Location : The station is located near Kerala State AdministrativeHeadquarters and is a major Administrative hub.

Catchment Area Main source of passengers to this station is the Officialsand visitors to the State Secretariat, AG’s Office,University College and Sanskrit College and other Govt.offices & Residents. (Refer fig. 3.31)

Fig 3.31 : Site Conditions- Secrétariat Station



17. Thampanoor Station

Chainage : 19443.90m.


: 1159.40 m


Station type : Elevated (Interchange )

Location : This station is located adjoining theThiruvananthapuram Central Railway station and theKSRTC bus terminal.

Catchment Area This is the mobility hub of Thiruvananthapuram Districtwhich links the bus terminal and Thampanoor RailwayStation. A skywalk is proposed from the Light Metrostation linking the Railway station, KSRTC bus stand.(Refer fig 3.32)

Fig 3.32 : Site Conditions- Thampanoor Station



18. Killipalam Station



: 1083.20 m



Location : The station is located on old NH-47 and is nearGovernment higher Secondary School.

Catchment Area Main source of passengers to this station is the fastgrowing commercial hub & Residents from Chalai,Attakulangara, (Refer Fig. 3.33)

Fig 3.33: Site Conditions- Killipalam Station



19. Karamana Station



1294.20 m



Location : The station is located on old NH-47 and is nearKaramana Junction.

Catchment Area Main source of passengers to this station is the fastgrowing residential areas Poojapura, Neyyattinkara andand Educational institutes in the surrounding areas.(Refer fig 3.34)

Fig 3.34 : Site Conditions- Karamana Station

FIG 3.43

FIG 3.42

FIG 3.41

FIG 3.40

Chapter 4Train Operation Plan&MaintenanceDepot



CHAPTER 4 - TRAIN OPERATION PLAN AND MAINTENANCE DEPOT


Chapter 4Train operation plan andMaintenance Depot4.1 General Approach

The PHPDT for the proposed Technocity -Karamana Light Rail Transit System ofThiruvanathapuram City is as under:

Sl.No.

FROM TOPHPDT

2018 2021 2031 2041UP DN UP DN UP DN UP DN

1 Technocity Pallipuram 2,135 3499 2391 4419 2951 5954 3198 67732 Pallipuram Kaniyapuram 2,242 3570 2525 4505 3196 6177 3557 71893 Kaniyapuram Kazhakoottam 3,227 3625 3639 4619 4431 6350 4907 7459

4 Kazhakoottam KazhakoottamJunction 3,352 4502 3790 5545 4648 7554 5283 8713

5 KazhakoottamJunction

Kariyavattom 3,683 4847 4139 5920 5196 7935 6588 8948

6 Kariyavattom Gurumandiram 3,785 8539 4225 9627 5335 11968 6924 13583

7 Gurumandiram Pangapara 3,833 9446 4319 10546 5514 12975 7246 14732

8 Pangapara Sreekaryam 3,855 9465 4370 10502 5592 13100 7395 14935

9 Sreekaryam Pongumoodu 5,039 9557 5487 10548 6814 13232 8635 15199

10 Pongumoodu Ulloor 4,988 10315 5399 11296 6779 13937 8844 16042

11 Ulloor Kesavadasapuram 4,782 9986 5172 10926 6520 13866 8588 16026

12 Kesavadasapuram Pattom 4,370 9669 4723 10588 5995 13311 8051 15356



13 Pattom Plamoodu 3,903 9309 4163 10219 5427 12721 7516 14807

14 Plamoodu Palayam 4,073 8848 4359 9705 5592 12166 7716 14332

15 Palayam Secretaiat 3,665 8390 3765 9248 5017 11777 7151 13866

16 Secretaiat Thampanoor 3,327 7842 3407 8683 4687 11117 6838 13330

17 Thampanoor Killipalam 2,786 7799 2780 8583 4082 10828 6239 13038

18 Killipalam Karamana 2,570 7139 2574 7643 3927 9620 6086 11748

NOTE: The above level of traffic can be comfortably carried by the train set of lengthup to 54 m/ 72 m formations.

4.2 Stations

List of Stations for the Thiruvananthapuram Light Rail Transit system are givenbelow:


Inter station Distance(m)

DEAD END -428.0 -

1 TECHNOCITY 0.0 -

2 PALLIPURAM 687.8 687.8

3 KANIYAPURAM 1672.7 984.9

4 KAZHAKOOTTAM 3062.7 1390.0

5 KAZHAKOOTTAM JUNCTION 4181.9 1119.2

6 KARYAVATTOM 5864.9 1683.0

7 GURUMANDIRAM 6903.2 1038.3

8 PANGAPARA 8274.0 1370.8

9 SREEKARYAM 10002.6 1728.6

10 PONGUMOODU 11488.5 1485.9

11 ULLOOR 12709.5 1221.0

12 KESAVADASAPURAM 14296.4 1586.9




Inter station Distance(m)

13 PATTOM 15114.7 818.3

14 PLAMOODU 15833.1 718.4

15 PALAYAM 16993.0 1159.9

16 SECRETARIAT 18284.5 1291.5

17 THAMPANOOR 19443.9 1159.4

18 KILLIPALAM 20527.1 1083.2

19 KARAMANA 21821.3 1294.2

END OF TRACK 22109.3 -

4.3 METRO RAIL SCENARIO IN INDIA: AN OVERVIEW

The first Metro system to become operational was in New Delhi. Now there areabout 10 metro systems in various stages in India out of which 4 are operational.The system is fully proven and the required expertise is available in the countryitself except for system components. In Kerala, the Kochi Metro Rail projectcovering a distance of 22 Km is in progress and expected to be operational in2016.

4.3. Features of the proposed Rolling Stock

a) Size of the Coach:

Particular Length Width HeightLeading Car upto18.00 m upto 2.7 m upto 3.90 mIntermediate Car upto 18.00 m upto 2.7 m upto 3.90 m

b) Train set:It is envisaged to have standard train set configuration where by Capacity, infuture can be increased suitably by reducing the Headway. The approximateLength of the train set for light metro system shall be up to 54m/ 72m.



c) Passenger Carrying Capacity: Passenger Carrying Capacity (@ 6 persons per square meter of standee

area) for a train set of length up to 54m (Indicative) will be approx. in therange of 600 and for a 4 car set will be 800. Train set configuration andseating & standing capacity to be discussed with the train set manufacturerduring final design.

Passenger Carrying Capacity (@ 8 persons per square meter of standeearea) for a train set of length up to 54m (Indicative) will be approx. in therange of 750 and for a 4 car set will be 1000. Train set configuration andseating & standing capacity to be discussed with the train set manufacturerduring final design.

4.3.1 Traffic Demand

Peak hour per direction traffic demands (PHPDT) for the ThiruvananthapuramLight rail transit system for the year 2018, 2021, 2031 and 2041 for the purposeof planning are indicated in Attachment I/A, B, C & D respectively.

4.3.2 Train Operation Plan

The following assumptions have been made in the preparation of Train operationPlan: Running of services for 18 hours per day (5.00 Hrs. to 23.00 Hrs.) with a

station dwell time of 30 seconds. Make up time of 5-10% with 8-12% coasting. Scheduled speed has been considered as 36 kmph. The Capacity can be varied by altering the rake composition or the headway.

Based on the projected PHPDT demand, train operation has been planned takingthe passenger capacity as 600 @ 6 persons per square meter of standee area forthe year 2018, 2021, 2031 and 2041 as detailed below:

i. Year 2018 (Refer Attachment I/A)

Headway of not more than 4.25 min with train set of length up to 54m.

Available Peak Hour Peak Direction Capacity of 10500 @ 8 persons persquare meter of standee area under dense loading conditions.

The maximum PHPDT demand of 10315 is in the Section betweenPongummodu and Ulloor and the PHPDT demand in the remainingsections is in the range of 8314 to 2814 only. The planned capacity of



10500 under dense loading is more than the PHPDT demand and hencesufficient.

With this planned PHPDT capacity, optimum utilization of Rolling Stockwill be achieved and empty running of trains will be considerably reduced.However, the Rolling Stock is designed for carrying higher density loading@ 8 standee passengers per square meter and in the sections in whichPHPDT capacity exceeds the planned capacity, overloading during theseperiods will help in reducing the demand for increased deployment ofRolling stock. Traffic demand and train capacity for this corridor in the year2018 is tabulated and represented on a chart enclosed as Attachment I/A.

ii. Year 2021 (Refer Attachment I/B)


Available Peak Hour Peak Direction Capacity of 12000 @ 8 personsper square meter of standee area under dense loading conditions.

The maximum PHPDT demand of 11296 is in the Section betweenPongummodu and Ulloor and the PHPDT demand in the remainingsections is in the range of 9986 to 3499 only. The planned capacity of12750 under dense loading is more than the PHPDT demand andhence sufficient

iii Year 2031 (Refer Attachment I/C)



The maximum PHPDT demand of 13937 is in the Section betweenPongummodu and Ulloor and the PHPDT demand in the remainingsections is in the range of 13866 to 5954 only. The planned capacity of14000 under dense loading is more than the PHPDT demand and havesufficient.

With this planned PHPDT capacity, optimum utilization of Rolling Stockwill be achieved and empty running of trains will be considerablyreduced. However, the Rolling Stock is designed for carrying higherdensity loading @ 8 standee passengers per square meter and in thesections in which PHPDT capacity exceeds the planned capacity,overloading during these periods will help in reducing the demand forincreased deployment of Rolling stock. Traffic demand and train



capacity for this corridor in the year 2031 is tabulated and representedon a chart enclosed as Attachment I/C.

iv Year 2041 (Refer Attachment I/D)



The maximum PHPDT demand of 16042 is in the Section betweenPongummodu and Ulloor and the PHPDT demand in the remainingsections is in the range of 16026 to 6773 only. The planned capacity of17000 under dense loading is more than the PHPDT demand andhence sufficient. Traffic demand and train capacity for this corridor inthe year 2041 is tabulated and represented on a chart enclosed asAttachment I/D.

In case of any mismatch in the capacity provided and the actual traffic, thecapacity can be moderated suitably by adjusting the Headway. The above TrainOperation Plan is based on calculations on the basis of available traffic data. Asseen from above, based on traffic projections, requirement of train set of lengthup to 72 m is envisaged even in the Year 2041.

The PHPDT capacity provided in different years of operation for train set of lengthup to 72 m is tabulated below:

Capacity provided for Thiruvananthapuram Light Rail Transit System

YEAR 2018 2021 2031 2041

Train set length(Appx.)

Up to 54m Up to 54m Up to72m

Up to 72m

Head way in Minutes(Not More Than)

≤ 4.25 ≤ 3.75 ≤ 4.25 ≤ 3.5

Max. PHPDT Demand 10315 11296 13937 16042

PHPDT CapacityAvailable*

10500 12000 14000 17000

*@ 8 persons per square meter of standee area



4.3.3 Train frequencyThe train operation of Thiruvananthapuram Light Metro Rail Corridor provides for

the following train frequency:

No services are proposed between 23.00 hrs. to 5.00 hrs. This period is reservedfor maintenance of infrastructure and rolling stock.

4.3.4 Hourly Train Operation planThe hourly distribution of daily transport capacity is presented in Table 1.1, 1.2,1.3 & 1.4 for years 2018, 2021, 2031 & 2041 respectively forThiruvananthapuram Light rail transit system and enclosed as Attachment II.Number of train trips per direction per day is worked out as 159, 172, 162 and197 for the year 2017, 2021, 2031 and 2041 respectively.

4.3.5 Vehicle KilometerBased on above planning, after considering maintenance period and assuming340 days in service in a year, Vehicle Kilometers for Thiruvananthapuram Lightrail transit system is given in Table 2.1 enclosed as Attachment III.

4.4 Rake RequirementBased on Train formation and headway as decided above to meet Peak Hour PerDirection Traffic Demand, Rake requirement has been calculated and enclosedas Attachment IV and has been tabulated below:

Rake Requirement for Thiruvananthapuram Light rail transit system trainsetof length up to 54m

YEAR 2018 2021 2031 2041

Head way in Min (NotMore Than)

≤4.25 ≤3.75 ≤4.25 ≤3.5

No. of Rakes 22 25 22 26No. of Cars per Rake 3 3 4 4No. of Cars 66 75 88 104

2018 2021 2031 2041Peak Hourh/w (Not

More Than)

Lean Hourh/w (Not

MoreThan)

Peak Hourh/w(Not

More Than)

Lean Hourh/w (Not

MoreThan)

Peak Hourh/w (Not

MoreThan)

Lean Hourh/w(Not

More Than)

PeakHour

h/w(NotMoreThan)

Lean Hourh/w (Not

MoreThan)

≤4.25 min ≤6 to 16min ≤3.75 min ≤6 to 16

min≤4.25min

≤8 to 16min

≤3.5min

≤6 to 10min



Requirements of train set is calculated based on following assumptions-

Assumptions –

(i) Train carrying capacity (Indicative): Train composition : 3 to 4 Cars

Passenger Carrying Capacity(@ 6 persons per squaremeter of standee area)

: Approx. in the range of 600/800

Passenger Carrying Capacity(@ 8 persons per squaremeter of standee area)

: Approx. in the range of 750 to 1000

(ii) Trainset requirement has been calculated based on headway during peakhours.

(iii) Traffic reserve is taken as one train to cater to failure of train on line and tomake up for operational time lost.

(iv) Repair and maintenance reserve has been estimated as 8 % of totalrequirement (Bare +Traffic Reserve).

(v) The calculated number of rakes in fraction is rounded off to next highernumber.

(vi) Schedule speed is taken as 36 kmph.(vii) Total turn around time is taken as 6 min at terminal stations.(viii) Provision to add one car shall be included in technical specifications.

Platform length shall be minimum 72m

4.4.1 Cost EstimateThe budget provision for Rolling Stock requirement with headway of not morethan 4.25 minutes during 2018 will be approx. INR 811.80 Crores.

4.5 Rolling Stock

a) Introduction

The required transport demand forecast is the governing factor for the choice ofthe Rolling Stock. The forecasted Peak Hour Per Direction Traffic can be met byproviding Light Rail transit System.

b) Optimization of Coach Size

The following optimum size of the coach has been chosen for this corridor asmentioned in Table given below.



Size of the coach (Indicative)Particular Length Width Height

Leading Car upto 18.00 m upto 2.7 m upto 3.90mIntermediate Car upto 18.00 m upto 2.7 m upto 3.90 m

Coach size would depend upon the chosen manufacturer. To reduce theprocurement cost, the coach dimensions would be selected same as what hasalready been manufactured. This should help in reducing the coach design andmanufacturing cost substantially.

c) Passenger Carrying Capacity

In order to maximize the passenger carrying capacity, longitudinal seatingarrangement shall be adopted. The whole train shall be vestibule to distribute thepassenger evenly in all the coaches by providing wider vestibule. Criteria for thecalculation of standing passengers are 6 persons per sqm in crush state of peakhour.

Depending upon the required passenger carrying capacity and car dimensions ofspecific supplier, following train composition is recommended:

Passenger Carrying Capacity (@ 6 persons per square meter of standee area)for a trainset of length upto 54m (Indicative) will be approx. in the range of 600.Car configuration and seating & standing capacity to be discussed with the carmanufacturer during final design.

Passenger Carrying Capacity (@ 8 persons per square meter of standee area)for a trainset of length upto 54m (Indicative) will be approx. in the range of 750.Car configuration and seating & standing capacity to be discussed with the carmanufacturer during final design.

d) Weight/Axle Load

The average passenger weight has been considered as 65 kg. It will beappropriate to design the coach with sufficient strength so that even overloadshall not result in over stresses in the car body structure. The car structure underload condition should be designed for Passenger Carrying Capacity @10persons per square meter of standee area. The propulsion equipment mayhowever be designed for load of 8 passengers per square meter of standee area.The maximum overall axle load of the fully loaded car @ 8 passengers persquare meter of standee area is expected not more than 12.5 Ton/ axle.



e) Performance Parameters

(The dynamics performance of propulsion system)

(i) Maximum acceleration rate : 1.0 m/s2

(ii) Maximum service braking rate : 1.2 m/s2

(iii) Maximum jerk value : 1.0 m/s3

(iv) Maximum operation speed : 80 kmph

(v) Maximum design speed : 90 kmph

(vi) Rated Voltage : DC 750 V

Velocity

Time

The Stock with propulsion system rated above, would be suitable for:

a) Maximum gradient to be Negotiated : 6%

b)Maximum radius of curve to beNegotiated

: 90 m on main line- veryexceptional- 60m

f) Coach Design and Features of Rolling Stock

The body shell will be in Aluminium/ Stainless Steel so as to reduce the tareweight. Coaches will be fully air- conditioned with 3 doors on each side and withwide vestibules. Whether coaches will have single or tandem axle bogie shouldbe left to the manufacturers to achieve the most optimum power consumption,maintenance coasts and maneuverability. Specifications in regard to noise levelsinside and outside coaches, regeneration during braking, riding index etc are tobe specified while inviting bids.

Accelerating

Traction in constant speedCoasting

Decelerating

-1.2m/s2

0

1.0 m/s2



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 andhigh efficiency leading to lower annualized cost of service. The coach shouldhave high rate of acceleration and deceleration.

4.6.1 Selection of Technology

Low life cycle costLow life cycle cost is achieved by the way of reduced scheduled andunscheduled maintenance and high reliability of the sub-systems. It ispossible to achieve these objectives by adopting suitable proventechnologies. Selection of following technologies has been recommendedto ensure low life cycle cost.

4.6.2 Car body

It is now a standard practice to adopt light weight aluminium/Stainless forcar body.

4.7 Bogies

The bogies shall be compatible with sharp radii and may have to bedesigned with steerable axles.

4.8 Braking System

The regenerative braking will be the main brake power of the train. Inaddition EP brakes shall be provided. Provision of suitable arrangement inthe way side for absorbing the surplus regenerative energy would help toimprove the energy efficiency.



4.9 Propulsion System Technology

The 3 phase induction motors/ Rotary Permanent Magnet Motor/Linearinduction motor (LIM) can be adopted in traction applications. The motortractive effort and speed is regulated by ‘Variable Voltage and Variablefrequency’ control and can be programmed to suit the route profile andoperating requirements.The input DC voltage from positive/negative bus, feeds Inverter operatedwith Pulse Width Modulation (PWM) control technology using insulatedGate Bipolar Transistors (IGBT). Thus three-phase variable voltagevariable frequency output drives the traction motors for propulsion.Recently advanced IGBT has been developed for inverter units. Theadvanced IGBT incorporates its own over current protection, short circuitprotection; over temperature protection and low power supply detection.The inverter unit uses optical fiber cable to connect the control unit to thegate interface. This optical fiber cable transmits the gate signals to drivethe advanced IGBT via the gate interface. The optical fiber cable provideselectrical isolation between the advanced IGBT and the control unit and isimpervious to electrical interference. These are recommended for adoptionin trains of this corridor.

4.10 Interior and Passageway

Passenger capacity of a car is maximized in a Light Rail Transit Systemby providing longitudinal seats for seating and utilizing the remainingspace for standing passenger. Therefore all the equipments are mountedon the under frame for maximum space utilization. The interior is designedwith the comfort and safety of passengers in mind. Hand rails and handgrips are placed within easy reach of all standing passenger. The numberand location of the seats are selected to optimize the standing area forpassengers.



The unobstructed passageways between cars are designed to give awider space with easy and faster passenger movement from car to car andit also makes the train to train longitudinal evacuation possible in the eventof emergency. Wider vestibules are provided to facilitate easy movementfrom one car to the other car.

4.11 Passenger Doors

For swift evacuation of the passenger in short dwell period, two doors ofadequate width, on each side of the coach have been considered. Thesedoors shall be of such dimensions and location that all the passengerinside the train are able to evacuate within least possible time withoutconflicting movement .As the alignment passes through elevated sectionabove ground, automatic door closing mechanism is envisaged fromconsideration of passenger safety. Electrically controlled door operatingmechanism shall be used. The door shall be of Bi- parting pocket slidingType.

4.12 Air–conditioning

With heavy passenger loading of 6 persons/sqm for standee area anddoors being closed from consideration of safety and with windows beingsealed type to avoid transmission of noise, air conditioning of coaches hasbeen considered essential. Each coach shall be provided with airconditioning units capable of cooling, heating and dehumidifying and thusautomatically controlling interior temperature throughout the passengerarea at 25°C with 65% RH all the times under varying ambient conditionsup to full load. For emergency situations such as power failure or both ACfailures etc, ventilation provision supplied from battery will be made.Provision shall be made to shut off the fresh air intake and re-circulate theinternal air of the coach, during an emergency condition, such as fireoutside the train causing excessive heat and smoke to be drawn in to thecoach.

4.13 Passenger EvacuationFront evacuation from the detrainment door during emergency shall beimplemented.

4.14 Communication

The cars are provided with continuous communication with baseOperational Control Center and station control for easy monitoring of theindividual train in all sections at all the time .



Public Address and Passenger Information Display System is provided inthe car so that passengers are continuously advised of the next stoppagestation, final destination station, interchange station, emergency situationsif any, and other messages. The rolling stock is provided with Talk BackUnits inside the cars, which permit conversation between passengers andOCC in case of any emergency.

4.15 Noise and Vibration

The trains will pass through heavily populated urban area .The noise andvibration is an important criteria from public acceptance view point. Thesource of noise are (i) aerodynamics (ii) noise generated from equipmentlike Blower, Compressor, air conditioner, door, Inverter etc. (iii) tractionmotor in running train. The noise due to wheel and track is expected to bevery high. For elimination and reduction of noise following feature areincorporated: -

Provision of skirt throughout the car encapsulating complete underframe.

Provision of anti drumming floor and noise absorption material. Low noising air conditioner. Mounting of under frame equipments 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. Sealing design to reduce the aspiration of noise through the gap in

the sliding doors and piping holes.

The lower vibration level should be achieved with the provision ofsuitable secondary suspension.

4.16 Passenger Safety Features

(i) CBTC based controlThe rolling stock is provided with suitable arrangements inaccordance with international standards to ensure absolute safetyin the train operation.

(ii) Fire

The rolling stock is provided with fire retarding materials having lowfire load, low heat release rate, low smoke and toxicity inside thecars. The electric cables used are also normally low smoke zerohalogen type which ensures passenger safety in case of fire.Material used in the cars shall conform to fire safety requirement of



NFPA 130 and ASTME-119 Standards or the latest edition of otherequivalent international standards applicable for Light Rail Transittrains.

(iii) Crash worthiness featuresThe rolling stock is provided with inter car couplers havingcrashworthiness feature which reduces the severity of injury to thepassengers in case of accidents.

(iv) PassagewayThe unobstructed passageways between cars are designed toprovide adequate space for movement of wheel chair and easy andfaster passenger movement from car to car.

4.17 MAINTENANCE DEPOT FOR LIGHT RAIL TRANSIT SYSTEM

(a) The Thiruvanathapuram Light Rail Transit System comprises of one corridor.

(b) It is proposed to establish a depot- cum- workshop near Pallippuram. TheDepot planning is based on following assumptions:

(i) Enough space should be available at Pallippuram for establishment of aDepot-Cum- workshop.

(ii) All inspection lines, workshop lines are designed to accommodate twotrains and one train respectively of 3-car and space earmarked for futureprovision of two lines each of IBL & WSL.

(iii) All Stabling lines are designed to accommodate four trainsets of 3-car each.(iv) All stabling lines are planned in the proposed depot-cum-workshop

assuming adequate space availability.

The layout Plan of Depot is given at Figure 4.1

In broad terms, based on the planned Rolling Stock requirements, this chaptercovers conceptual design on following aspects and will work as a guide fordetailed design later:

Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair

overhauling workshop and heavy cleaning shed for the 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.



4.18 MAINTENANCE PHILOSOPHY

(i) Monitoring of the performance of equipment by condition monitoring of keyparameters. 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”.

(ii) Labour intensive procedures are kept to the minimum. Automation with stateof the art machinery to ensure quality with reliability.

(iii) Multi skilling of the Maintenance staff to ensure quality and productivity intheir performance.

(iv) Energy conservation is given due attention.

4.19 ROLLING STOCK MAINTENANCE NEEDS

(a) Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual designof depots assuming approx. 350 kms running per train per day, taking intoconsideration the passenger load.

Type ofSchedule Interval Work Content Locations

Daily Daily Check on the train condition and function atevery daily service completion. Intervalcleaning/mopping of floor and walls withvacuum cleaner.

StablingLines

“A” ServiceCheck

5,000 Km(approx. 15days)

Detailed inspection and testing of sub -systems, under frame, replacement/ topping upof oils & lubricants.

InspectionBays

“B” ServiceCheck

15,000 Km(approx. 45days)

Detailed Inspection of ‘A’ type tasks plus itemsat multiples of 15,000 Km (‘B’ type tasks)

InspectionBays

IntermediateOverhaul(IOH)

420,000Km,(3 and halfYearsapprox.)

Check and testing of all sub-assemblies(Electrical + Mechanical). Overhaul ofpneumatic valves, Compressor. Conditionbased maintenance of sub-systems to bringthem to original condition. Replacement ofparts and rectification, trial run.

Workshop

PeriodicalOverhaul(POH)

840,000Km, (7Yearsapprox.)

Dismantling of all sub-assemblies, bogiessuspension system, traction motor, gear,control equipment, air-conditioning units etc.Overhauling to bring them to original condition.Checking repair and replacement asnecessary. Inspection and trial.

Workshop

HeavyRepairs

- Changing of heavy item such as bogies,traction motor, axles, gear cases & axle boxesetc.

Workshop



The above Schedule may need slight revision based on the actual earnedkilometers per train and the specific maintenance requirements of Rolling Stockfinally procured.

(b) Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended forIndian environment:

S.N.

Kind Inspection MaintenanceCycle

Time Maintenance Place

1. Outside cleaning (wet washing onautomatic washing plant)

3 Days 10mins.

Single Pass throughAutomatic washingplant of Depot

2. Outside heavy Cleaning (wetwashing on automatic washing plantand Front Face, Vestibule/Bufferarea. Floor, walls inside/outside ofcars and roof. Manually)

30 days 2 – 3hrs.

Automatic washingplant & cleaning &washing shed

(c) Planning of maintenance facility setup at depot cum workshop based onplanned Rolling Stock requirement in TOP is tabulated below:

(i) Planned rakes as per TOP:

Rake Requirement for Thiruvananthapuram Light rail transit systemYEAR 2018 2021 2031 2041

Head way (Minute) ≤4.25 ≤3.75 ≤34.25 ≤3.5No. of Rakes for atrain set length up to54m

22 25 22 26

No. of Cars per rake 3 3 4 4

Total No. of cars 66 75 88 104

(ii) Average earning/day/rake based on TOP:

Average earning/day/rake for Thiruvananthapuram Light rail transit systemYEAR 2018 2021 2031 2041

Average earning/day/rake(KM)

348 328 355 360

(iii)Requirement of Stabling Lines (SBL), Inspection Lines (IBL) andWorkshop Lines (WSL) in the Depot.



There shall be provision for construction of three lines of IBLs and two linesWSLs for two trainsets of length upto 54m each. Space has to be earmarkedadjoining the existing inspection and workshop bays for provision of future linesfor accommodation of two train sets of length upto 54m on each line.

Year No. of Rakes SBLs IBLs WSLs2018 22 (trainset of

length upto54m)

11 lines x 2 xTrainset of lengthupto 54m in eachline

One bay of 3 lines eachwith two trainsets oflength upto 54m oneach line with spaceearmarked for futureextension.

One bay of 2 lines withtwo trainsets of lengthupto 54m on each linewith space earmarked forfuture extension.

2021 25 (trainset oflength upto54m)

13 lines x 2 xtrainset of lengthupto 54m in eachline




11 lines x2 xtrainset of lengthupto 72m in eachline




13 lines x 2 xtrainset of lengthupto 72mtrains ineach line

One bay of 3 lines eachwith two trainsets oflength upto 72on eachline with spaceearmarked for futureextension.


4.19.1 Requirement of Maintenance / Inspection lines for Depot-cum-Workshop:

ScheduleMaintenanceRequirement(No. of Train Sets)

Lines Needed

Year 2018: Maximum no. of rake holding is 22 TS (Each Trainset of length upto 54m)‘A’ Checks (5000 km) approx. 15days

22 trainsets (eachtrainset of length upto54m)

2 Line x 2 trainsets(each trainset of lengthupto 54m)

‘B’ Checks (15000 km) approx. 45days and Unscheduled line &adjustment lines



Requirement One bay of 3 linesYear 2021: Maximum no. of rake holding is 25 TS (Each Trainset of length upto 54m)‘A’ Checks (5000 km) approx. 15days








Requirement One bay of 3 lines


22trainsets (each trainsetof length upto 54m)













4.20 Inspection requirements at Depot:

Facilities for carrying out inspection activities shall be provided in the inspectionbay 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. Current Collector etc.

These activities shall be grouped into “A” checks and “B” checks. The minorscheduled inspections (“A” checks) shall be carried out during the day off peakand night. Since “B” checks take longer time, these cannot be completed in theoff peak times. For “B” checks, separate line can be nominated where the rakesmay be kept for longer time.Another Inspection line can be used for minor repairs and for adjustment andtesting after the IOH and POH.



4.20.1 Design of Depot- cum- Workshop Facilities

Stabling lines at depot:For the design of the stabling lines in the depot and terminal stations orelsewhere (as may be required), following approximates lengths have been takenin consideration:

Following approximates lengths have been taken in consideration for thedesign of the stabling lines for a trainset of length of 54m train:

(i) Length of one rake ≈ 72 m(ii) Length of two nos. rake = 72 m x 2 ≈ 144 m(iii) Gap between two rakes = 5m(iv) Free length at outer ends of two rakes ( for cross pathway, Signal and

Friction buffers)= 10m each side(v) Total length of Stabling lines = 72 x 2 + 5 x 3 + 10 X 2 = 169.

Space between stabling shall be sufficient to include 1 mt. wide pathway to beconstructed between Beams to provide access for internal train cleaning andundercarriage inspection with provision of following facilities:

a) Each Stabling line to have water connection facility so that local cleaning, ifrequired, is facilitated.

b) Platforms at suitable points at each end of stabling lines to enable trainoperators to board or de- board conveniently.

c) In case of final decision to keep provision of addition of one car, the depotlines shall have to be increased by at least 18m.

4.21.1 Inspection Bay at depot-cum-workshop

A. Length of Inspection BayFollowing approximates length have been taken in consideration for thedesign of the inspection shed:The length of Inspection shed for one trainset is computed below:(i) Length of one rake ≈ 72m(ii) Gap between trains = 5 m(iii) Free length at outer ends of two rakes ( for cross pathway, Signal

and Friction buffers)= 10m each side(iv) Total length of Stabling lines = 72 x 2 + 5 + 20 = 169 mtrs.



B. Width of the Inspection BayThe width of the Inspection bay in computed as below:

(i) Centre–to-centre spacing between the lines= 7.5 m(ii) Centre line of outer lines to column of Shed= 3.75 m(iii) Width of a 3 lines Inspection Bay= (ii)+(i)+(ii)= 3.75+ 7.5+ 7.5+

3.75= 22.5 m

There shall be one inspection bay of 125 m X 22.5 m size for a trainset of lengthupto 54m (with space earmarked for future extension to accommodate similarbay).Roof Inspection platforms and walkways for roof inspection supported on thecolumns shall be provided. Further, 5m cross pathways are left at each end formovement of material by fork lifter/Leister/Hand trolley. Power supply andPneumatic supply shall also be made available on each inspection shed columns.Air-circulators shall be provided on each column. The inspection bay shall beprovided with EOT crane to facilitate lifting of equipment.Roof and walls shall beof such design that optimum natural air ventilation occurs all the time andsufficient natural light is also available. Each Inspection bay will also havearrangement close by for cleaning of HVAC filter under high pressure water jet.

4.22 Workshop Shed

(a) There shall be one bay comprising of two lines each. Size of the workshopbay is proposed to be 125 m X 15 m size for a trainset of length upto 54m.The unscheduled lifting and heavy repair line shall be fitted with jack systemcapable to lift the trainset of length upto 54 m for quick change of bogie,thereby saving down time of Rolling Stock. The arrangement of jack systemshall be such that lifting of any coach in train formation for replacement ofbogie/equipments is also individually possible. Each workshop bay shall beequipped with two overhead cranes, each spanning the entire length of theworkshop bay.

(b) There shall be provided space for repairs of HVAC, Door, and Traction motoretc. repairs. Distinct spaces shall be earmarked for dismantling/repairs/assembling and testing of each of these equipments. Related machinery forOverhauling / Repairs & testing activities of every equipment are also to behoused in the space earmarked.

(c) There shall be washing and cleaning equipments on the workshop floor.Suitable bogie test stand shall be provided in the workshop. Other heavymachinery shall also be suitably installed on the workshop floor. Air-



circulators, lights, Powers supply points and compressed air supply line shallbe provided on each workshop column.

(d) There shall be walkways on columns for roof inspections, along the workshoplines. These walkways shall not infringe with cars being lifted/ lowered bymeans of mobile jacks. Suitable space between the nearest exterior of a carand farthest edge of the walkway has to be ensured to avoid conflict in liftingand lowering of cars.

(e) The small component, bogie painting and battery maintenance cells will belocated in the workshop with arrangement that fumes are extracted bysuitable exhaust systems.

(f) Workshop will have service building with array of rooms along its length.These can be made by column and beam structure and architecture made ofbrick works. These shall cater for overhauling sections, offices, costly storeitem, locker rooms, toilets etc. Two opposite sides widthwise shall be opento facilitate natural air circulation and cross ventilation besides the egress &ingress for coaches. The sidewalls shall also have sufficient width of louversfor providing adequate ventilation.

(g) There shall be space for bogie/ axle repair shop with necessary infrastructurefor disassembly, overhead, assembly and testing of mechanical componentsof bogies/ axle. The repair shop shall be easily approachable from with theworkshop for transportation of components.

Following equipment repair/overhaul facilities are planned in the workshop:(i) Body furnishing(ii) Bogie(iii) Traction Motors(iv) Axle Box and Axle Bearing(v) Inverter, High Speed Circuit Breaker(vi) Battery(vii) Air Compressor(viii) Air-conditioner(ix) Brake Equipment(x) Door actuators(xi) Control and measuring equipments(xii) Pneumatic/Hydraulic equipment(xiii) Dampers and Springs(xiv) Couplers/Gangways(xv) Coach Painting



4.23 Trainset Delivery Area

There shall be connectivity between the Depot-cum- Workshop and mainline andall 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 thecoaches and bring them to the track provision of space, along the side ofshunting neck, has to be made for unloading of cars and other heavy materials.This area should be facilitating with the movement of road trawler, which brings inthe cars. There should be enough space available for movement of heavy cranesfor lifting of coaches. The unloading area should be easily accessible for heavyduty hydraulic trailers.

4.24 Operational Features

The rake induction and withdrawal to main line will be primarily from the stablingshed. Further, provisions are preferred for direct rake induction and withdrawal tomain line from Inspection Shed/workshop area. Movement from depot to themain line shall be planned that the headway of main line is not affected. Thestabling lines would be interlocked with the main line thereby induction of trainfrom the stabling would be safe and without loss of time. The proposition for aturn out on the incoming line as well as on the outgoing line to facilitate themovement of rake in the depot by Operation Control Centre (OCC) even thoughthe further path inside the depot is not clear shall be explored in the detaileddesign stage depending on the actual availability of land.

An emergency line is also provided from which an emergency rescue vehicle maybe dispatched to main line in the event of emergency if necessary.

4.25 Infrastructure Facilities

I. Inspection and Workshop facilities:

As indicated in 8.2 & 8.3 above.

II. Stabling Lines in Depot:a) The requirement of lines shall be in accordance with the details indicated in

para 8.1 above. A part of the stabling siding in the depot shall be coveredwith a roof in order to facilitate testing of air conditioning of trains and theirpre-cooling under controlled condition of temperature.

b) Separate toilets adjustment to stabling lines shall be provided with smallroom 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 afully automated Train Washing System, with a throughput capacity ofapproximately ten trains per hour. The AWP shall be situated at such aconvenient point on the incoming route so that incoming trains can be washedbefore entry to the depot and undesirable movement/shunting over ingress andegress routes within the depot is avoided. Additional space for plant room forAWP system shall be earmarked alongside the washing apron as indicated at S.No. 6 of Annexure I.

IV. Train Operators Booking OfficeSuitable office facility adjacent to the stabling lines at each depot should beprovided so that train operators reporting ‘On’ duty or going ‘Off’ duty can obtainupdates regarding ‘Special Notices’, ‘Safety Circulars’ and other technicalupdates/information in vogue. These offices should have an attached acycle/scooter/car stand facility for convenience of the train operating staff.

V. Test TrackA test track of upto 800 m to 1000 m in length duly fenced should be providedbeside workshop in the depot. It shall be equipped with signaling equipments. Itshall be used for the commissioning of the new trains, their trials and testing ofthe trains after the IOH and POH. Entry into the test beam shall be planned for atrainset of length upto 54m. In compliance to safety norms, the boundary of thebeam shall be completely fenced to prevent unauthorized trespassing across oralong the track.

VI. Heavy Cleaning ShedHeavy cleaning shed for cleaning of interior walls, floors, seats, windows glassesetc, outside heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside wallsand roof. A line adjacent to inspection shed should be so provided thatplacement of rakes is possible from workshop or inspection lines & vice – versaconveniently and with ease.

VII. Power SupplyAuxiliary substations are planned for catering to the power supply requirement ofthe whole depot and workshop. Details of connected load feeder shall be workedout. Taking diversity factor of 0.5 the maximum demands shall be computed.Two Auxiliary substations are proposed, as the demand by machines inWorkshop 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 tosupply all essential loads without over loading.

VIII. Compressed Air SupplySilent type compressor units shall be suitably installed inside the depots atconvenient location for the supply of compressed air to workshop and Inspectionsheds. Thus, the pneumatic pipeline shall run within the workshop and inspectionbays as to have compressed air supply line at all convenient points.

IX. Water Supply, Sewerage and Drainage WorksIn house facilities shall be developed for the water supply of each depot.Sewerage, storm water drainage shall be given due care while designing thedepots for efficient system functioning. Past records of Municipal Corporationshall be used to design the drainage system. Rainwater harvesting would begiven due emphases to charge the under ground reserves.

X. Ancillary WorkshopArrangement for repairs of Shunters and other ancillary vehicles will be provided.These vehicles will also be housed here itself. Heavy lifting works can be carriedout in main workshop.

Ancillary workshop will be used for storing parts and their maintenance/ repair forrestoration of 750 V DC feed system.

XI. Watch TowersThere shall be provision of adequate number of watchtowers for the vigilance ofdepot boundary.

XII. Administrative BuildingAn administrative building close to the main entrance is planned. It can besuitably sized and architecturally designed at the detailed design stage. A timeand security office is also provided close to main entrance. It shall be equippedwith suitable Access control system for all the staff working in the complex. Thiswill also house the OCC and depot control centre.

XIII. Parking Facilitiesa) 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 and re-railing equipments:

Enough space for parking of road vehicle/ trailers/ trucks etc. Enough spacewill also have to be earmarked adjacent to workshops. Similarly, provision ofspace for parking of re-railing equipments will have to be made close to themain exit gate of the Depot.

XIV. Shed and BuildingsThe shed and buildings should be provided in the depot with their sizes and brieffunctions suitable for light metro trains. At the detailed design stage dependingupon the land availability, the decision to locate these buildings can be taken.These can then be architecturally and functionally grouped.

XV. Plant and MachineryThe Plant and Machinery should be provided suitable for Light metro trains.

4.26 Following Safety features should be incorporated in the design of theMaintenance Depot-cum-Workshop:

a) EOT cranes in the inspection bay should be interlocked with 750 V dc in sucha way that, the cranes become operational only when the Power supply isisolated and grounded.

b) Red flasher lights should be installed along the inspection lines atconspicuous location to indicate the DC power supply system is ‘Live’.

c) TM stacking arrangement should be an inbuilt feature at the end of WorkshopLines.

d) Pillars in the inspection bay & workshop should have provision for powersockets.

e) Placement of rakes from inspection/workshop lines on to washing lines forinterior cleaning on their own power should be possible. Linking DC powersupply system 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 togo up the roof for cleaning of roof. Suitable safety interlock should beprovided to ensure maintenance staff are enabled to climb on the roofinspection platform only after the DC power supply system is isolated.

g) Control Centre, PPIO & store depot must be close to Workshop.h) Width of the doors of the sections wherein repairs of equipments are done

should be at least 2 meters wide to allow free passage of equipment throughthem.

i) Provision of water hydrants should be done in workshops & stabling yardsalso.



j) Compressed air points along with water taps should be available in interior ofbuildings for cleaning.

k) Ventilation arrangement inside the inspection shed and workshop should beensured. Arrangement for natural cross ventilation from one side to anotherof inspection & workshop bays to be incorporated along with optimumavailability of natural light at floor level.

Layout of the depot to be prepared during detailed design stage.

The indicative schedule of depot Equipments is enclosed as Attachment –‘1’.

******



Attachment - '1'

SCHEDULE OF DEPOT EQUIPMENT

No. Items Quantity1 Scissor Lift 2 units2 Scissor Lift 2 units3 Notebook PC Type Plug-in Diagnostic ATC/TD Testing

Equipment1 set

4 Notebook PC Type Plug-in Diagnostic VVVF TestingEquipment

1 set

5 Notebook PC Type Plug-in Diagnostic Brake ControlTesting Equipment

1 set

6 Stepladder 8 pcs7 Bogie Drop 1 unit8 Overhead Traveling Crane 1 unit9 Car body Support Stand 1 set

10 Tyre Changer 1 unit11 Hoisting Tool 1 set12 Temporary Bogie 1 set13 Wheel reprofiling1 set14 Traverser 1 unit15 Automatic Car Body Wash Plant 1 unit16 Overhead Travelling Crane 2 units17 Car Body Lifting Jib 2 sets18 Car Body Stand 16 units19 Bogie Lifting Beam 1 unit20 Wheel Centre Dismantling Jig 1 unit21 Axle Bearing Dismantling Jig 1 unit22 TD Coupling Centering Tool 1 unit23 TD Coupling Dismantling Jig 1 unit24 LIM testing jig 1 unit25 Bogie Lifting Jig 1 unit26 Magnetic Flaw Detector 1 unit27 Hydraulic Press Brake 1 unit28 Shrinkage Fitting Device 1 sets29 Traction Motor Disassembling Jig 1 unit30 Traction Motor Testing Stand 1 unit31 Air Brake Testing Stand 1 unit32 Ultrasonic Cleaning Unit 1 unit33 Train Vibration Measurement Device 1 set34 Noise Meter 1 set35 VVVF Test Bench 1 set36 Air Compressor Facility 1 unit

Note: The above list is indicative and shall be finalized during detailed design stage.



Attachment I

Salient Features of Light metro Rail Rolling Stock for ThiruvananthapuramLight Rail Transit system

S.No. Parameter1 Traction system

1.1 Voltage 750 V DC1.2 Method of current collection --

2 Train Trainset of Length upto 54 m3 Car Body and under frame Aluminum/SS car body with

stainless steel/ corrosionresistance steel under frame

4 Coach Dimensions4.1 Width upto 2.7 m4.2 Height upto 3.90 m4.3 Length upto 18m

5 Designed - Passenger Loading5.1 Design of Propulsion equipment 8 Passenger/ m2

5.2 Design of Mechanical systems 10 Passenger/ m2

6 Carrying capacity(Indicative)6.1 Trainset of length upto 54 m (@ 6

persons per square meter of standeearea)

Approx. in the range of 400 to 525depending upon car configurationand seating & standing capacity tobe discussed with the carmanufacturer during final design

6.2 Trainset of length upto 54 m (@ 8persons per square meter of standeearea)

Approx. in the range of 500 to 675depending upon car configurationand seating & standing capacity tobe discussed with the carmanufacturer during final design

7 Axle load(T)(@ 8 persons per sqmof standee area)

System should be designed for13.0T axle load

8 Speed8.1 Maximum Design Speed 90 Kmph8.2 Maximum Operating Speed 80 Kmph

9 Noise Limits (ISO 3381 and 3095 - 2005)9.1 Stationary

9.1.1 Internal (1.4 m above floor, alongcentre line)

68 dB(A)

9.1.2 External (7.5 m from centre line on theaxle centre line height)

67 dB(A)

9.2 Running at 80 kmph9.2.1 Internal (1.4 m above floor, along

centre line)72 dB(A)



9.2.2 External (7.5 m from centre line on theaxle centre line height)

84 dB(A)

10 Acceleration on level tangent track 1.0 m/sec2

11 Deceleration on level tangent track 1.2 m/sec2 ( not less than1.3m/sec2 during emergency)

12 Type of Bogie Double Axle bogies/ Single Axlebogie

13 Secondary Suspension springs Air14 Brakes Regenerative & EP (disc/ tread)15 Coupler

15.1 Driving Cab end of Leading Car: Automatic Coupler15.2 Between Cars : Semi permanent Coupler

16 Detrainment Door Front / side

17 Type of Doors Pocket type18 Passenger Seats FRP cushioned19 Cooling

19.1 Inverter & SIV Self/Forced19.2 TM Self ventilated / suitable cooling

20 Control System Train based Monitor & ControlSystem (TCMS/TIMS)

21 Traction Motors 3 phase VVVF controlled/ RotaryPermanent Magnet Motor /LIM

22 HVAC Cooling, Heating & Humidifier (Asrequired)

23 PA/PIS including PSSS (CCTV) Required24 Passenger Surveillance Required25 Battery Storage Battery26 Headlight type LED27 Maximum gradient 6%28 Minimum Horizontal Curve Radius 50m

Note: The above list is indicative.



Fig 1.1

Attachment -I/APHPDT Demand and Capacity Chart

Thiruvanandapuram Light Rail Transit systemYear: 2018

Passenger Capacity @6 persons/sqm of a Train set of lengthupto 54m: 600

Passenger Capacity @8 persons/sqm of a Train set of lengthupto 54m: 750

Headway (min): 4.25

S.N FROM TOTraffic

Demand inPHPDT

Train carryingcapacity

8p/sqm ofstandee area

1 Technocity Pallipuram 3499 105002 Pallipuram Kaniyapuram 3570 105003 Kaniyapuram Kazhakoottam 3625 105004 Kazhakoottam Kazhakoottam Junction 4502 105005 Kazhakoottam Junction Karyavattom 4847 105006 Karyavattom Gurumandiram 8539 105007 Gurumandiram Pangapara 9446 105008 Pangapara Sreekayram 9465 105009 Sreekayram Pongumoodu 9557 10500

10 Pongumoodu Ulloor 10315 1050011 Ulloor Kesavapuram 9986 1050012 Kesavapuram Pattam 9669 1050013 Pattam Plamoodu 9309 1050014 Plamoodu Palayam 8848 1050015 Palayam secretariat 8390 1050016 secretariat Thambanoor 7842 1050017 Thambanoor Killipalam 7799 1050018 Killipalam Karamana 7139 10500



Attachment -I/BPHPDT Demand and Capacity Chart


Passenger Capacity @6 persons/sqm of a Train set of length upto54m: 600


Headway (min): 3.75

S.N FROM TOTraffic

Demand inPHPDT







Attachment -I/CPHPDT Demand and Capacity Chart


Passenger Capacity @6 persons/sqm of a Train set of length upto 72m: 800Passenger Capacity @8 persons/sqm of a Train set of length upto 72m: 1000

Headway (min): 4.25

S.N FROM TO Traffic Demandin PHPDT

Train carryingcapacity 8p/sqmof standee area





Attachment -I/D

PHPDT Demand and Capacity ChartThiruvanandapuram Light Rail Transit system

Year: 2041Passenger Capacity @6 persons/sqm of a Train set of length upto

72m: 800


Headway (min): 3.5

S.N FROM TOTraffic

Demand inPHPDT







Attachment - IITABLE 1.1

Hourly Train Operation Plan for Technocity - Karamana LRT CorridorYear: 2018

Configuration: LRT, trainset of length upto 54mHeadway(min): 4.25

Time of Day Headway in Minutes No. of Trains per dayUP DN

5 to 6 16 4 46 to 7 12 5 47 to 8 6 10 108 to 9 4.25 14 15

9 to 10 4.25 15 1410 to 11 4.25 14 1411 to12 6 10 1012 to 13 12 5 513 to 14 16 4 414 to 15 16 4 415 to 16 12 5 516 to 17 6 9 917 to 18 4.25 14 1418 to 19 4.25 14 1419 to 20 4.25 14 1420 to 21 6 9 1021 to 22 12 5 522 to 23 16 4 4

Total No. of train tripsper direction per day

159 159



TABLE 1.2Hourly Train Operation Plan for Technocity - Karamana LRT Corridor

Year: 2021Configuration: LRT trainset of length upto 54mHeadway(min): 3.75

Time of Day Headway in MinutesNo. of Trains per

dayUP DN

5 to 6 16 4 46 to 7 12 5 57 to 8 6 10 108 to 9 3.75 16 16


Total No. of train trips perdirection per day

172 172



TABLE 1.3Hourly Train Operation Plan for Technocity - Karamana LRT Corridor

Year: 2031Configuration: LRT trainset of length upto 72mHeadway(min): 4.25


dayUP DN

5 to 6 16 4 36 to 7 12 5 67 to 8 8 7 88 to 9 4.25 14 15



162 162



TABLE 1.4

Hourly Train Operation Plan for Technocity = Karamana LRT CorridorYear: 2041

Configuration: LRT, trainset of length upto 72mHeadway(min): 3.5


dayUP DN

5 to 6 10 6 56 to 7 8 7 87 to 8 6 10 108 to 9 3.5 17 17



197 197



Annexure - III

TABLE 2.1Vehicle Kilometer

Thiruvananthapuram: Technocity - Karamana LRT Corridor

Year 2017 2021 2031 2041Section Length 21.91 21.91 21.91 21.91Trainset length (Appx.) Upto 54m Upto 54m Upto 72m Upto 72mNo of working Days in ayear

340 340 340 340

Number of Trains per dayeach Way

159 172 162 197

Daily Train -KM 6967 7537 7099 8633Annual Train - KM (105) 23.69 25.62 24.14 29.35Annual Vehicle - KM (105) 71.07 76.86 96.56 117.40



Attachment - IV

Rake Requirement: Technocity -Karamana LMRT System of Thiruvananthapuram

Type of Stock: : LMRT trainset of length upto 54mPassenger Carrying Capacity (@6 persons per square meter ofstandee area) for a trainset oflength upto 54m & 72 m

: Approx. 600/800 (depending upon carconfiguration and seating & standing capacity tobe discussed with the car manufacturer duringfinal design).

Passenger Carrying Capacity oftrainset (@ 8 persons per squaremeter of standee area) for atrainset of length upto 54m & 72m

: Approx. 750/1000 (depending upon carconfiguration and seating & standing capacity tobe discussed with the car manufacturer duringfinal design).

DescriptionYear2018

Year2021

Year2031 Year 2041

Length (km): 21.91 21.91 21.91 21.91No. of Stations: 19 19 19 19Average Interstation Distance (km): 1.22 1.22 1.22 1.22Scheduled Speed (kmph)*: 36 36 36 36

Headway (min): 4.25 3.75 4.25 3.5Maximum PHPDT Demand: 10315 11296 13937 16042Available PHPDT capacity fortrainset of length upto 54m/72m (@8 persons per square meter ofstandee area):

10500 12000 14000 17000

Total turn around time at terminalstations (min):

6 6 6 6

Total Round Trip time (min): 80 80 80 80No. of Rakes required:Bare: 19 22 19 23Traffic reserve: 1 1 1 1R&M Reserve (@8%): 2 2 2 2Total: 22 25 22 26No. of Cars 3 3 4 4Total no. of Cars required 66 75 88 104*Schedule Speed is considered with end to end running and turn round time (3 min) atone end only.

FIG 4.1

Chapter 5

Signalling&Train control

Chapter 5


Chapter 5


CHAPTER 5 - SIGNALLING AND TRAIN CONTROL


Chapter-5Signalling and Train control


5.1.1 Introduction

The Signalling System for the Thiruvananthapuram Light metro System shallprovide the means for an efficient train control, ensuring safety in trainmovements. It enables optimization of infrastructure investment and runningefficient train services with scalable headway on the network. The signallingsystem proposed for Phase I should also be adoptable to when the line isextended to Nemom.

5.1.2 Overview

The Light metro carries large number of passengers at close headway requiring avery high level of safety enforcement and reliability. At the same time heavyinvestment in infrastructure and rolling stock necessitates optimization of itscapacity to provide the best services to the public. These requirements of theLight metro are planned to be achieved by adopting Communication based TrainControl (CBTC) generally conforming to IEEE 1474 and ATS (Automatic TrainSupervision) Sub-systems.

Signalling and Train Control System will be capable of running trains atoperational headway up to 120 seconds (the design headway of 100 sec). Thiswill:

Provide high level of safety with trains running at close headway ensuringcontinuous safe train separation.





5.1.1 Introduction


5.1.2 Overview








5.1.1 Introduction


5.1.2 Overview






Eliminate incidences of Signal passing at Danger by continuous speedmonitoring and automatic application of brake in case of violation of MaximumSafe Speed, disregard of signal aspect / Maximum Safe Speed by the TrainOperator.

Enforces speed limit on section having permanent and temporary speedrestrictions.

Improve capacity with safer and smoother operations. Driver will havecontinuous display of Target Speed in his cab enabling him to optimize thespeed potential of the track section. It provides signal / speed status in thecab even in poor visibility conditions.

Increased utilization of rolling stock by increasing line capacity, train speedsand headway. Hence more trips will be possible with the same number ofrolling stock and civil infrastructure.

Improve maintenance of Signalling and telecommunication equipments bymonitoring system status of trackside and train borne equipments andenabling preventive maintenance.

Signalling & Train Control system on the line shall be designed to meet therequired headway during peak hours.

5.1.3 System Description and Specifications

The Signalling and Train Control system shall be as below. Sub-system/components will conform to international standards like CENELEC, IEC, IEEE, IS,ITU-T etc:

5.1.3.1 Continuous Automatic Train Control

Continuous Automatic Train Control will consist of - ATP (Automatic TrainProtection), ATO (Automatic Train Operation) and ATS (Automatic TrainSupervision) sub-systems:

5.1.3.1.1 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 ina fail-safe manner. Line side signals will be provided, which shall serve as back-up Signalling in case of failure of ATP system. In such cases, train speed will beautomatically restricted to 25 kmph. Cab Signalling Track Related Speed Profile generation based on line data and train data

continuously along the track Continuous monitoring of braking curve with respect to a defined target point Monitoring of maximum permitted speed on the line and speed restrictions in

force



Detection of over-speed with audio-visual warning and application of brakes,if necessary

Maintaining safety distance between trains Monitoring of stopping point Monitoring of Direction of Travel and Rollback Support De-graded mode of operations for particular train/Area of Control.

The cab borne equipment will be of modular sub-assemblies for each function foreasy maintenance and replacement. The ATP assemblies will be fitted in thevehicle integrated with other equipment of the rolling stock.

5.1.3.1.2 Automatic Train Operation (ATO)

This system will operate the trains automatically from station to station whileremaining within the safety envelope of ATP & open the train doors. Driver willclose the train doors and press a button when ready to depart. In conjunction withATP and ATS, ATO will control dwell time at stations and train running inaccordance with headway/ timetable.

5.1.3.1.3 Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of trainoperation and also remote control of the station. The train supervision will logeach train movement and display it on the work stations with each TrafficController at the Operation Control Center (OCC) and on one work station placedin the Station Control room (SCR) (at interlocked stations) with each StationController.

The Centralized System will be installed in the Operation Control Centre. TheOCC will have a projection display panel showing a panoramic view showing thestatus of switches, signals and the vehicles operating in the relevant section/whole system. ATS will provide following main functionalities: Automatic Route setting Automatic Train Regulation Continuous Tracking of train position Display Panel & Workstation interface Adjustment of station dwell time Link to Passenger Information Display System for online information Computation of train schedules & Timetable

The OCC for Phase I is proposed to be located in the Corporate Office buildingproposed to be located in the car depot near Techno City station. The OCC willbe planned to accommodate the phase II of the Light Metro network as well.



5.1.3.2 Interlocking System:

5.1.3.2.1 Computer Based Interlocking (CBI)

Computer Based Interlocking (CBI) will be provided for operation of switches andsetting of routes at the Terminal Stations and Depot.

The setting of the route and clearing of the signals will be done by work station,which can be either locally (at station) operated or operated remotely from theOCC., either manually by the Traffic Controller or automatically by ATS.This sub-system is used for controlling vehicle movements into or out of stationsautomatically from a work station. All stations having switches will be providedwith work stations for local control. Signal status, Switch position, etc. will beclearly indicated on the work station. It will be possible to operate the work stationlocally, if the central control hands over the operation to the local station. Theinterlocking system design will be on the basis of fail-safe principle.

The equipment will withstand tough environmental conditions encountered in aMass Transit System and suitable for weather conditions in theThiruvananthapuram. Control functions in external circuits will be proved both inthe positive and negative wires. Suitable IS, IRS, IEEE, BS Standards orequivalent international standards will be followed in case wiring, installation,earthing, cabling, power supply and for material used in relays, switch operationmachine interfaces, power supply etc.

5.1.3.2.2 Train detection

Radio Communication based Train detection will be used for vehicle detection.

5.1.3.2.2 Switch operation and detection interface

Necessary interfaces for operation of switches and their detection by interlockingwill be provided.

For the proposed Signalling plan attached as annexure, the position of switch canbe at a distance of 10 m from the edge of the nearest platform.

CCTV coverage on all the switches is proposed with two cameras per switch,covering the complete switch. This will help the OCC/SC to ascertain thecondition of switches in case of any point failure and will also be helpful in remotemonitoring of the switches.

5.1.3.2.3 Headway

The Headway calculations are based on two components namely, the inter-station headway and the turnback headway.



The inter-station headway is typically the time when the lead train has just clearedthe station stopping point, after the dwell time, by sufficient margin, to allow thefollowing train to place its target point at the station stopping point.

The turnback headway is similar to inter-station headway, but also accounts forthe time needed for route initiation, switch operations required for crossing toopposite track, travel time over point zone and any other associated delays.

With smaller train length, straight run, sufficient inter-station run time and multipletrains in section, the inter-station headway is always better than the turn-backheadway.

Thus the ruling constraint in headway consideration is turnback headway which iscalculated on the following assumptions:

Track Data The maximum operating speed is assumed to be 80km/h. Total switch move time is assumed to be 10 seconds. The dwell time is defined as wheel stop to wheel start at all stations and is

defined as 30 seconds for all stations. The maximum speed over Crossover Track is assumed to be 30 km/h.

5.1.3.2.4 Turnback Headway Calculation:

The layout for the turnback headway is shown below. It uses the front crossoverwith single platform for boarding, de-boarding and turnback operations. Also,‘step-back T.O. arrangement’ is proposed to save the walking time of T.O. fromrear cab to front cab during manual operation phase.

Figure5.1. Layout for the turnback

The turnback headway is calculated as:HW= TEntry+ TDwell +TExit +TSwitch +TSystem

TEntry= Time taken by train to travel from Up line to Dn Line = 30 seconds.TDwell= Dwell Time on Platform = 20 seconds.TExit= Time taken by train to travel from Dn Platform to clear the

switch zone = 30 seconds.TSwitch= Switch Movement Time = 10 seconds.TSystem= System Switchover Time = 10 seconds.Therefore, HW= 30+20+30+10+10 = 100 seconds.



5.1.3.2.5 Train Depot: Signalling

All Depot lines, except the ones used for shunting in workshop, shall beinterlocked. A work station shall be provided in the Depot Control Centre foroperation of switches, signals and routes of the depot yard. Train detection will beradio based. Line side signals for diverging routes will be provided.Since the Car Depot layout and maintenance facilities will be specific to therequirements of the Rolling Stock Supplier, the Depot Layout and Signalling willbe developed based on the requirements of rolling stock supplier.

5.1.4 Standards

The following standards will be adopted with regard to the Signalling system.

Table 5.1Description Standards

Interlocking

Computer based Interlocking adopted for station havingswitches and crossing. All related equipment as far aspossible will be centralised in the equipment room at thestation. The depot shall be interlocked except for linesmainly used for shunting, workshop/inspection shedareas.

Operation of switches Through interface from interlocking

Train detection Communication based

Signals at Stationswith switches

Line Side signals to protect the switches. LED typesignals for reliability and reduced maintenance cost.

UPS (uninterruptedpower at stations aswell as for OCC)

For Signalling, Tele-communications and AFC

Train protectionsystem

Automatic Train Protection system (CBTC) with fall backarrangement for Train Control, generally, as per IEEE1474 or equivalent.

ATO Will be introduced in phased mannner

Train DescriberSystem

Automatic Train Supervision system. Movement of alltrains to be logged on to a central computer anddisplayed on work stations in the Operational ControlCentre and at the SCR of interlocked stations. Remotecontrol of stations from the OCC.

CCTV Coverage ofSwitches

Switches will be covered using two CCTV cameras oneach switch for remote monitoring.



Description Standards

CCTV coverage inTrain Coaches

The train coaches will have CCTV cameras forsurveillance, to remotely access the situation and issueinstructions to passengers if needed.

Redundancy for TP/Train Describer.

Redundant Train borne equipment and ATS equipmentat OCC.

Cables Outdoor cables will be steel armoured as far as possible.

Fail Safe Principles SIL-4 safety levels as per CENELEC standard for Signaland Train control application.

Immunity to ExternalInterface.

All data transmission on telecom cables/OFC/Radio willhave suitable means of immunity to externalenvironment. All Signalling and telecom cables will beseparated from power cables. CENELEC/IEEE standardsto be implemented for EMC/jamming.

Train Working underemergency/degradedmode

Running on site with line side signal with speedautomatically restricted at 25 kmph.

EnvironmentalConditions Air-conditioners for all equipment rooms.

Maintenancephilosophy

Philosophy of continuous monitoring of system statusand preventive & corrective maintenance of Signallingequipments shall be followed. Card / module / sub-system level replacement shall be done in the field andrepairs under taken in the central laboratory/manufacturer’s premises.

5.1.5 Independent Safety Assessor (ISA)

Independent Safety Assessor would be required to audit the Signalling systemand suppliers’ processes and approve the same for Safety certification. There areno local ISA’s available in India. An ISA will have to be engaged for theThiruvananthapuram Light metro.

5.1.6 Space Requirement for Signalling Installations

Adequate space for proper installations of all Signalling equipment at each of thestations has to be provided keeping in view the case of maintenance and use ofinstrumentation set up for regular testing and line up of the equipment/system. The areas required at each of the stations for shall be generally : For Signalling equipment room at interlocked station with switches - 50

sq.m for UPS Room (common for Signalling and telecom) - 50 sq.m The OCC will be located in the Depot. The ground floor will accommodate

S&T Equipment and UPS. First floor will be used for OCC Theatre. At theOCC, the areas required shall be:

For OCC theatre- 250 sq. m



Signal and Telecom equipment room at OCC: 250 sq. m. Central computer and NMS for AFC system: 100 sq.m. Communication System supervisor - 36 sq.m. UPS room at OCC: 50 sq. m. Space for S&T spares storage in depot: 100 sq.m. The Depot control centre (DCC) equipment will be co-located with S&T

equipment at OCC. DCC will be accommodated in the OCC theatre.

All the rooms will be air-conditioned. The OCC theatre will also accommodateCCTV monitoring by Security personnel. These areas shall also cater to localstorage and space for maintenance personnel to work.

The Layout Plan of Stations is given in Figure 5.1.

5.1.7 Maintenance Philosophy for Signalling Systems

The philosophy of continuous monitoring of system status and preventive &corrective maintenance of Signalling and telecommunication equipments shall befollowed. Card / module / sub-system level replacement shall be done in the field.Maintenance personnel shall be suitably placed at intervals and they shall betrained in multidisciplinary skills. Each team shall be equipped with a fullyequipped transport vehicle for effectively carrying out the maintenance fromstation to station.

The defective card/ module / sub-system taken out from the section shall be sentfor diagnostic by a centralised S&T repair lab suitably located on the section. Thislab will be equipped with appropriate diagnostic and test equipments to identifythe faults and undertake minor repairs. Cards / modules / equipments requiringmajor repairs as specified in suppliers documents shall be sent to manufacturer'sworkshop.

5.2 TELECOMMUNICATION5.2.1 Introduction

The telecommunication system acts as the communication backbone forSignalling systems and other systems such as SCADA, AFC etc and providestelecommunication services to meet operational and administrative requirementsof metro network.

5.2.2 Overview

The telecommunication facilities proposed are helpful in meeting the requirementsfor: Providing back bone for the Signalling system for efficient train operation. Exchange of managerial information



Passenger information system Crisis management during emergencies

The proposed telecom system will cater to the following requirements: Train Traffic Control Maintenance Control Emergency Control Station to station dedicated communication Telephone Exchange Integrated Passenger Announcement System and Passenger Information and

Display System within the station and from Central Control to each station. Centralised Clock System Instant on line Radio Communication between Central Control and Moving

Cars and maintenance personnel. Data Channels for Signalling, SCADA, Automatic Fare Collection etc. E&M SCADA and Access Control is not envisaged as part of Telecom

System

5.2.3 Telecommunication System and Transmission Media

5.2.3.1 Fibre Optic System (FOTS) - Main Telecommunication Bearer

The main bearer of the bulk of the telecommunication network is proposed withoptical fibre cable system. Considering the channel requirement and keeping inview the future expansion requirements a minimum 48 Fibre optical fiber cable isproposed to be laid in ring configuration with path diversity.

SDH (STM-16) based system shall be adopted with SDH nodes at every stationand OCC. Access 2MB multiplexing system will be adopted for the lower level ateach node, equipped for channel cards depending on the requirement ofchannels in the network. Further small routers and switches shall be provided forLAN network at stations. Additionally totally IP Based High Capacity, highlyreliable and fault tolerant, Ethernet Network (WAN/LAN) shall be provided for dataintensive sub-systems like CCTV, SAP, etc.

5.2.3.2 Telephone Exchange

For an optimized cost effective solution, extension for telephonic communicationup to 30 ports shall be planned at each station. The Exchanges at CentralControl and Depots shall be of larger sizes as per the actual number of users.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 LineCommunication from which the phones shall be extended to the stations.



5.2.3.3 a. Mobile Radio Communication

Mobile Radio communication system having up to 8 logical channels is proposedfor on-line emergency communication between Motorman (Front end and Rearend) of moving train and the Central Control. The system shall be based onDigital Trunk Radio Technology to TETRA International standard. All the stations,DCC and the OCC will be provided with fixed radio sets. Mobile communicationfacility for maintenance parties and Security Personnel will be provided with hand-held sets. These persons will be able to communicate with each other as well aswith Central Control.

The frequency band for operation of the system will be that for TETRA in 400MHz band. The system shall provide mobile radio communication between themotorman of the moving cars from any place and the Central Control. Themotorman 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, the RF site survey to be carried out duringdetailed Design stage. Base stations for the system will be located at sitesconveniently selected after detailed survey. Tentatively minimum 1 BTS shall bepositioned every third station.

The frequency pairs shall require concurrence of WPC.

In addition to the TETRA Radio Coverage for the internal critical use of the Metro,GPRS/CDMA Mobile should be used for O&M activities.It is expected that coverage shall be available from the adjoining sites of theMobile Operators.

b. Network for CCTV

A telecommunication network based on Wi-Fi technology, using public band, fortransfer of on-board CCTV data, will be set up along the light metro corridor.

5.2.3.4 Passenger Announcement System

The System shall be capable of announcements from the local station as well asfrom OCC. Announcements from Station level will have over-riding priority in caseof emergency announcements. The System shall be linked to Signalling Systemfor automatic train actuated announcements. .



5.2.3.5 Passenger Information Display System

These shall be located at convenient locations at all stations to provide bilingualvisual indication of the status of the running trains and will typically indicateinformation such as destination, arrival/departure time, and also specialmessages in emergencies. The boards shall be provided at all platforms andconcourses of all stations. The System shall be integrated with the PA system.

5.2.3.6 Centralised Clock System

This will ensure an accurate display of time through a synchronization system ofslave clocks driven from the existing Master Clock at the Operation ControlCenter. The existing master Clock shall be expanded to cater for this. The MasterClock signal shall also be required for synchronization of FOTS, Exchanges,Radio, Signalling, etc. The System will ensure identical display of time at alllocations. Clocks are to be provided at platforms, concourse, Station controllerRoom, Depots and other service establishments etc.

5.2.3.7 Closed Circuit Television (CCTV) System

The CCTV system shall provide video surveillance and recording function for theoperations to monitor each station. The monitoring shall be possible both locallyat each station in SCR and remotely from the OCC. CCTV System shall beprovided for platforms and station building entrances for all station with 10Cameras per station. The exact number of Cameras may slightly vary and will bedecided based on station layout.

The CCTV system backbone shall be based on IP technology and shall consist ofa mix of Fixed Cameras and Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall belocated at areas where monitoring for security, safety and crowd control purposeis necessary.

5.2.3.8 Network Monitoring and Management

For efficient and cost effective maintenance of the entire communication network,it is proposed to provide a network management system (NMS), which will help indiagnosing faults immediately from a central location and attending the same withleast possible delay, thus increasing the operational efficiency and reduction inmanpower requirement for maintenance. The proposed NMS system will becovering Radio communication, Optical Fiber Transmission, Telephone Exchangeand summary alarms of PA/PIDS, CCTV and Clock System.

PTCC(Power and Telecom Co-ordination Committee) clearance would berequired for resolving power and telecom lines issues before commissioning.



5.2.4 Technology

The Technologies proposed to be adopted for telecommunication systems areshown in Table below:

Table 5.2System Standards

Transmission Media Optical Fibre system as the main bearer for bulk of thetelecommunication network.

TelephoneExchange

EPABX extensions up to 30 ports are to be provided ateach Station.

Train Radio SystemDigital Train radio (TETRA) communication betweenmotorman of moving cars, stations, maintenancepersonnel and central control.

Train DestinationIndicator System

LED/LCD based boards with adequate visibility to beprovided at convenient location at all stations to providebilingual visual indication of the status of the runningtrains, and also special messages in emergencies.

Centralized clocksystem

Accurate display of time through a synchronisation systemof slave clocks driven from a master clock at the OCC andsub – master clock in station. This shall also be used forsynchronisation other systems.

PassengerAnnouncementSystem

Passenger Announcement System covering all platformand concourse areas with local as well as CentralAnnouncement.

Redundancy (Major System)

Redundancy on Radio’s in the Base Stations,Path Redundancy for Optical Fibre Cable by provisioningin ring configuration.

EnvironmentalConditions

All equipment rooms to be air-conditioned.

MaintenancePhilosophy

System to have, as far as possible, automatic switchingfacility to alternate routes/circuits in the event of failure.Philosophy of preventive checks of maintenance to befollowed. System networked with NMS for diagnosingfaults and co-ordination.Card/module level replacement shall be done in the fieldand repairs undertaken in the central laboratory/manufacture's premises.

5.2.5 Space Requirement for Telecom InstallationsAdequate space for proper installations of all Telecommunication equipment ateach of the stations has to be provided keeping in view the case of maintenanceand use of instrumentation set up for regular testing and line up of theequipment/system. The areas required at each of the stations for Telecomequipment shall be 50 Sq.m. for Telecom Room and 50 Sq.m. for UPS Room(common for signal, telecom and AFC). These areas shall also cater to localstorage and space for maintenance personnel to work. At the OCC, the areasrequired shall be as per the final configuration of the equipment and networkconfiguration keeping space for further expansion.

*****

.

Chapter 6Traction System&Power supplyarrangements



CHAPTER 6 - TRACTION SYSTEM & POWER SUPPLY ARRANGEMENTS


Chapter 6Traction System andPower Supply Arrangements

6.1 SELECTION OF TRACTION SYSTEMTraffic requirements of the Thiruvananthapuram Light Rail Transit System have been

projected in the range of 16,000 PHPDT by the year 2041. The alignment of proposed

corridors is on elevated viaducts. Keeping in view the ultimate traffic requirements, height

restrictions, aesthetics, standardization and other techno-economic considerations, 750V DC

third rail traction system is considered to be the best trade-off and hence, proposed. The

third rail will be provided with suitable shrouds for safety of passengers as well as

maintenance personnel. Since the route is entirely grade separated, it would not be prone to

safety hazards to public as well. Since evacuation of passengers from stranded trains has

been planned through the elevated side paths, third rail will not cause any danger during

evacuation.

Typical Third Rail Arrangement on Elevated Section



6.2 POWER REQUIREMENTS

Power supply 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 major component of power supply is traction requirements for elevated sections.

The power requirements of a metro system are determined by peak-hour demands of

power for traction (the ultimate 4-car operation at the headway of 165-seconds

corresponding to 22 trains per hour) and auxiliary applications. Broad estimation of

auxiliary and traction power demand is made based on the following assumptions:-

(i) Specific energy consumption of rolling stock – 80KWh/1000 GTKM

(ii) Regeneration by rolling stock – 20%.

(iii) Elevated/at – grade station load – initially 300KW, which will increase to 350 KW

inclusive of Property Development loads in the year 2041 including future

provisions of Elevators and Escalators.

(iv) Depot auxiliary load 1500KW

Total power for the corridor is 23.3 MVA.

Keeping in view of the train operation plan and demand of auxiliary and traction power,

power requirements projected for the year 2017, 2021, 2031 and 2041 are summarized in

table 6.1 below :-

Table 6.1 Power Demand Estimation (MVA)

CorridorYear

2017 2021 2031 2041

(Corridor –Technocity to Karamana)

TractionAuxiliaryTotal

9.68.3

17.9

10.68.3

18.9

11.38.3

19.6

15.08.3

23.3

The detailed calculations of power demand estimation are attached at Annexure – 6.1 and

6.2.



6.3 NEED FOR HIGH RELIABILITY OF POWER SUPPLY

The proposed Thiruvananthapuram Light Metro Rail system is expected to handle about

11,000 passengers each direction during peak hours (PHPDT) and trains are expected to

run at 165 seconds frequency. 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. Effect on signal and communication may

affect train operation and passenger safety as well. Therefore, reliable power supply is

mandatory for efficient metro operations.

In order to ensure reliability of power supply, normally two RSS are proposed for each line,

accordingly, two 2 X 20/25 MVA RSS are proposed for the corridor (one at designated

station and one at Depot). The two RSS will be connected in such a manner that under

normal circumstances, the RSS will feed designated sections of the corridor. In case of

emergency i.e. when one RSS in the corridor fails, the other healthy RSS in that Corridor

will provide the feed to the entire corridor.

Therefore, it is essential that all the sources of Supply and connected transmission &

distribution networks are reliable and have adequate built in redundancies.

6.4 SOURCES OF POWER SUPPLY

The power supply arrangements had been reviewed in brief with Member Transmissionand Chief Engineer/Transmission South/KSEB at Thiruvananthapuram on 20.09.2012.

The power supply arrangements from Pothencode 220KV substation for feeding the RSSat Technocity had been confirmed by Member Transmission Vide letterNo./M(T&GO)/mono rail/tvm/12-12/2348,dated:-25.09.2012 at annexure– 6.3.Since theKesavadasapuram-Karamana reach (R3) also is planned for commissioning alongwithTechnocity-Karyavattom reach (R1) ,the second RSS for reach R3 has been planned nearKaramana. KSEB has agreed in principle for power supply arrangements for KaramanaRSS from Thirumala substation.Thus, power supply will be made from the followingsubstations.

1. RSS at C.R.P.F. Depot:-

KSEB has agreed to provide 2 x 110 KV from their 220/110 KV Pothencode which getspower from 400 KV/220KV Grid Substation of PGCIL. RSS at 110 kV voltage level will belocated within the depot. The 110 kV cable feeder lengths as per route estimate to bearound 4 km. A land piece of 90m X 50m is to be allocated in Depot area.



2. RSS at Karamana:-

A 2x20/25 MVA receiving substation is proposed near Karamana station in a vacant plotnear to the bus terminal. This RSS will feed the section R3 and the future extension toNeyyattinkara.

Although total requirement of power as per estimate is about 23.3 MVA it is proposed toplan substation with 20/25 MVA. This will be reviewed during detailed design stage whenrolling stock parameters of energy requirement are firmed up

Table 6.2:-Details of Power Supply Receiving Stations.

SL.No Power Supply Source Grid Sub Stations ProposedRSS

1 Near Karamana station To be firmed up withKSEB

2 x 20/25 MVA

2 C.R.P.F. Depot 2 x 110 kV bays atPothencode

2 x 20/25 MVA

The 110 / 66 KV power supply will be stepped down to 33 KV level at the RSS’s of Light

Metro Rail. The 33KV power will be distributed along the alignment through 33KV Ring

main cable network for feeding traction and auxiliary loads. These cables will be laid in

dedicated ducts/cable brackets along the viaduct and tunnel.

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. Therefore,

while the proposed scheme is expected to ensure adequate reliability, it would cater to

emergency situations as well.



RSS Schematic: The Schematic for RSS is as follows:-

Figure 6.1: Typical Schematic Diagram for RSS



Typical RSS arrangement

6.5 THIRD RAIL CURRENT COLLECTION SYSTEM

6.5.1 1500 Volt DC versus 750 Volt DC Third Rail Current Collection System

750 Volt and 1500 Volt Third Rail Current Collection system are having almost similar

features except that

Merits of 1500 Volt DC over 750 Volt DC1500 Volt DC system will have higher throughput, higher level of regeneration and distance

between TSS increases (Required less number of TSS in comparison to 750V DC system).

Demerits of 1500 Volt DC over 750 Volt DCStray current associated with DC traction system increases and higher insulation level is

required.

Since the stray current associated with 1500 Volt DC Third Rail System is higher and

higher voltage at ground level is a safety hazard, it is recommended to go for 750 Volt DC

Third Rail Traction System.

6.5.2 750 Volt 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 No. 6.2 below). Low carbon steel third rail available

indigenously is proposed for the depot because of reduced current requirements.



6mm thick

Aluminium

sliding surface : stainless steel

Concrete Sleeper

Third Rail support

Third Rail

Insulated Protective Shrouds

Insulator

Track

Composite Aluminum Third Rail

Figure: 6.2: 750V DC Third Rail Current Collection System

The cross-section of third rail will be about 5000 mm2. The longitudinal resistance of

composite and steel third rail is about 7 and 20 milli-ohm/km respectively. The life of

composite and steel third rail is expected to be 25-30 years.

6.6 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 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 ASS and TSS are given in Figure 6.3

and Figure 6.4 respectively. The requirement comes to 6 Nos of 2 X 2.5 MVA TSS for the

Main line Corridor and 1 Nos of 2 X 2.5 MVA TSS for the Depot. Thus the total requirement

of TSS works out to 6 for the whole system.

Basis for Planning Traction Substations:The traction substations (TSS) have been planned to keep the voltage drop within

permissible limits. The design and capacity of RSS and TSS has been selected to cater

for the eventualities of total failure of one Source/feeder, RSS, TSS or a subsystem. The

distance between two TSS is estimated about 3 to 6 km (depending up on voltage drop).

Thus, the gap between any two substations will not be more than three-four stations to

limit the number of simultaneous starting trains on each TSS. In case of failure of any

TSS the feed of the next Traction substation will be extended without controlling of the

trains.



The ASS’s are to be provided on each station.

Location of Traction Substations: Seven TSS’s have been planned, 6 in this corridorand one TSS in Depot.

The details of location and ratings of traction sub stations (TSS) are as per Table 6.3.

Table 6.3 Location and Rating of TSS

S. No Station Name Chainage(KM)

Distance exPrevious TSS (Km)

SubstationsDescription

1 Technocity 0.0 - 2 x 2.5 MVA

2 Kazhakkootam JN.Station 4.182 4.182 2 x 2.5 MVA

3 Sreekariyam Station 10.003 5.821 2 x 2.5 MVA

4 Pattom Station 15.115 5.112 2 x 2.5 MVA

5 Secretariat station 18.285 3.17 2 x 2.5 MVA

6 Karmana station 21.821 3.536 2 x 2.5 MVA

ASS & TSS will be housed together inside a room in the station and Depot area.

Initially, 1x2.5MW transformer-rectifier set shall be provided in each TSS with space

provisions for an additional set to be accommodated in future as and when train composition

is increased to 4 coaches beyond 3 minutes headway. 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.

Traction Substation Equipment

2 units of 2.5 MVA transformer rectifier sets are contemplated for each tractionsubstation but the final capacity of traction substation of mainline and depot shall befinalized based on simulation results. The substation/ transformer capacities havebeen proposed keeping in view extension of feed in the event of outage of powersupply at adjacent TSS. These shall have ON LOAD tap changers to ensureincoming power supply voltage correction to be made possible.

The preliminary main features of the substation equipment are:

Dry type Cast-resin/epoxy moulded indoor type Traction Transformers, SF6/Vaccum circuit breakers are proposed in view of the locations of the TSS,ASS in thickly populated area.

Transformer Rectifier Sets: 2.5 MVA Rating capable of meeting 150%,



300% and 450% overload for 2 hours, 1 minute and 15 seconds respectivelywith ripple less than 4.5%.

High Speed Circuit Breaker:

Corresponding values for 750V DC systems are as under:-

Nominal Voltage Vn=750V,Rated Voltage VNe= 1050V,Max. Operating Voltage of HSCB =1200V,Insulation Voltage VNm= 1800V,Rated Current INe = 6000A,Short Circuit Rating INSS= 125KA,Tripping time = 100ms33 kV Circuit Breaker Panel: 33KV, 1250A, 25KA SC

List of governing specifications of the equipments is given in Table 6.4 below:-

Table 6.4:-List of Traction Substation Equipment

S. No. Item Code

1 33 KV Switchgear IEC 60694 & IEC 62271 -100

2. 2.5 MVA, 12 pulse 750V DC Rectifier EC146, IS3895, 3136, 4540,BS4417

3. 33 KV AC to 750 V AC Transformer IEC 60076, IS 2026,EN50163, EN50329

4. Electric Power Converter EN 50328

5. Coordination between power supply androlling stock. EN 50388

6. High Speed Circuit Breaker (750 V DC) IEC 61992, BS 4752

7. Protective Provision relating to Trackearthing and Safety. EN 50122-1

8. 33 KV Single Core 240 mm2 CopperConductor XLPE Cable IS 7098 PT II

9. D.C. Bus Bar earth leakage relay IS 9921, IEC 61992

10. 750 V DC Positive bus isolator IS 9921, IEC 61992

11. Negative Isolator SP 750 Volts DC (2000 A) IS 9921, IEC 61992

12. Inter tripping Equipment for HSCB IEC 61992

13. Bus bar type over current relay IEC 60255, BS 142

14. Rate of Rise of current relay IEC 60255, BS 142



Proposed Power Supply Scheme for Corridor:

The cables run at elevated alignment - shall be 240 Sq.mm single core, 33 KV, XLPEinsulated copper cable. 3 cables per feeder shall be run on the corridor.



All the supplies will be inter connected, according to this scheme the 33 KV power supplyarrangement is shown in (Figure 6.3)

Figure: 6.3



Power Supply Schematic Traction Sub Station: The general arrangement of DCTraction substation and DC traction power distribution system in a typical sectionalong with sectioning arrangement is shown schematically in Figure 6.4.

Figure 6.4: Schematic Diagram of DC Traction



Traction Substation Layout: The area required for the TSS and ASS shall beapproximately 500 Sqm. The TSS & ASS shall be laid in accordance with thefollowing layout Figure 6.5.

Figure 6.5: Substation Layout



6.6.1 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 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 6.4. Pitting and general form of corrosion are most often

encountered on DC electrified tracks.

Effect of CorrosionDetraction 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.

Measures for Protection against Stray Current CorrosionEarthing & bonding and protection against stray current corrosion are inter-related and

conflicting issues. Therefore, suitable measures are required to suppress the stray

currents as well as the presence of high touch potentials. Safety of personnel is given

preference even at a cost of slightly increased stray currents. Following measures are

required to restrict the stay current:-

(i) Decreasing the resistance of rail-return circuit

(ii) Increasing the resistance of rail to ground insulation

Whenever buried pipes and cables are in the vicinity of DC systems, efforts shall be made

to ensure that metal parts are kept away as far as practicable to restrict stray current. A

minimum distance of 1 meter has been found to be adequate for this purpose.

Generally, three types of earthing arrangements (viz. Earthed System, Floating System &

Hybrid Earthing System) are prevalent on Metros World over for protection against stray

current corrosion. Traditionally, Earthed system was used by old Metros. Hybrid Earthing

system is being tried on experimental basis on few new Metros. Floating system has been

extensively used by recent Metros. As per global trends, floating system (i.e. traction

system with floating negative) is preferred. It reduces the DC stray current considerably.

The arrangement shall comply with the following latest CENELEC standards:-

EN 50122-1:- Railway Applications (fixed installations) protective provisions relating

to electrical safety & earthing

EN 50122-2:- Railway Applications (fixed installations) protective provisions against

the effects of stray currents caused by DC traction system

The conceptual scheme of the proposed floating system is described as follows:-

i) The running rails shall be adequately insulated as per EN50122-2. The

recommended conductance per unit length for single track sections are as under:-

Elevated section :- 0.5 Siemens/Km

Tunnel section :- 0.1 Siemens/Km.

ii) Stray Current Collector Cables {commonly known as structural earth (SE) cable}

(2x200 mm2 copper) shall be provided along the viaduct and all the metallic parts of

equipment, cable sheath, viaduct reinforcement, signal post etc. shall be connected

to SE cable. The requirements to be reviewed during Designing stage.

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 6.5.



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

(ON) position and switch will be closed for monitoring of stray current once or twice in

a year as required.

The proposed scheme is shown in Figure 6.6.

Special Arrangements in DepotA separate traction sub-station (TSS) shall be provided for the depot so as to facilitate

isolation of depot traction supply from mainlines in order to prevent the leakage of return

currents to depot area. Tracks of Depot area shall also be isolated from mainline through

insulated rail joints (IRJ). Remote operated sectionalizing switches shall be provided to feed

power from depot to mainline and vice-versa in case of failure of TSS.

The prescribed limit of highest touch potential in depot is 60V as per EN50122-1 and

therefore Track Earthing Panels (TEP) shall be provided at suitable locations to earth the rail

in case the rail potential exceeds this limit. In areas, where leaky conditions exist (e.g.

washing lines, pit wheel lathe etc.), insulated rail joints (IRJ) shall be provided with power

diodes to bridge the IRJ to facilitate passage of return current.

A detailed scheme shall be developed during the design stage.

6.6.2 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 & telecom, 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.



EHV LINE CROSSINGS

110 KV, EHV, double circuit lines are crossing the alignment across at twolocations.

(i) Near Kazhakkootam station of the alignment.

(ii) Near Pongumoodu station of the alignment.

Both sides these locations have Terminal/Tension towers. Prima facie it is seenfeasible to convert them to underground cables.

6.6.3 Auxiliary Supply Arrangements for Stations & Depot

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. A separate ASS

is required at depot. The auxiliary power will be required for:

Stabling sidings

Platforms

Service buildings

Stairs/Concourse.

Maintenance depots

Traction substation buildings

Ventilation & Air-conditioning

Elevators – Machine Room less Elevators, for 13 Passengers 1 m/sec speed.

Escalators

Platform Screen / edge doors.

Elevator & Escalator provision is kept for future at all the stations.

Figure 6.6: Typical Indoor Auxiliary Sub-station



Basis of Planning Auxiliary Sub Stations (ASS) :

Station load: 2x315KVA ASS of 33KV/415 V with DG sets and UPS have beenplanned for station loads except at some stations where commercial developmentmay derive power of 500 KVA.

The demand of power at each elevated station is expected to be about 300 KW.Each station shall be provided with an ASS with two indoor type 33kV/415V, 3-phase, 315 KVA transformers and the associated HT & LT switchgear and forcommercial development stations 500KVA transformers shall be provided. Thedemand is based on level of services required at the stations given in the followingsection. The ASS will be located at mezzanine or at station platform level inside aroom.

Depot load: ASS of 1500 KW (2 x1600 KVA) capacity has been planned to cater todepot and OCC loads.

Station Services

Illumination

The illumination level shall conform to Indian & International standards. Wherevertraffic integration areas are provided on the station premises of Light rail system,outdoor illumination either through poles or high masts, as appropriate, shall beprovided.

Elevators

Lifts for use by passengers especially for differently able persons shall be providedas planned. As per norms adopted elevator will be required to be provided at thestations from ground to concourse and concourse to platform. The AFC gates to beplanned accordingly.

Water Supply & Pumping

Stations shall be provided with water supply for washing as well as for fireprotection measures. Water supply & pumping services shall be provided.

Ventilation & Air-conditioning

Elevated stations shall have normal ceiling fans and illumination for operationalneeds. VRV / VRF air-conditioning for signal and telecom and AFC equipment shallbe provided according to need.

The ECS (Environment Control System) shall include the ventilation by exhaustfans of plant rooms and toilets etc.

Power Supply for Signals

The primary source of power supply for signalling and telecommunication will beLight Rail Authority’s 33 KV/415-volt 3-phase AC power distribution system.



6.7 RATING OF MAJOR EQUIPMENT

Based on emergency demand expected at each RSS as shown in Table 6.3, and expected

power demand during congestion, CRPF Depot and Keshavadasapuram RSS shall be

provided with 2nos. of (One to be in service and one as standby) 110/33KV and 66/33KV,

20/25 MVA three phase transformers for feeding traction and auxiliary loads respectively.

The incoming cable shall be 3-phase single core XLPE insulated with 630mm2 Aluminium

(Single core) conductor to meet the normal & emergency loading requirements and fault

level of the 110KV / 66 KV supply.

Traction transformer-rectifier set (33KV/750V DC) shall be of 2.5 MW rated capacity with

overload requirement of 150% for 2 hours with four intermittent equally spaced overloads

of 300% for 1 minute, and with one 450% full load peak of 15 seconds duration at the end

of 2 hour period. The traction transformer - rectifier set shall produce 750V DC nominal

output voltage with 12-pulse rectification so as to minimize the ripple content in the output

dc voltage. The IEC 850 international standard envisages the minimum and maximum

voltages of 500V and 900V respectively for 750V DC traction system and therefore, the DC

equipment shall be capable of giving desired performance in this voltage range.

33KV cable network shall be adequately rated to transfer requisite power during normal as

well as emergency situations and to meet the fault current requirement of the system.

Accordingly, proposed 33KV cables sizes are as under:-

3, Single core 240 mm2 copper conductor XLPE insulated from RSS to 33KV cable

network.

3, Single core x 240 mm2 copper conductor XLPE insulated for 33KV ring main cable

network.

Adequate no. of cables are required for transfer of power from TSS to third rail. Single-

phase XLPE insulated cables with 400mm2 copper conductor are proposed for 750V DC as

well as return current circuit. Based on current requirements, 3 cables are required for each

of the three circuits to feed power to third rail.

The above capacities of transformers, cables etc. have been worked out based on the

conceptual design. Therefore, these may be required to be revised for better accuracy

during design stage of project implementation.

6.8 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 100 to 125 KVA capacity at the elevated stations

and 500 KVA for Depot to cater to the following essential services:



(i) Essential lighting

(ii) Signaling & Telecommunications

(iii) Fire fighting system

(iv) Lift operation

(v) Fare collection system

Silent type DG sets with low noise levels are proposed, which do not require a

separate room for installation.

6.9 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM

The entire system of power supply (receiving, traction & auxiliary supply) shall be

monitored and controlled from a centralized Operation Control Centre (OCC) through

SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall

be provided. Optical fibre provided for telecommunications will be used as communication

carrier for SCADA system.

Digital Protection Control System (DPCS) is proposed for providing data acquisition, data

processing, overall protection control, interlocking, inter-tripping and monitoring of the

entire power supply system consisting of 33KV AC switchgear, transformers, 750V DC

switchgear and associated electrical equipment. DPCS will utilize microprocessor-based

fast-acting numerical relays & Programmable Logic Controllers (PLCs) with suitable

interface with SCADA system.

6.10 Energy Saving Measures

Energy charges of any metro system constitute a substantial portion of its operation &

maintenance (O&M) costs. Therefore, it is imperative to incorporate energy saving

measures in the system design itself. The auxiliary power consumption of metros is

generally more than the traction energy consumed by train movement during initial years of

operation. Subsequently, traction power consumption increases with increase in train

frequency/composition in order to cater more traffic. The proposed system of Light Rail

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 benefits of low specific energy

consumption and almost unity power factor.

(ii) Rolling stock has regeneration features and it is expected that 20% of total traction

energy will be regenerated and fed back to 750 V DC third rail to be consumed by

nearby trains.

(iii) Effective utilization of natural light is proposed. In addition, the lighting system of the

stations will be provided with different circuits (33%, 66% & 100%) and the relevant



circuits can be switched on based on the requirements (day or night, operation or

maintenance hours etc).

(iv) Machine-room less type lifts with gearless drive have been proposed with 3-phase

VVVF drive. These lifts are highly energy efficient.

(v) The proposed heavy-duty public services escalators will be provided with 3-phase

VVVF drive, which is energy efficient & improves the power factor. Further, the

escalators will be provided with infrared sensors to automatically reduce the speed

(to idling speed) when not being used by passengers.

(vi) The latest state of the art and energy efficient electrical equipment (e.g.

transformers, motors, light fittings etc) have been incorporated in the system

design.

(vii) Efficient energy management is possible with proposed modern SCADA system by

way of maximum demand (MD) and power factor control.

6.11 ELECTRICAL POWER TARIFF

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of

the Metro System, which constitutes about 30-35% of total annual working cost. Therefore,

it is the key element for the financial viability of the Project. The annual energy

consumption is assessed to be about 55.0 million units in year 2017, which will be about

77.5 Million Units in the year 2041. 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 Thiruvananthapuram Light Metro Rail should be

at effective rate of purchase price (at 110 / 66 KV voltage level) plus nominal administrative

charges i.e. on a no profit no loss basis. This is expected to be in the range of Rs. 3.50 –

4.00 per unit. It is proposed that Government of Kerala takes necessary steps to fix power

tariff for Thiruvananthapuram Light Metro Rail at “No Profit No Loss” basis. Similar

approach has been adopted for Delhi Metro.

6.12 IMPLEMENTATION PERIOD

Entire length of Phase I shall be divided into 3 sections, Techno city to Kariavattom as R-1,

Kariavattom to Kesavadasapuram as R-2 and Kesavadasapuram to Karamana as R-3.

Based on the commissioning schedule, Power Supply arrangements are to be made for the

sections accordingly.

*****

CHAPTER 6- TRACTION SYSTEM & POWER SUPPLY ARRANGEMENTS

22

ENERGY REQUIREMENTS Annexuer-6.1Thiruvananthapuram

Year-2017 Year 2021 Year 2031 Year 2041Traction power requirementsNo of cars 4 (2LC+2IC) 4 (2LC+2IC) 4 (2LC+2IC) 4 (2LC+2IC)Total train weight (Passenger and Train tare weight) 200 T 200 T 200 T 200 TSection length 22.5 KM 22.5 KM 22.5 KM 22.5 KMSpecific Energy consumption 80 KWhr/

1000GTKM80 KWhr/

1000GTKM80 KWhr/

1000GTKM80 KWhr/

1000GTKMSpecific Energy consumption with 20% regeneration 64 KWhr/

1000GTKM64 KWhr/

1000GTKM64 KWhr/

1000GTKM64 KWhr/

1000GTKMNo. of trains per direction in a day* 158 167 192 265

Yearly Traction Energy consumption with 365 daysworking with 20% regen 33.20 million units 35.09 million

units 40.34 millionunits 55.68 Million

units

Station aux power requirementsElevated/at-grade station--power consumption 0.30 MW 0.30 MW 0.30 MW 0.30 MW

Elevated/at-grade station--power consumption with PD Load 0.35 MW 0.35 MW 0.35 MW 0.35 MW

Underground station--power consumption 0.00 MW 0.00 MW 0.00 MW 0.00 MWNo. of elevated/at-grade stations 13 13 13 13No. of elevated/at-grade stations with PD Load 6 6 6 6Total Station Aux Power requirement 6.0 MW 6.0 MW 6.0 MW 6.0 MWDepot Aux power requirement 1.5 MW 1.5 MW 1.5 MW 1.5 MWTotal Aux Power requirement 7.5 MW 7.5 MW 7.5 MW 7.5 MWTotal aux power requirement (MVA) assuming 5% energylosses and .95 pf for aux loads (PF improvement throughCapacitor Banks)

8.3 MVA 8.3 MVA 8.3 MVA 8.3 MVA

Diversity factor of aux loads 0.4 0.4 0.4 0.4

Yearly Aux Energy consumption 19 hrs/day and 365days working (million units) 21.85 million units 21.85

millionunits 21.85

millionunits 21.85

millionunits

Total traction & aux power requirement (MVA) 55.0 million units 56.9 millionunits 62.2 million

units 77.5 millionunits

LC:- Leading CarIC:- Intermediate Car


23

POWER REQUIREMENTS Annexure-6.2Thiruvananthapuram

Year-2017 Year 2021 Year 2031 Year 2041Traction power requirementsNo of cars 4 (2LC+2IC) 4 (2LC+2IC) 4 (2LC+2IC) 4 (2LC+2IC)

Total train weight (Passenger and Train Tare weight) 200 T 200 T 200 T 200 TSection length 22.5 KM 22.5 KM 22.5 KM 22.5 KMHeadway 4.5 mts 4 mts 3.75 mts 2.75 mtsSpecific Energy consumption 80 KWhr/1000GTKM 80 KWhr/1000GTKM 80 KWhr/1000GTKM 80 KWhr/1000GTKM

No. of trains/hr in both directions 27 30 32 44Peak traction power requirement 9.6 MW 10.8 MW 11.5 MW 15.7 MWLess Regeneration @ 20% 1.9 MW 2.2 MW 2.3 MW 3.1 MWDepot power requirements 1.0 MW 1.0 MW 1.0 MW 1.0 MWTotal traction power requirement 8.7 MW 9.6 MW 10.2 MW 13.6 MWTotal traction power requirement (MVA) assuming 5%energy losses and .95 pf 9.6 MVA 10.6 MVA 11.3 MVA 15.0 MVA

Station aux power requirementsElevated/at-grade station--power consumption 0.30 MW 0.30 MW 0.30 MW 0.30 MWElevated/at-grade station--power consumption with PDLoad 0.35 MW 0.35 MW 0.35 MW 0.35 MW

No. of elevated/at-grade stations 13 13 13 13Elevated station with PD Load 6 6 6 6Total Station Aux Power requirement 6.0 MW 6.0 MW 6.0 MW 6.0 MWDepot Aux power requirement 1.5 MW 1.5 MW 1.5 MW 1.5 MWTotal Aux Power requirement 7.5 MW 7.5 MW 7.5 MW 7.5 MWTotal aux power requirement (MVA) assuming 5%energy losses and .95 pf for aux loads (PF improvementthrough Capacitor Banks)

8.3 MVA 8.3 MVA 8.3 MVA 8.3 MVA

Total traction & aux power requirement (MVA) 17.9 MVA 18.9 MVA 19.6 MVA 23.3 MVA

LC:- Leading CarIC:- Intermediate Car

Chapter 7

Ticketting

Chapter 7

Ticketting

Chapter 7

Ticketting

CHAPTER 7 - TICKETTING

7/1DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT - OCT 2014

Chapter 7Ticketting

7.1 AUTOMATIC FARE COLLECTION

7.1.1 Introduction

Light Metro Systems handle large number of passengers. Ticket issue and fare collectionplay 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 accountingfacilities, capable of issuing single/multiple journey tickets, amenable for quick fare changesand require overall lesser manpower. In view of above, computer based automatic farecollection system is proposed.

For Multiple Journey, the Store Value Smart Card shall be utilized and for the SingleJourney, the media shall be Contactless Smart Token.

AFC system proves to be cheaper than manual system in long run due to reducedmanpower cost for ticketing staff, reduced maintenance in comparison to paper ticketmachines, overall less cost of recyclable tickets (Smart Card) in comparison to paper ticketsand prevention of leakage of revenue.

The AFC equipment shall be provided at each station at convenient locations and will beconnected to a local area network with a computer in the Station Master's room.

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



Chapter 7Ticketting


7.1.1 Introduction








Chapter 7Ticketting


7.1.1 Introduction








B) Automatic fare collection systems have the following advantages:

1. Less number of staff required.2. Less possibility of leakage of revenue due to automatic ticket check by control

gates.3. Recycling of ticket fraudulently by staff avoided.4. Efficient and easy to operate, faster evacuation both in normal and emergency.5. System is amenable for quick fare changes.6. Management information reports generation easy.7. System has multi-operator capabilities. Same Smart Card can be used for other

applications also, including in other lines of the Metro.8. Contactless Smarts Card based AFC systems are the worldwide accepted

systems for LRT/Metro environment.

The proposed ticketing system shall be that to be of Contactless Smart Card type formultiple journey and Token for Single Journey. The equipment for the same shall beprovided at each station Counter/Booking office and at convenient locations and willbe connected to a local area network with a computer in the Station Control room.

C) Choice of Control Gates

Flap type Control Gates are proposed which offer high throughput, require lessmaintenance and are latest in modern metros internationally. Tripod turnstile typegates offer less throughput and require more maintenance and hence are notproposed. All these Gates will have a functionality of Auto Top on Smart cards incase balance goes below the threshold Value (As per User Choice/Business Rules)

D) Ticket Vending Machine (TVM)

At all stations, Passenger Operated Ticket Vending Machines (Automatic TicketVending Machines) are proposed. The TVM’s will provide convenience topassengers to avoid standing in queues at ticket booths and provide theminternational standard service. This will be used for

1. Dispensing Smart Tokens for single journey2. Add Value in Smart card by paying money using Bank Notes or through

Credit Card /Debit card /pre Paid card.3. Return the remaining money through Bank Notes and Coins (Min 2 types)



E) Ticket Reader/Add Value MachinesThese machines will be used to know the Card/Token balance and can also be usedas Add value device in case payment for Card top up is made through alternateInternet based channel like net banking, Credit/Debit card ( Payment gateway) etc.

F) Recharge Card terminal Machine (RCTM)RCTM will be used to recharge the Card using bank Note as well as Credit Card/Debit card /Pre Paid card.

AFC equipment Requirement

AFC equipment tentative requirement is given in Annexure B. The exact numberand type shall depend on the final station layout and the traffic being catered to.

Technology

The technology proposed for AFC systems are as under:

Standards Descriptions

Fare mediaa) Contactless Smart Card – For multiple journeys.b) Contactless Smart Token –For Single Journey, captured

at exit gates for reuse.

Gates

Computer controlled automatic gates at entry and exit.There will be following types of gates:

Entry Exit Reversible (if required as per final station layout) –

Option to set as entry or exit based on operationalrequirements

Station Computer,Central computerand AFC Network

All the fare collection equipment shall be connected in alocal area network with a Station Computer controlling theactivities of all the equipments installed at Station. TheseStation Computers will be linked to the Central Computerinstalled at Operational Control Centre through the opticfibre communication channels. The centralised control ofthe system shall provide real time data of earnings,passenger flow analysis, blacklisting of specified cards etc.



Standards Descriptions

Ticket officemachine (TOM

Excess FareOffices (EFO)

Manned Ticket office machine shall be installed in thestations for selling tickets to the passengers.

Excess Fare Offices machines shall be installed forAdjustment of Fare due to various reasons like over stay,excess journey, tailgating etc.

PassengerOpearted TicketVending Machines(TVM)

Automatic Ticket Vending machines shall be installed in thestations for vending of single journey Smart Token, AddValue in Smart Card using Bank Notes and Credit/debitcards.

Add ValueMachine/ TicketReader (AVM/TR)

AVM/TR will be used for recharging the Smart card(payment will be made through Internet Banking/PaymentGateway) as well as to check information stored in theticket.

Portable TicketDecoder (PTD)

PTD will be used to check the Card/Token during travel.

Recharge Cardterminal Machine(RCTM)

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

UPS (uninterruptedpower at stationsas well as forOCC).

Common UPS of S&T system will be utilised.

*****



Entry/Exit Gates

Ticket Office Machine


7/6DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT – OCT 2014

Add Value Machine

Ticket Vending Machine


7/7DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT – OCT 2014

Annexure B

AFC Equipments (Based on Traffic Projection for 2018)

S.No. StationHourly

Boarding/ lighting

Peak minBoarding/Alighting

GateTOM EFO TR/

AVM TVMEntry Exit

TECHNOCITY TOKARAMANA

1 Technocity 3636 73 3 3 4 2 4 22 Pallipuram 276 6 2 2 2 2 4 23 Kaniyapuram 1743 35 2 2 2 2 4 24 Kazhakoottam 740 15 2 2 2 2 4 25 Kazhakoottam Jn. 8135 163 7 7 8 2 4 26 Kariyavattom 2011 40 2 2 2 2 4 27 Gurumandiram 233 5 2 2 2 2 4 28 Pangappara 175 4 2 2 2 2 4 29 Sreekaryam 2510 50 2 2 2 2 4 2

10 Pongumoodu 759 15 2 2 2 2 4 211 Ulloor 2175 44 2 2 2 2 4 212 Kesavadasapuram 1822 36 2 2 2 2 4 213 Pattom 1856 37 2 2 2 2 4 214 Plamoodu 882 18 2 2 2 2 4 215 Palayam 1951 39 2 2 2 2 4 216 Secretariat 2137 43 2 2 3 2 4 217 Thampanoor 2709 54 3 3 2 2 4 218 Killippalam 1028 21 2 2 2 2 4 219 Karamana 1045 21 2 2 2 2 4 2

Total 45 45 47 38 76 38Assumptions:

1. Each station has only 2 access2. 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 TVM3. Throughput of gate 25 passengers per minute, TOM : One per access.4. 50 % passenger are assumed on Smart Card and 50% on single journey token5. Peak hour traffic = 12% of day traffic . Peak Minute traffic = 2% of peak hour traffic.

.

Chapter 8

Environmental ImpactAssessment

Chapter 8


Chapter 8


CHAPTER 8 - ENVIRONMENTAL IMPACT ASSESSMENT


Chapter 8Environmental ImpactAssessment

8.1 INTRODUCTION

Thiruvananthapuram is the capital city of Kerala and is the headquarters ofThiruvananthapuram district. It is continuously growing due to the ever increasingcommercial activities. The city is characterized by its undulating terrain of low coastalhills and busy commercial alleys. Rapid urbanization and recent intense commercialdevelopment have resulted in steep rise in travel demand. The demand for publictransport will continue to grow and there has been a substantial increase in the numberof intermediate public transport (IPT) modes and personalized vehicles due toinadequate public transport. This calls for planning for Mass Transport System whichprovides the city with a fast, reliable, convenient, eff icient, modern andeconomical mode of public transport and would reduce vehicular traffic on the roads.

8.1.1 Transport

Within the city, city buses, taxis and auto rickshaws provide means of transportation.Scooters, motorcycles and cars are the favored means of personal transportation. Thecity services of KSRTC operate from six depots namely, the City depot, Vikas Bhavan,Peroorkada, Pappanamcode, Kaniyapuram and Vellanad. These services wererevamped in 2005 with the introduction of modern buses and electronic ticketingmechanisms. The Central Bus Station is located at Thampanoor, oppositeThiruvananthapuram Central Station. It connects Thiruvananthapuram with other parts of




8.1 INTRODUCTION


8.1.1 Transport





8.1 INTRODUCTION


8.1.1 Transport




Kerala as well as other States. The Central City Bus terminal is located 1 km awayat East Fort (Kizhakke kotta), near the Padmanabha Swamy temple.

8.1.2 Regulatory Framework

Environmental Framework: The EIA Notification attracts new/expansion or modernizationof any activity falling within the eight specified categories of developmental and industrialactivities undertaken in any part of India. Neither railway projects nor urban transportprojects are part of specified eight activities; the proposed Light Metro Rail project willnot attract this notification and therefore environment clearance including conducting ofEIA study or carrying out public hearing is not mandatory.

Social Framework: The Land Acquisition (LA) and Resettlement & Rehabilitation (R&R)of the proposed project would be governed by two Central legislations: (i) The Right toFair Compensation and Transparency in Land Acquisition, Rehabilitation andResettlement Act, 2013 (ii) the National Policy on Resettlement and Rehabilitation forProject Affected Families, 2007. NPRRP applies to projects where 400 families havebeen displaced or more en masse in plain areas and 200 families or more in hilly areas.The Govt. of Kerala has issued comprehensive Resettlement and Rehabilitationguidelines vide notification No. G.O.(Ms) No. 182/ 2012/ RD dated, Thiruvananthapuram,03.05.2012.

8.2 ALTERNATIVE TRANSPORT MODELS CONSIDERED IN THIRUVANATHAPURAM

Several available mass transit options including both the rail system and the bussystem have been considered for Thiruvananthapuram city. The factors affectingtechnology choice include capital costs, operational costs, design andimplementation considerations, performance and economic, social andenvironmental impacts. The available options for transit system included following:

1. Heavy Rail Transit (HRT) or Subway or Metro;2. Automated Guideway Transit (AGT)3. Light Metro Rail (MRL);4. Light Rail Transit (LRT);5. Commuter Rail (CR);6. Bus Rapid Transit (BRT);7. Maglev.

On the basis of analyses, it has been finalized that The Light Metro Rail systemhas much higher potential to shift the passengers to mass transit and relieve



congestion in Thiruvananthapuram city. The primary advantage of the Light MetroRail system is considered to be the minimal land acquisition and disturbance.

8.2.1 Route Alignment

The present route alignment of proposed Light Metro Rail system has been finalizedbetween Techno City near Manglapuram in the North and Karamana in the South. Theroute alignment is on the existing NH-66 throughout the whole route. The stationlocations are at Technocity, Pallipuram, Kaniyapuram, Kazhakoottam, KazhakoottamJunction, Kariyavattom, Gurumandiram, Pangapara, Sreekariyam, Pongumoodu, Ulloor,Kesavadasapuram, Pattom, Plamoodu, Palayam, Secretariat, Thampanoor, Killipalam,Karamana.

8.3 PROPOSED DEPOT

The depot is proposed near CRPF Camp at Pallipuram. About 8.1 Ha of land is proposedfor the depot in Survey Nos. 1000/6, 2258/11, 2371/25 and 2282/3-1 of Pallipuram village.This land is in possession with Thiruvananthapuram Taluk Land Board as per Govt. OrderNo. 178/73/5 dated 29-03-2004. The depot will cater to stable trains, clean them andprovide inspection and light maintenance capability. The depot will also houseadministrative and operational offices as well as facilities for maintenance of the track,structures and system along the guide ways.

8.4 ENVIRONMENTAL BASELINE DATA

Majority of data on water quality, air and noise quality was collected during field studiesin November 2012.

8.4.1 Geography

Thiruvananthapuram is located by the sea shore and is located at 8.5°N 76.9°E on thewest coast, near the southern tip of mainland India. The city situated on the west coastof India, and is bounded by Arabian Sea to its west and the Western Ghats to itseast. The Geological Survey of India has identified Thiruvananthapuram as a moderatelyearthquake-prone urban centre and categorized the city in the Seismic III Zone.Thiruvananthapuram lies on the shores of Karamana and Killi rivers. Vellayani,Thiruvallam and Aakulam backwaters lies in the city. The highest point in the district,the Agasthyarkoodam, rises 1869 m above sea level, is near the city. Ponmudi andMukkunimala are hill-resorts near the city.



8.4.2 Climate of Thiruvananthapuram

The city has a climate that borders between a tropical savanna climate and a tropicalmonsoon climate. As a result, it does not experience distinct seasons. The meanmaximum temperature is 34 °C and the mean minimum temperature is 21 °C. Thehumidity is high and rises to about 90% during the monsoon season.Thiruvananthapuram is the first city along the path of the south-west monsoons and getsits first showers in early June. The city gets heavy rainfall of around 1700 mm per year.The city also gets rain from the receding north-east monsoons which hit the city byOctober. The dry season sets in by December. December, January and February arethe coldest months while March, April and May are the hottest. The lowest temperaturerecorded during winter was 15 °C, and the highest temperature recorded in summer is39 °C. Wind roses have been developed for Thiruvananthapuram Meteorological Centre,Meteorological Department, Government of India. It is observed that wind generallyflows from west and west North West directions. The wind speed reaches up to 28 km/hrat times.

8.4.3 Soil Quality

In order to ascertain the quality and nature of soil in project area, two soil samples werecollected, one each at Kazhakoottam area and Karmana. The samples were tested forphysical and chemical properties.

Table 8.1: Physio-Chemical Characteristics of Soils

S. No. Sample /Parameter Kazhakoottam Karmana1 PH 6.5 6.82 Texture Sandy loam Sandy loam

Sand (%) 12.2 14.2Silt (%) 64.4 61.3Clay (%) 23.4 23.7

3 Nitrogen (meq/100gm) 0.67 0.544 Phosphate (meq/100gm) 0.43 0.185 K (meq/100gm) 0.57 0.216 Ca(meq/100gm) 3.3 4.707 Mg (meq/100gm) 1.9 1.388 Na (meq/100gm) 2.2 0.96

*Source: Field Study



8.4.4 Water Resources and Quality

The water supply schemes cover 100% within the city limits. Pepparaand Aruvikkara dams are the main sources of water for distribution in the capital city.Although the river is perennial and water is available throughout the year, the supply tothe public is not adequate and people have supplemented it by open wells and handpumps.

Four samples have been taken and analysed for essential parameters for drinking waterquality. Three samples of ground water were drawn from Houses at Kazhakottam, Ulloorand Hotel Arya Niwas at Thampanoor. Another one sample of surface water has beendrawn from Karmana River. The analysed water quality has been tabulated in Table-8.2

Table 8.2 - Physico-Chemical Characteristics Of WaterS. No. Parameter Kazhak

ottamSreekaryam

Ulloor Karmana Limits

Sample Code GW-1 GW-2 GW-3 SW-1 Max. as per IS:10500/91

1 Ph 7.07 7.17 7.38 6.7 8.5 NoRelaxation

2 Alkalinity (mg/l) 124 131 116 42 200 6003 Phosphate (mg/l) ND ND N.D 0.19 - -4 Sulphate (mg/l) 27 24 29 1.18 200 4005 Nitrate (mg/l) 11 12 12 1.98 45 No

Relaxation6 Total Dissolved

solids(mg/l)163 172 172 72 500 2000

7 Chlorides (mg/l) 57 43 53 37 250 10008 Iron (mg/l) 0.16 0.12 0.39 1.28 0.3 19 Calcium (mg/l) 36 42 39 29 75 200

10 Suspended solids(mg/l)

ND ND ND 31 - -

11 Fluoride (mg/l) 1.87 1.46 1.26 0.56 1 1.512 BOD3 (mg/l) ND ND ND 2 - -




8.4.5 Trees

Tree survey was carried out along the proposed alignment. No forest area exists alongthe alignment. No rare or endangered species of trees have been noticed during fieldstudies. An inventory of trees, likely to be lost is presented in Table 8.3.

Table 8.3: Loss of TreesS. No From No. of Trees

A Depot Area 24B Station Area1. Technocity 62. Kaniyapuram 83. Kazhakoottam 264. Kazhakoottam Jn 75. Kairyavattom 286. Gurumandiram 77. Pangapara 68. Sreekariyam 39. Kesavadasapuram 210. Killipalam 6

Total Station Area 109C Alignment ROW 8m each side1. (-) 872 to (-) 825 202. (-) 775 to (-) 700 423. (-) 350 to (-) 300 54. (-) 200 to (-) 150 55. 500 to 825 126. 5000 to 5300 447. 5400 18. 5640 to 5772 89. 5970 to 6000 510. 6430 111. 6515 112. 6677 to 6727 213. 7276 214. 7467 to 7571 1115. 7925 116. 8600 to 8689 217. 10050 118. 13050 to 13120 5



S. No From No. of Trees19. 14000 220. 20050 to 20200 921. 20300 to 20500 11

Total Alignment ROW 190GRAND TOTAL TREES 323


A total of 323 trees are required to be felled in the depot, proposed station area andROW of the alignment between the dead end at Technocity and dead end at Karmana.

8.4.6 Air Quality

As a part of this study, ambient air quality monitoring (AAQM) has been carried out bysetting up ambient air quality monitoring stations at five locations for five parameters viz.RSPM, CO, HC, SO2, and NOx. The locations of Ambient Air Quality monitoring sitesare Kaniyapuram, Kazhakoottam, Ulloor, Statue and Killipalam. The results so obtainedare reported in Table 8.4. The ambient air quality data indicates that all the parametersare within the permissible limits established by CPCB at all the monitoring stations.

Table 8.4 Ambient Air Quality at Project Sites in Thiruvananthapuram(8 hourly monitoring)

S. No Location RSPM(µg/m³)

SO2

(µg/m³)Nox

(µg/m³)HC

(ppm)CO

(µg/m³)1 Kaniyapuram 78 7 21 <0.01 3792 Kazhakoottam 68 7 22 <0.01 3683 Ulloor 72 8 19 <0.01 3784 Statue 95 13 18 <0.01 3595 Killipalam 83 12 27 <0.01 392


8.4.7 Noise

Noise levels have been measured at five places in Thiruvananthapuram atKazhakoottam, Kariyavattom, Sreekaryam, Ulloor and Pattom as per standard practice.The noise levels so obtained are summarised in Table 8.5.



Table: 8.5 Monitored Noise Levels at Project SiteTime Kazhakoottam Kariyavattom Sreekaryam Ulloor Pattom

N1 N 2 N 3 N 4 N 58.00 59.2 66.1 60.1 65.2 62.39.00 67.2 65.6 62.8 66.2 62.510.00 63.9 64.9 65.3 65.5 63.211.00 64.8 68.0 60.0 66.2 59.912.00 67.3 68.2 64.7 61.2 65.013.00 68.9 65.5 59.3 59.9 59.214.00 65.5 71.3 66.2 62.2 59.015.00 63.3 65.5 63.5 593 66.416.00 62.6 63.2 63.6 59.1 62.517.00 61.5 65.0 61.0 63.2 68.218.00 65.8 62.9 59.5 62.9 67.319.00 63.3 65.0 65.9 59.0 62.520.00 62.9 59.3 67.6 65.2 64.221.00 65.3 58.9 65.8 63.8 63.822.00 63.2 65.5 65.9 62.4 67.523.00 59.0 64.7 59.2 58.1 62.124.00 57.6 59.1 59.9 59.1 59.31.00 55.3 58.3 58.9 62.4 59.32.00 54.0 55.0 59.4 61.0 59.93.00 56.5 56.1 62.7 59.1 60.94.00 52.3 59.9 59.5 59.9 58.95.00 51.1 57.1 65.3 58.1 59.86.00 56.3 57.8 64.4 57.5 62.57.00 57.0 55.9 62.8 59.6 65.2


It could be concluded that the noise levels recorded are higher than prescribedpermissible levels of 65-dBA (day) at all the locations. Similarly, in night also, noiselevels are above the prescribed limit of 55-dBA (night) at all locations.

8.5 SOCIO – ECONOMIC ASSESSMENT

The proposed Thiruvananthapuram Light Metro Rail project has been proposed betweenTechnocity near CRPF Camp and Karamana through Kazhakoottam, Sreekariyam,Ulloor, Pattom, Palayam, Secretariat, Thampanoor etc. While planning, attempt hasbeen made to utilize the Govt. land for the purpose of developing infrastructure facilities



for Depot as well as Station areas. Additionally, property development is proposed at 12locations on Govt. land as detailed below:

Sl.No.

Details of Property Name ofVillage

Extent(ha)

1. Porambokku land near Technoparksubstation

(Poultry shop)

Kazhakoottam 0.1214

2. Inside Karyavattom UniversityCampus

Kazhakoottam 0.4047

3. Inside Health Medical CentreCompound at Pangappara

Pangappara 0.2023

4. Inside Keltron Compound nearChavadimukku Jn.

Pangappara 0.2023

5. In front of Employees ProvidentFund Office

Pattom 0.2023

6. Back of IMG Pattom 0.1902

7. Back of Vikas Bhavan Vanchiyoor 0.3076

8. Front of Golf Links Sasthamangalam

0.2387

9. Allotted to Habitat Centre, adjacentto Kowdiar Palace

Habitat Centre 1.214

10. Abandoned Quarry area of HarbourDepartment

Thiruvallam 1.619

11. Porambokku land opposite to HeadQuarters of Southern Air CommandWing – vacant land Cheruvickal

10.00

12. Next to Milma Diary, Pattom –Vacant Land

Pattom 0.1538

Total 14.8563

Acquisition of private land may cause social resistance because the project is situated inthe city where land asset is costly and scarce. There is a need to consider thedisturbance and losses due to the project, while considering the project and the need tomitigate the negative impacts of the project on the Project Affected People (PAPs). Aneffort may be made to minimize the disturbance to shops wherever feasible at the time ofconstruction.

Table 8.6 indicates the area of land to be acquired and purposes/use for the project andits impact.



Table 8.6: Details of Land AcquisitionSl.No.

Purpose Government Land Privateland

Total Land(Area in Sq. m)

1. Depot area 81000 - 810002. Station Area 3667 30391 340583. Property

Development148560 - 148560

4. Substation 4500 4500Total 237727 30391 268118

8.5.1 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 ofthe proposed Light Metro Rail alignment on their conditions. On the basis of alignmentdrawings and field survey work during November 2012, it is observed that there are twotypes of impacts on the PAPs. One is the displacement of residential houses andanother is displacement of commercial establishments. About 39 families are likely to beaffected due to loss of their house whereas 65 families are likely to be affected due toacquisition of their shops. Moreover, 255 employees are employed in the workingcommercial establishments all over the alignment and will be affected due to theacquisition of the shops for the construction and operation of the Light Metro Rail. Theirfamilies would also be affected due to the acquisition.

The PAFs/PAPs are dependent on the properties either as land owners or as lessees/tenants or employees of establishments. These families need to be relocated/compensated properly. In the project affected area, the social survey was conducted.The primary data for the study was collected through interviews with all the project-affected people by using structured questionnaire for households and commercialestablishments.

8.5.2 Socio-Economic Analysis of PAPs

The details of demographic and socio-economic condition of the project-affected familieswhose houses are being acquired are shown in Table 8.7. As many as 50 % members inproject affected families are male and 50 % are female.



Table 8.7: Socio-Economic Profile of Project Affected People Losing HousesSl. No Demographic Profile Frequency Percentage (%)

1 SexMale 33 50.00Female 33 50.00

2 Age Composition0-6 3 4.557-12 8 12.1213-18 3 4.5519-35 15 22.7236-60 29 43.94Above 60 8 22.73Total 66 100.00

Religion3 Religion

Hindu 15 75.00Christian 1 5.00Muslim 4 20.00

4 Social GroupSC -ST -OBC/BC -General 20 100

5 OccupationLabour -Business 5 7.58Service 13 19.70Retired 2 3.03Professional 7 10.60Non workers 39 59.09Total 66 100.00

6 EducationIlliterate 23 34.85Primary 3 4.55Middle -High School/SSLC 9 13.63Graduate 26 39.39P.G. 2 3.03Non School Going 3 4.55Total 66 100.00



Sl. No Demographic Profile Frequency Percentage (%)7 Family Income

> 25,000 -25,001 – 50,000 -50,001 – 1,00,000 1 5.001,00,000 - 1,50,000 3 15.001,50,000 – 2,00,000 5 25.002,00,000 and above 11 55.00

8.5.3 Family Particulars of PAPs

Table 8.8: Family ParticularsS.N. Family Particulars Frequency Percentage

1 Types of FamilyJoint Family -Nuclear 19 95.00Individual 1 5.00

2 Size of Family1 – 4 16 80.005 – 7 4 20.008 and Above - -

3 Marital StatusMarried 46 69.70Unmarried 14 21.21Widow / Widower 6 9.09

8.5.4 Details of Structures

The details of structures to be acquired of project-affected families are given in Table8.9. There are 34 houses required to be acquired, out of which 5 are closed and another14 refused to divulge any information as a token of their protest. Moreover, theyrevealed that they will deal with the Government authorities when they wouldcome for acquisition in their own way. Among 21 shops, 5 are closed. 11 shops arebeing run by owners and 5 shops are operated by tenants. These rented shops areowned by 5 owners of the shops who have rented out their property to shopkeepers.



Table 8.9: Details of Private Structure to be AcquiredS. No. Details of Structure Frequency Percentage (%)

Type of Structure1. House 34 62

Shop 21 38Total 55 100

2. Construction of StructureHouse Shops

Pucca 51 93Kuchcha 4 7Total 55 100

3. Ownership of Structure Houses Shops Shop OwnersOwned 34 21 11Leased /Rented 0 5 5Squatters 0No information 5 5

8.5.5 Type of Effects

It is evident from the collected data that 34 houses are going to be affected. Moreover 21shops are going to be acquired out of which 5 shops are closed. Thus, a total number of16 shopkeepers are going to be affected economically by losing their means of livelihoodby virtue of trade. Additionally, 5 owners of rented shops are going to lose their propertyand their regular earning of rent. The 16 owners of working shops and owners of 5closed shops will lose their property which will have to be compensated at Market rates.Moreover, 255 employees are also deriving their subsistence from the affected shops.They earn their livelihood on the wages and salaries paid to them by shopkeepers fortheir services on the shops. Their families will also be affected due to acquisition of theshops for the project. There will be requirement of providing them alternative jobopportunities as per the Resettlement and Rehabilitation guidelines of Government ofKerala vide notification No. G.O.(Ms) No. 182/ 2012/ RD dated, Thiruvanathapuram,03.05.2012. Thus, the total affected families who are economically affected are 321families who shall be losing their economic base and another 39 families would lose theirhouses.



8.6 NEGATIVE ENVIRONMENTAL IMPACTS

The main aim of the project is to decongest the road traffic. The project is designedkeeping in view population growth, future traffic demands and environmental protectionaspects. Attempts have been made to quantitatively predict the impacts due to proposedproject. For non-quantitative impacts, qualitative assessment has been made.

8.6.1 Impacts due to Project Location

8.6.1.1 Project Affected People (PAPs)

Rehabilitation and Resettlement (R&R) of displaced families is an important issue. Themain point to be addressed is the extent to which the “land for land” policy can bemaintained for those who have their own land/house and suitable compensation to thosewho fall in the category of unauthorized occupants.

8.6.1.2 Change of Land Use

Under the present study, project layout maps were superimposed on land use maps tofind out the change in land use. It is estimated that about 34 private houses, 21 privateshops, 1 railway property and 6 Government properties have to be acquired for theproject. In total 8.92 ha of Government land is required in addition to 3.04 ha of privateland for the project. The change of land use is presented in Table 8.10.

Table 8.10: CHANGE IN LAND USES.No. Corridor Area Requirement Sq. m

Government Private Total1 Stations between

Technocity and Karamana3667 30391 34058

2. Depot Area 81000 - 810003. Property Development 148560 - 1485604. Substation 4500 4500

Total 237727 30391 26812

8.6.1.3 Loss of Forests/Trees

The proposed Light Metro Rail line is in urban/ city area and will not pass through anyforests. Hence no loss to forest is anticipated due to the project. However, planted treesdo exist at places in the corridor selected for the project. There are 323 trees in DepotArea, Station area, ROW -16m and in the area proposed for property development.Trees are major assets in purifications of urban air, which by utilizing CO2 from



atmosphere, release oxygen into the air. However, with removal of these trees, theprocess for CO2 conversion will get affected and the losses are reported below:

i) Total number of Mature Trees 323ii) Decrease in CO2 absorption @ 21.8

Kg/ year/ tree for 8 years56331.2kg

iii) Oxygen production @ 49 kg/ year treeFor 8 years

126616 kg

8.6.1.4 Utility/Drainage Problems

Light Metro Rail is planned to run through the urban area on elevated structure. Thealignment will cross railway track and number of sub-surface, surface and utilityservices, viz. sewer, water mains, storm water drains, telephone cables, overheadelectrical transmission lines, electric pipes, traffic signals etc. These utilities/ servicesare essential and have to be maintained in working order during different stages ofconstruction by temporary/permanent diversions or by supporting in position.

8.6.1.5 Impact on Archaeological Sites

There is no building of national importance protected by the Archaeological Survey ofIndia along the Light Metro Rail route in Thiruvananthapuram.

8.6.2 Impacts due to Project Construction

Although environmental hazards related to construction works are mostly of temporarynature, appropriate measures should be included in the work plan and budgeted for.The most likely negative impacts related to the construction works are: -

- Soil erosion, pollution and health risk at construction site,- Traffic diversion and risk of existing building,- Excavated soil disposal problems,- Dust Generation- Increased water demand- Impact due to supply of construction material- Noise Pollution

8.6.2.1 Soil Erosion, Pollution and Health Risk at Construction Site

Run off from unprotected excavated areas can result in excessive soil erosion, especiallywhen the erodability of soil is high. Mitigation measures include careful planning, timingof cut and fill operations and revegetation. It is proposed to have mix concrete directlyfrom batching plant for use at site. Batching plants will be located away from the site



and from human settlements. The other construction material such as steel, bricks, etc.will be housed in a fenced stored yard. The balance material from these yards will beremoved for use/disposal.

8.6.2.2 Traffic Diversions and Risk to Existing Buildings

During construction period, complete/partial traffic diversions on road will be required, asmost of the construction activities are on the road and most of the roads are double lane.Hence, wherever possible, rather than completely blocking the roads it will be advisableto make these roads as one way to allow for operation of traffic together withconstruction activities. Moreover, on both sides of the roads, a clear passage shall bemaintained for smooth operation of traffic, emergency and local movements. Advancetraffic updates/information on communication systems will be an advantage to users ofaffected roads. The Light Metro Rail corridor does not pose any serious risk to existingbuildings.

8.6.2.3 Problems of Excavated Soil Disposal

The excavation will be limited to piling activities for foundation for pillars. There will notbe major excavation since the corridor involves only elevated section in the whole route.

8.6.2.4 Increased Water Demand

The water demand will increase during construction phase. Sufficient water forconstruction purpose is made available by digging boreholes / bore wells within thevicinity of the project site during the construction phase. Hence proper care shall betaken while deciding the location of these activities for drawing water from publicfacilities. Water requirement for construction of Light Metro Rail will be met through thetube-wells bored specially for the purpose of construction after taking approval fromcompetent authority. Hence, there will be no negative impact on the residents living inthe vicinity of tube wells whose water demand is met by municipal water.

8.6.2.5 Impact due to Construction on Ground Water

Ground water contamination can take place only if chemical substances get leached byprecipitation of water and percolate to the ground water table. This is not the case withthe present project, as the activity does not use any harmful ingredients, which couldleach down to water table. Therefore, no impact on ground water quality is anticipatedfrom the project during the construction phase.



8.6.2.6 Impact due to Supply of Construction Material

Light Metro Rail construction is a material intensive activity. Different quantity ofconstruction material will be required for construction of the corridor. Quarry operationsare independently regulated activities and outside the purview of the project proponent.It is nonetheless, appropriate to give consideration to the environmental implications inselection of quarry sources since poorly run operations create dust problems, contributenoise pollution, ignore safety of their employees, or cause the loss of natural resources.

8.6.2.7 Loss of Historical and Cultural Monuments

No historical/cultural monuments will be lost as a result of the proposed development.8.6.2.8 Noise Pollution

Construction noise may not pose a health risk or damage to peoples' hearing, but it canadversely affect peoples' quality of life. Construction noise may disturb people at home,in office buildings or retail businesses, in public institutional buildings, at locations ofreligious services depending upon their vicinity to construction site. Construction noise isunwelcome during night time in residential areas during sleep; it can be equallyunwelcome during the daytime in commercial areas if it interferes with peoples' ability toconduct business.

The major sources of noise pollution during construction are movement of vehicles fortransportation of construction material to the construction site and the noise generatingactivity at the construction site itself. The Metro construction is equipment intensive. Anoise prediction is carried out for Lmax and Leq for different combinations ofconstruction equipments working simultaneously at a site. The Result of the noiseprediction is presented in Table 8.11.

Table 8.11: Noise Level Prediction During Construction

Distancein m

Concrete Batch Plant+ Concrete Mixer

Truck

Auger Drill Rig +DumpTruck + Generator +

Slurry Plant

Dump Truck +Excavator +

Pneumatic ToolsLmax Leq Lmax Leq Lmax Leq

10 97 91.8 98.3 96.8 99.2 97.625 89 83.8 90.4 88.9 91.2 89.640 84.9 79.7 86.3 84.8 87.1 85.550 83 77.8 84.4 82.9 85.2 83.675 79.5 74.3 80.8 79.3 81.7 80.1

100 77 71.8 78.3 76.8 79.2 77.6



8.6.3 Impacts due to Project Operation

Along with many positive impacts, the project may cause the following negative impactsduring operation of the project due to the increase in the number of passengers and trainsat the stations:

Noise pollution, Water supply and sanitation at Stations, Refuse disposal and sanitation, and Pedestrian movement and visual issues

8.6.3.1 Noise Pollution

During the operation phase the main source of noise will be from running of Light MetroRail cars. Noise radiated from train operations and track structures generally constitutethe major noise sources. Airborne noise is radiated from elevated structures. However,as per manufacturers of Light Metro Rail cars, noise generated from its operations is notsignificant.

8.6.3.2 Water Supply and Sanitation

Public Health facilities such as water supply, sanitation and wash rooms are very muchneeded at the stations. The water demands will be on station for drinking, toilet, cleaningand also for other purpose like AC, chiller and other purposes. In addition, water will berequired for contractor’s camps during construction. The water requirement for thestations will be met through the public water supply system after taking necessaryapprovals. However as an environmental conservation measure, rainwater harvestingwill be also carried out at stations.

Table 8.12: Water Requirement

Sl.No. Particular

Water Demand atEach Station

(KLD)

Total WaterDemand (KLD)

1 At Stations for Drinking Purpose 6 1142 At stations for AC, cleaning,

chiller and other purposes25 475

Total 589



8.7 IMPACTS DUE TO DEPOT

One depot has been planned for Light Metro Rail at Thiruvananthapuram. This Depotwill be near CRPF Camp (8.1 Ha). The area here is barren and with no habitation. Inorder to develop these areas as depot, it will need filling by earth brought from outside.

The depots will have following facilities:

- Washing Lines,- Operation and Maintenance Lines,- Workshop, and- Offices.

Problems anticipated at depot sites are Water supply, Oil Pollution, Cutting of trees,Sanitation, Effluent Pollution, Noise Pollution, Impact due to filling of area and Surfacedrainage.

8.7.1 Water Supply

Water supply will be required for different purposes in the depot. Projected waterdemands are summarized in Table 8.13. About 12 KLD of water will be required at theDepot for different uses. This water will be collected through bore wells at Depot aftertaking approval from competent authority.

Table 8.13: Water Demand at Depot

Sl.No. Depot Projected

Number of carsProjected water

Requirement per day (litres)

1 Technocity 144 12000

The water after conventional treatment can be processed through Reverse Osmosis(RO) technology for specific use such as drinking/ cooking and final washing ofequipment/ trains.

8.7.2 Sewage and Effluent

About 10 KLD of sewage and effluent is expected to be generated at depot. About 50%of treated waste water will be used for horticulture.



8.7.3 Oil Pollution

Oil spillage during change of lubricants, cleaning and repair processes, in themaintenance 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 bedisposed off to authorised collectors, so as to avoid any underground/ surface watercontamination.

8.7.4 Noise Pollution

The main source of noise from depot is the operation of workshop. Due to less activity,no impact on the ambient noise is anticipated.

8.7.5 Surface Drainage

Due to the filling of the low-lying area for the construction of depots, the surface drainagepattern may change specially during monsoon. Suitable drainage measures will berequired.

8.8 POSITIVE ENVIRONMENTAL IMPACTS

The introduction of the project will also yield benefits from non-tangible parameters suchas saving due to equivalent reduction in road construction and maintenance, vehicleoperating costs, less atmospheric air pollution and socio-economic benefits of traveltime, better accessibility, better comfort and quality of life.

Various positive impacts have been listed under the following headings:

Employment Opportunities, Enhancement of Economy, Mobility, Safety, Traffic Congestion Reduction, Reduced Fuel Consumption, Reduced Air Pollution, Carbon Dioxide and Green House Gases (GHG) Reduction, Reduction in Number of Buses, and Saving in Road Infrastructure.



8.9 CHECKLIST OF IMPACTS

The impact evaluation determines whether a project development alternative is incompliance with existing standards and regulations. It uses acceptable procedures andattempts to develop a numeric value for total environmental impact. A transformation ofthe review of multiple environmental objectives into a single value or a ranking orprojects is the final step in impact assessment. Checklist is a list of environmentalparameters or impact indicators which encourages the environmentalist to consider andidentify the potential impacts. A typical checklist identifying anticipated environmentalimpacts is shown in Table 8.14.

Table 8.14: Checklist Of ImpactsSl.No. Parameter Negative

Impact No Impact PositiveImpact

A. Impacts due to Project Locationi. Displacement of People *ii. Change of Land use and Ecology *iii. Loss of Cultural and Religious

Structures *

iv. Drainage & Utilities Problems *B. Impact due to Project Design

i. Platforms - Inlets and Outlets *ii. Ventilation and Lighting *iii. Railway Station Refuse *iv. Risk due to Earthquakes *

C. Impact due to Project Constructioni. Soil Erosion, Pollution and Health risk *ii. Traffic Diversions and Risk to Existing

Buildings*

iii. Problems of Soil Disposal andSeepage Risk

*

D. Impact due to Project Operationi. Oil Pollution *ii. Noise *iii. Water Demands *iv. Pedestrian Issues *v. Visual Impacts *vi. Employment Opportunities *vii. Enhancement of Economy *viii. Mobility *ix. Safety *x. Traffic Congestion Reduction *xi. Less fuel Consumption *xii. Less Air Pollution *xiii. Carbon dioxide Reduction *xiv. Reduction in Buses *xv. Reduction in Infrastructure *



8.10 ENVIRONMENTAL MANAGEMENT PLAN

The Light Metro Rail project in Thiruvananthapuram will provide employmentopportunity, quick mobility service and safety, traffic congestion reduction, less fuelconsumption and air pollution on one hand and problems of muck disposal, trafficdiversion, utility dislocation etc. on the other hand. However, the problems will only for alimited period during the construction stage. Management of Environment by provision ofnecessary safeguards in planning of the project itself can lead to reduction of adverseimpacts due to a project. The most reliable way to ensure that the plan will be integratedinto the overall project planning and implementation is to establish the plan as acomponent of the project.

8.10.1 MITIGATION MEASURES

The main aim of mitigation measures is to protect and enhance the existing environmentof the project. This section includes measures for:

Compensatory Afforestation, Construction Material Management, Labour Camp, Energy Management Hazardous Waste Management Housekeeping, Utility Plan, Air Pollution Control Measures, Noise Control Measures, Vibration Control Measures, Traffic Diversion/Management, Soil Erosion Control, Muck Disposal, Water Supply, Sanitation and Solid Waste management, Rain water harvesting Management Plans for Depot, and Training and Extension.

8.11 CONCLUSION

There is no serious negative environmental impact by undertaking the Light Metro Railproject in Thiruvananthapuram except displacement of 39 families who would be losingtheir residences and demolition of 65 shops. They have to be, therefore,compensated/rehabilitated as per the Governmental policy. Compensatory afforestationshould be undertaken @ 10 trees to be planted for every tree cut. A workable traffic



management plan should be drawn up and put in place in consultation with Traffic Policeduring the construction stage to mitigate road congestion.

Considering the overwhelming advantages of a Light Metro Rail system in the city, it isrecommended to commission the project at the earliest time possible. Implementation ofthe project should be taken as an opportunity to improve road geometry, plant flowerbeds along the median, beautify station surroundings with appropriate landscaping,provide pedestrian paths and flyovers at congested junctions, improve road lighting androad drainage.

Thus the environmental impact of this Light Metro Rail project should be taken aseminently positive.

*****

Chapter 9

Multi Modal TrafficIntegration atLight Metro Stations

Chapter 9


Chapter 9


CHAPTER 9 - MULTI MODAL TRAFFIC INTEGRATION AT LIGHT METRO STATIONS


Chapter 9Multi Modal Traffic Integrationat Light Metro Stations

9.1 INTRODUCTION

The Light Metro Rail Transport Network in Thiruvananthapuram will cover a length ofapproximately 21.821 kms. It will be augmented through enhanced flexibility of criss-cross interchanges to other modes and reduce the travel time of commuters. While LightMetro Rail provides a high capacity corridor to carry the passengers, the need forintegration with other secondary/intermediate transport modes is getting highlightedmore than ever to ensure a seamless journey. This concept is to provide first mile andlast mile connectivity to the commuters within their places of stay. According top priorityto this issue, MoUD has laid down policy guidelines to include the need and provisioningof all public, IPT and private modes in the DPRs for the Light Metro/Metro Systems.(Ref: MoUD (Urban Transport Wing) Advisory Circular no. K-14011/1/2007-UT-IV dated30.08.2013).

The share of various modes of secondary/ intermediary modes of travel is complex anddebatable issue which is dependent on a large number of variables like available roadwidth, penetration in the residential areas, road condition, distance from the Light MetroRail Stations, availability of parking and lay out and availability of circulating areas at theLight Metro Stations, Business Centre or markets & existing traffic densities. Thesefactors relate with each other and evolve with development of new modal mix oftransport, infrastructure and changes with the passage of time. Even though for a givenurban transport scenario, optimal mode share may be determined from computer based




9.1 INTRODUCTION






9.1 INTRODUCTION





models but actual optimal mode share is never achievable on the road due to dynamicnature of demand and supply of transport modes

9.2 PRESENT CONDITION OF TRANSPORT ON CITY ROADS

At present the various modes coming to Light Metro Rail Stations comprise of StateTransport buses, Mini buses, Auto-rickshaws, Private cars, Taxis and Two Wheelers.These can be classified in three groups of transport modes namely, Public, IPT andPrivate.

In public transport group there are Mini Buses (20 seaters), and large buses of StateTransport (50 seaters) and Chartered Buses hired by schools and private offices.Generally the public transports in Thiruvananthapuram comprises of the buses which areoperated by the Kerala State Road Transport Corporation.

Auto rickshaws are also an important part of public transports at Thiruvananthapuram.After bus, it is these auto rickshaws which are the most important modes of publictransport in Thiruvananthapuram even though they are little expensive. Auto Rickshawsare Intermediate Public Transport (IPT) Modes. Another public transport atThiruvananthapuram which can be ranked third among all is the cabs or taxis that run onthe streets of Thiruvananthapuram. Though these are also less in number and themajority of them ply from airport and railway stations.

In the personalized transport modes, there are Cars and Two wheelers of all possiblesizes.

A chaotic situation is observed when all the above mentioned transport vehicles areseen jostling to each other for space for moving forward. More pathetic conditions areseen at the Road Intersections.

The solutions lies in showcasing a workable arrangement of co-existence throughidentification of good points of each mode and then utilize the same to get the attentionand embedding it in public psyche.

Because of high traffic and less capacity as well as length of the roads, average distancebetween two consecutive vehicles becomes very less. Such situation does not permitspeed higher than 15-20 km/hr. This indicates that unless there is some solution toreduce this unmanageable mix of the vehicle fleet, real transport integration may not bepossible. While the Road length on main & arterial roads may not see significantincrease and relieve the congestive/ chaotic/ slow moving road traffic, a divergent policyof linking commuters directly through E-Rickshaw or Mini buses using the service/innerroad length to supplement the main road traffic will impact the congestion and providerelief to the Light Metro Rail commuters in reaching out to Light Metro Stations.



9.3 IMPACT OF BUS/CLUSTERS IN MODE SHARE

Primary reason for using personal vehicle (for buying vehicle) is to save travel timeduring journey. On the other hand, Government has tried to increase number of publicbuses on the road in many different ways.

Government has tried hard to popularize public bus by subsidizing the fare but could notbring higher (and middle) income group to use public buses simply because it is slow.Therefore objective of achieving optimal mode share remained elusive than reality.

9.4 BALANCING ACT OF LIGHT METRO RAIL

After introduction of Light Metro Rails in the city, Traffic and Transportation scenario willsignificantly change. People will no longer be afraid to travel a much longer distance. It isnow possible to cover a length of 30-35 km below or within one hour time if main journeyis made by Light Metro Rail. This is the fastest, safest and most reliable and comfortablemode now available in the country.

In Delhi, in 1980’s average passenger trip length was 7-8 km, in 1990-2000 average triplength was 8-10 km. After 2000, average trip length started increasing and in 2012-13 itwas 15-16 km. It is expected this trip length will increase to 17-18 km after Phase IIIlines become operational from 2016 and after Phase IV in 2021, trip length may beabout 20 km. This shows that the city gets expanded in terms of residential locations andwork centers as Metro network increases. In a recent survey conducted by one of themost circulated newspaper (Times of India) citizens have expressed maximumsatisfaction for DMRC services. Nevertheless, city roads are more congested and thesituation is getting worse every day. The benefit of time saving due to Metro is verymuch diluted because of the problem of reaching the Metro stations and then to theplatform to catch the Metro.

For Thiruvananthapuram also, average trip length will be around 7 kms. Hence LightMetro Rail will definitely help in providing a balancing act.

9.5 TRANSPORT INTEGRATION BY DMRC

If we mean that transport integration is smooth transition from one mode (road based) tothe other (Metro) then it is important that the road based mode should reach the Metrostation in time, at regular interval so that passenger need not walk long distance to enterthe station.



Several measures may be undertaken for smooth transition of the passengers usingMetro. Stations are designed user friendly, ambience is kept clean and attractive. Userneeds like Snack bars, ATMs are available at many stations. Elevator and lift isprovided at every station to avoid climbing through stair case. Parking facility, FeederBus & Bus stops are the most significant services given by DMRC. In addition, pilotprojects for E- Rickshaws and cycle shelters have also been taken up.

The feeder buses, E- Rickshaws & cycle shelters would be expanded based on userdemands, service ability and patronage.

The extent of need for above modes depends on the type of stations viz. InterchangeStations, stations with extensive Property Development/ close to Business Centres/Activity Hubs, stations located on the road medians, etc.

The need for providing bus stops/parking areas also differ in case ofelevated/underground stations and at the terminal stations.

9.6 FEEDER BUS SERVICE

In Delhi, up to Phase III DMRC will have a total of 236 stations out of which 21 areinterchange stations. Many stations are with extensive property development nearactivity hubs or business centres and that are located on road medians or under theroad. To cater to these stations, DMRC has so far deployed 117 feeder buses with asitting capacity of 18 passengers and total capacity of 30 passengers. The presentsanctioned routes are 98 which cover roughly 73 Metro stations.

Additional 400 feeder buses have already been ordered through two selected busoperators and these mini buses will have a sitting capacity of 26 and total capacity of 50.The present peak ridership is 59,000 per day and monthly average of 50000 per day.The maximum revenue so far is 4.6 Lakhs per day. It is expected that with additionalbuses, the peak ridership per day will touch around 3.5 lakhs per day.

For the stabling and maintenance of these buses a total of 8 feeder bus depots havebeen planned to keep the idle run to the minimum and provide safe stabling and upkeep.



Existing Feeder Buses New Feeder Buses Being Introduced

Fig. 9.2 - Modal of Feeder Buses

However, feeder bus service facility is still not attained perfection. Service headway islong as it is handled by private operators who would like to wait to fetch morepassengers. Services at some routes are very irregular as not many passengers areavailable during non-peak hours. Passengers have to bank upon auto rickshaws.

Purchasing only one ticket for a complete journey by using any one or more transportmode is still a dream in India because of multiple ownership/agency control or lack of willto implement such system. In Europe and USA this system is working very well andalmost eliminated unhealthy competition. True transport integration will be possible whensuch system will be operational in Indian cities

9.7 WAY FORWARD

In view of above deliberations in back ground, along with planning for Light Metro/MetroSystem in any city, there is a need for providing a transportation system which isseamlessly integrated across all modes and provides first mile as well as last mileconnectivity. It is also necessary that various public transportation modes includingInter-mediate Public Transport (IPT) and feeder buses etc. work together in order tofacilitate increase in ridership to the Light Metro/Metro system and provide ease of usingthe Light Metro/Metro system by the public at large.

Therefore, there is a need for doing more scientific study exclusively for this. To achievethis goal, Light Metro Rail Stations influenced zone need to be defined which can betaken as approximately 5 kms for the motorized traffic and 1.5 km. forpedestrian/cyclists. Detailed Study is required to be done in this influenced zone of aLight Metro Rail station for following aspects mainly:



i) Availability and review of existing public and IPT facilities, in terms of motorizedand non-motorised mode with main consideration of the streets/roads adjoiningto the stations and also to examine adequacy of availability of pedestrians/cyclepaths in the influenced zone.

ii) Analysis and identification of gaps between supply and demand in terms offeeder facilities and other requirements for better first and last mile connectivity.

iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrianstracks, bike sharing arrangement for each Light Metro Rail station to be finalised.

iv) Proposal for better integration of Light Metro Rail station with other mode oftransport, such as relocation of existing bus stop, introduction of new bus stop,bus base etc.

v) Cost of the requirements namely road widening including roads forpedestrian/cycle paths, feeder buses based on the outcome of the study.

The detailed study and requirement for providing first mile as well as last mileconnectivity to the Light Metro Rail users will be carried out separately and the sameshould be in place before the commercial operation of the Light Metro Rail services forthe benefit of the users as well as for better ridership and the financial viability of theproject.

Since, it is envisaged that detailed study for provision of feeder buses, public bikesharing and pedestrianisation in the influence zone of Light Metro Rail stations will bedone and put in place by the time commercial operation of the Light Metro Rail services,a lump-sum cost of @ 2% of total cost of all items except land cost has been consideredsufficient and included in the project cost of proposed Light Metro Rail System. If at anystage more feeder services etc. will be required, same can be augmented by concernedcity transportation authorities.

******

Chapter 10

Friendly FeaturesforDifferently Abled

Chapter 10


Chapter 10


CHAPTER 10 - FRIENDLY FEATURES FOR THE DIFFERENTLY ABLED

DETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT -OCT 2014 10/1

Chapter - 10Friendly Features for theDifferently Abled

10.1 INTRODUCTION

The objective of making this chapter is to create a user-friendly Mass Transport Systemin India which can ensure accessibility to persons with disabilities, people travelling withsmall children or are carrying luggage, as well as people with temporary mobilityproblems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure includingrelated facilities and services, information, etc. would benefit people using publictransport.

The access standards given here are extracted from Indian Roads Congress Code, IRC103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011 andNational Building Code, 2005. Central Public Works Department’s (CPWD) “SpaceStandards for Barrier Free Built Environment for Disabled and Elderly Persons”, 1998and 2013 edition (under revision by MoUD), and international best practices / standards

Further, it has also been attempted to provide guidelines/ standards for alighting andboarding 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




10.1 INTRODUCTION








10.1 INTRODUCTION







intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge etc.to achieve a seamless development around Light metro stations.

10.2 CONTENTS

10.2.1 Rail Transport

10.2.2 Light Metro 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

1. Street Design Footpath (Sidewalk) Kerb Ramp Road Intersection Median/Pedestrian Refuge Traffic Signals Subway and Foot Over Bridge

2. Alighting and Boarding Area Approach Car Park Drop-off and Pick-up Areas Taxi/Auto Rickshaw Stand Bus Stand/Stop



10.3 RAIL TRANSPORT

10.3.1 General

Whether over-ground or underground, rail travels is a highly effective mode oftransport.

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 announcementsmade by the railways.

For persons with visual impairments audio system announcing the station namesand door location should be available.

10.3.2 Accessible Railway Cars

The railway cars should have the following features:

Railway car doors should be at least 900 mm wide; The gap between the car doors and the platform should preferably be less than

12 mm; Identification signage should be provided on the doors of wheelchair accessible

coach If the car door and the platform cannot be at the same level, then at least one car

doors should have apparatus such as a hydraulic lift or pull-out ramp installed in thedoorway for wheelchair users.

10.3.3 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.

10.3.4 Seats

An appropriate number of designated seats for passengers with disabilities andelderly people should be provided near the doors.



10.3.5 Aisles

Aisles should be at least 900 mm wide.

10.4 INFORMATION SIGNS AND ANNOUNCEMENTS

A map of train routes should be installed. This should be in Braille/raised numbers aswell. In each car, there should be an announcement and provision of a visual display ofthe names of stations route. This display should be in raised numbers with sharpcontrast from the background.

10.5 LIGHT METRO STATIONS

10.5.1 Level Approach

Approach route should not have level differences. If the station is not on the samelevel as the walkway or pathway, it should have a ramp.

Walkway surfaces should be non-slip. Approach walkway should have tactile pavements for persons with visual

impairments.

10.5.2 Station Entrances and Exits.

These should have a minimum width of 1800mm and is level or ramped.

10.5.3 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.

10.5.4 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.



10.5.5 Platforms

The Platforms should: Have a row of warning paver installed 600mm before the track edge; Have non-slip and level flooring; Have seating areas for people with ambulatory disabilities; Be well illuminated lux level 35 to 40; There should be no gap or difference in level between the train entry door and the

platform. All platforms should inter-connect by means of an accessible routes or lifts; and

provide accessible level entrance to the train coach.

10.5.6 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 improvesvisibility for all users and is critical for persons with low vision. For example, colourcontrasting of door frames can assist in locating doors, and likewise floors should becontrasted with walls. In addition, furniture should contrast with walls and floors so asnot to create an obstacle.

Structural elements such as columns should be colour contrasted or brightly markedso as to be visible to those who may have a visual disability.

Generally, patterns on flooring should be avoided or else should be minimal andsmall to avoid visual confusion.

In addition to identifying hazards or warnings, tactile floor surfaces can also be usedto inform that there is a change in area (e.g. leaving a corridor and entering aboarding area).

Tactile systems should be consistent throughout the building. For example, terminalsshould not have carpeting in some boarding areas and tile in others as this maycreate confusion for those who rely on tactile surfaces to guide them to theirdestination.

Good lighting assists those with a visual disability to see better and allows peoplewho have a hearing impairment to lip read easier. However, care should be taken toproperly direct lighting and to use matte finishes on floors, walls and signage, so asnot to create glare which may create difficulties for all travelers.

Blinds can be used to adjust lighting levels in areas where the natural lightingchanges significantly throughout the day.



10.5.7 Signage

Signs must be clear, concise, and consistent. All travelers need clear information aboutthe purpose and layout of terminals to maintain a sense of direction and independentuse of all facilities. Using internationally and nationally established symbols andpictograms with clear lettering and Braille ensures universal accessibility cutting acrossregional/cultural and language barriers. A cohesive information and signage system canprovide visual (e.g. signs, notice boards), audible (e.g. public address and securitysystems, induction loops, telephones, and infrared devices), and/ or tactile information(e.g. signs with embossed lettering or Braille).

10.5.8 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. 10.1 - Way finding signage Fig. 10.2 - International Symbol of Accessibility



10.5.9 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.

10.5.10 Public Dealing Counters

Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should havepublic dealing counters.

Information or help desks should be close to the terminal entrance, and highly visibleupon entering the terminal. In addition, they should be clearly identified andaccessible to both those who use wheelchairs and those who stand.

It should provide information in accessible formats, viz. Braille leaflets for personswith vision impairments.

Ideally, these desks should have a map of the facility that desk attendants can viewwith 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 hearingimpairment.

Lighting should be positioned to illuminate the receptionist/person manning thecounter and the desk top without creating glare.

Lighting should not create shadows over the receptionist staff, obscuring facial detailand making lip reading difficult.

There should be a hearing enhancement system such as a loop induction unit, theavailability of which is clearly indicated with a symbol.

One of the counters should not be more than 800mm from the floor, with a minimumclear knee space of 650mm high and 280mm- 300mm deep.

10.5.11 Audio-Visual Displays

Terminal maps should be placed so that they are readily visible to persons who arestanding and persons who use wheelchairs. They should also be accessible topersons with a visual disability (i.e. tactile maps). Other alternatives includeelectronic navigation systems or audio maps.

Enable captioning at all times on all televisions and other audiovisual displays thatare 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).

10.5.12 Rest Areas/Seating

Seating area / benches should be provided along the circulation path at regularintervals so that passengers do not need to walk more than 50 to 60 metres beforebeing able to sit and rest.

Where seating is provided, designated seating for passengers with disabilities is tobe provided at boarding gates and departure areas within viewing distance ofcommunication boards and/or personnel and identified by the symbol of access.

Public transit operators should provide seating in passenger service areas wherethere may be long waiting lines or times, including at ticket sales counters, check-incounters, secured screening and during inter-country travel in customs areas andbaggage retrieval areas.

Designated seating should be provided for at boarding gates and departure areaswithin viewing distance of communication boards, and within hearing range of audioannouncements as well. Such seating areas should be identified by the symbol ofaccessibility and shelter should be provided where this seating is outdoors.

In outdoor settings, seating should be provided along with the planned hawkerspaces.

At waiting lounges for persons with disabilities chairs should have armrests andbackrest.

10.5.13 Tactile Paving - Guiding & Warning

(a) Tactile Guiding Paver (Line-Type)

It is recommended to install a row of tactile guidance paver along the entire length of theproposed accessible route for visual impaired persons. Care must be taken to ensurethat there are no obstacles, such as wall, pillar, uneven surfaces, Soffit (underside /openarea under the stairs), along the route traversed by the guidance paver. Also, thereshould 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, alongthe entire length of the walk.

(b) Tactile Warning Paver (Dot-Type)

Indicate an approaching potential hazard or a change in direction of the walkway, andserve as a warning of the approaching danger to persons with visual impairments,preparing them to tread cautiously and expect obstacles along the travel path, trafficintersections, doorways, stairs, etc. They are used to screen off obstacles, drop-offs orother 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 widthof the designated accessible passenger pathway at appropriate places such as beforeintersections, terminal entrances, obstacles such as signage, and each time the walkwaychanges direction.

10.5.14 Places to Install Warning Paver

In front of an area where traffic is present. In front of an entrance/exit to and from a staircase or multi-level crossing facility. Entrances/exits at public transport terminals or boarding areas.

Fig. 10.3 - Guiding paver Fig. 10.4 - Warning paver

Figure 10.4







Figure 10.4







Figure 10.4



10.5.15 Doors

Whatever the type of entrance door, it must be wide enough to accommodatepassenger traffic comfortably.

The recommended minimum clear opening width of an internal door is 900mmminimum.

Where doors comprise two leaves (i.e. double doors), each leaf should be 900mmmin. wide, so that persons carrying large items and people using wheelchairs do nothave to open both leaves.

Manual doors should incorporate kick plates 300-400mm high to withstand impact ofwheelchair 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-accessibleentrance must also be provided.

A distance of 400mm should be provided beyond the leading edge of door to enablea wheelchair user to maneuver and to reach the handle.

To ensure maximum clarity for persons with visual impairments, the entrance shouldbe 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. Operable devices such as handles, pulls, latches and locks should:

o Be operable by one hando 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, colourand tone contrasted warning or decorative feature that is effective from both insideand outside and under any lighting conditions, e.g. a logo, of minimum dimensions150mm by 150mm (though not necessarily square), set at eye level.

10.5.16 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 onboth 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.

10.5.17 Handrails

Handrails should be circular in section with a diameter of 38-45mm and formed frommaterials which provide good grip such as timber, nylon or powder coating, mattfinish metal finishes.

The handrail should contrast in colour (preferably yellow/orange) with surroundingsurfaces.

At least 50mm clear of the surface to which they are attached and should besupported on brackets which do not obstruct continuous hand contact with thehandrail.

The handrail should be positioned at two levels- 760mm and 900mm above thepitch-line of a flight of stairs.

Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in theline of travel and returning to the wall or floor or rounded off, with a positive end thatdoes not project into the route of travel.

10.5.18 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

10.1).

Table 10.1 - Specifications for Ramps

Leveldifference

MinimumGradient.of

Ramp

RampWidth

Handrailon

both sides

Comments

≥ 150 mm≤ 300 mm

1:12 1200 mm √

≥ 300 mm≤ 750 mm

1:12 1500 mm √ Landings every 5meters oframp run.

≥ 750 mm≤ 3000mm

1:15 1800 mm √ Landings every 9meters oframp run.

≥ 3000 mm 1:20 1800 mm √ Landings every 9meters oframp run.

10.5.19 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 andrecognizable through design and location.

The colour and tone of the lift doors should contrast with the surrounding wall finishto assist in their location. Lift doors with metallic finishes such as steel grey and silvershould 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. Aclear landing area in front of the lift doors of minimum dimensions 1500mm x1500mm should be provided.

By making the landing area distinguishable by floor surface and contrast, it will aidlocation and recognition of core areas. This could comprise a change in floor finishfrom thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.

Changes in floor finish must be flushed. There should be no level difference betweenlift door and the floor surface at each level; the gap if unavoidable should not bemore than 12mm.



The floor level/location should be indicated on the wall adjacent to or just above thecall buttons, and opposite the lift doors where possible.

10.5.20 Lift Dimensions

Provisions of at least one lift shall be made for people using wheelchairs with thefollowing car dimensions:o Clear internal depth -1500 mm minimumo Clear internal width - 1500 mm minimumo Entrance door width - 900 mm minimum

10.5.21 Lift Controls

The lift call button should be wall-mounted adjacent to the lift and should contrastwith wall finish, either by using a contrasting panel, or a contrasting border aroundthe button panel.

The call buttons should be located within the range 800-1000mm above floor finish. Buttons should not be touch sensitive, but should require a light positive pressure

and should ideally be large enough to be operable by the palm of the hand ifrequired.

The control buttons inside the lift should be positioned on the side wall rather thanfront wall to allow access from the back and front of the lift car, by mobility aid userslike wheelchair users.

The control buttons should contrast with their surroundings and illuminate whenpressed 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 closingspeed should not exceed 25 meters per second. There should be a provision ofcensor enabled closing.

In larger lifts, controls should be positioned on both side walls, at least 400mm fromfront wall and between 800-1000mm above floor level.

10.5.22 Car Design

Internal walls should have a non-reflective, matt finish in a colour and tonecontrasting with the floor, which should also have a matt, non-slip finish.

Use of reflective materials such as metal (stainless steel for example) can beproblematic in creating sufficient contrast with control buttons, emergency telephonecabinet, etc. for persons with low vision and the use of such materials should beavoided wherever possible.

A mirror (750mm above floor level) on the rear wall can be useful to persons usingwheelchairs and other mobility aids should they need to reverse safely out of the liftcar 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 ofspotlights or down lighters.

A grab bar should be provided along both sides and the back wall, 900mm abovefloor level.

Handrails should be of tubular or oval cross section, in order to be easily gripped andcapable of providing support.

Handrails should be positioned so that there is a clear space behind the handrail toallow it to be grasped i.e. knuckle space should be 50mm.

10.6 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-rideallowing communication with lift occupants).

Announcement system should be of 50 decibel. The display could be digital or segmented LED, or an appropriate alternative. A

yellow or light green on black display is preferred to a red on black display as it iseasier to read.

10.7 GENERAL AND ACCESSIBLE TOILETS

10.7.1 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, tobe 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 toiletentrance.

Tactile paver to be provided for urinals, WC and washbasins for persons with visionimpairments.

10.7.2 Accessible Toilets

Should have the international symbol of accessibility displayed outside for wheelchairaccess.

The toilet door should be an outward opening door or two way opening or a slidingtype 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 of1000mm.



10.7.3 WC Compartment Dimensions

The dimensions of a unisex toilet are critical in ensuring access. The compartmentshould be at least 2200mm and 2000mm. This will allow use by both manual andmotorized wheelchair users.

Layout of the fixtures in the toilet should be such that a clearing maneuvering spaceof 1500mm x 1500mm in front of the WC and washbasin.

10.7.4 Water Closet (WC) Fittings

Top of the WC seat should be 450-480mm above finished floor level, preferably be ofwall 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 fortransfer, 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 thepan 750mm away from the back wall. Have a back support. The WC with a backsupport 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 upgrab bar shall be provided.

The cistern should have a lever flush mechanism, located on the transfer side andnot on the wall side and not more than 1000mm from the floor.

10.7.5 Grab Bars

Grab bars should be manufactured from a material which contrasts with the wallfinish (or use dark tiles behind light colored rails), be warm to touch and provide goodgrip.

It is essential that all grab rails are adequately fixed, since considerable pressure willbe placed on the rail during maneuvering. Grab bars should sustain weight of 200kgsminimum.

A hinged type moveable grab bar should be installed adjacent to the WC on thetransfer side. This rail can incorporate a toilet tissue holder. A distance of 320mmfrom the centre line of the WC between heights of 200-250mm from the top of theWC 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 longvertical) on the wall side should be provided. It should be placed at a height of 200-250mm above the WC seat level.

10.7.6 Wash Basins

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 200mmdeep by 650-680mm high.



The position of the basin should not restrict access to the WC i.e. it should belocated 900mm away from the WC.

A lever operated mixer tap fitted on the side of the basin closest to the WC is usefulas 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 between1000-1200mm.

Lever type handles for taps are recommended. Mirror’s bottom edge to be 1000mm from the floor and may be inclined at an angle.

10.7.7 Fixtures and Fittings

Contrast between fittings and fixtures and wall or floor finishes will assist in theirlocation. For example, using contrasting fittings, or dark tiles behind white handwashbasins and urinals, contrasting soap dispensers and toilet roll holders. Contrastbetween critical surfaces, e.g. floors, walls and ceilings helps to define thedimensions of the room.

Towel rails, rings and handrails should be securely fixed to the walls and positionedat 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 awayfrom rear wall and at 900mm and 200mm above floor finish.

10.7.8 Signage of Accessible Toilets

All unisex accessible toilets to have access symbol in contrast colours. A distinctaudio sound (beeper/clapper) may be installed above the entrance door foridentification of the toilets.



Fig. 10.5 - Signage for accessible washroom

10.7.9 Accessible Urinal

At least one of the urinals should have grab bars to support ambulant persons withdisabilities (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 andwheelchair users.

Urinal shields (that do not extend beyond the front edge of the urinal rim) should beprovided 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.

10.8 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 abovethe floor.

Fully recessed drinking water fountains are not recommended. Leg and knee space to be provided with basin to avoid spilling of water. This allows

both front and parallel access to taps for persons using mobility aids like wheel chair,crutches etc.

10.9 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 everyoneespecially 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 luminancecontrast.

10.10 EMERGENCY EGRESS/EVACUATION

Placement (accessibility) and visibility of such devices is very important. Thefollowing is to be considered for the installation of such alarm devices; fire alarmboxes, emergency call buttons and lit panels should be installed between heights of800mm and 1000mm from the furnished floor surface. These should be adequatelycontrasted from the background wall and should be labelled with raised letters andshould also be in Braille.

A pre-recorded message, alerting an emergency to the control room or receptionshould be installed in the telephone and this should be accessible by a ‘hotkey’ onthe phone keypad. This ‘hotkey’ should be distinct from the rest of the keypad.

10.11 ALERTING SYSTEMS

In emergency situations, it is critical that people are quickly alerted to the situation athand, for persons with disability the following needs to be considered.

Consider having audible alarms with ‘voice instructions’ that can help guide them tothe nearest emergency exit. As an alternative to the pre-recorded messages, thesealarms may be connected to the central control room for on-the-spot broadcasts.

Non-auditory alarms (visual or sensory) to alert persons with hearing impairmentsshould 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 ofcheck-in or boarding the vehicle.)



10.12 WRITTEN EVACUATION PROCEDURE

A written evacuation procedure that details the egress plan for people with disabilityshould be installed behind the entrance door in the accessible rest rooms. Theevacuation procedure should be detailed in large print letters that contrast stronglyagainst the background. Where possible, it should also incorporate raised letters andBraille. The evacuation route should be displayed on a high contrast tactile map forbenefit of persons with vision impairments.

10.13 EMERGENCY EVACUATION ROUTE

Designate routes that are at least 1200mm wide, to ensure that a person using awheelchair 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 keptfree from obstacles such as furniture, coolers, AC units and flower pots.

Use Exit signage along the route. Orientation and direction signs should be installedfrequently along the evacuation route and these should preferably be internallyilluminated. The exit door signage should also be internally illuminated.

A ‘way guidance lighting system’ consisting of low mounted LED strips to outline theexit route (with frequent illuminated direction indicators along the route) should beinstalled along the entire length of the evacuation route. Way guidance systemsallow persons with vision impairments to walk significantly faster than traditionaloverhead emergency lighting. Moreover, emergency exit lights in green color anddirectional signals mounted near the floor have been found to be useful for all peoplein cases where a lot of smoke is present.

10.14 WAY GUIDANCE SYSTEM

Luminance on the floor should be 1lux minimum provided on along the centre line ofthe 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 beinternally illuminated by electric light connected to corridor circuits.

10.15 FIRE RESISTANT DOORS

Fire resistant doors and doors used along the emergency evacuation route aregenerally heavy and the force required to open these is much higher than 25Newtons, making it difficult for people with disability to negotiate these doorsindependently. 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 opennormally but will release the doors when the fire alarm is activated.

10.16 STREET DESIGN

(a) Footpath (Sidewalk)

Footpaths should be regarded as a transportation system which is connected andcontinuous, just like roadways and railways. They should not be sporadically placedwhere ever convenient, but instead should be provided consistently between all majorattractions, trip generators, and other locations where people walk.

Footpath should:

Be along the entire length of the road; Have height of a standard public step riser i.e. 150 mm maximum; Be at least 1800 mm wide; Have non-slip surface; Have tactile guiding paver for persons with visual impairments; Preferably have well defined edges of paths and routes by use of different colours

and textures; Have no obstacles or projections along the pathway. If this is unavoidable, there

should be clear headroom of at least 2200 mm from the floor level; The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of all

obstructions – both horizontally and vertically.

Footpath should have:

Have kerb ramps where ever a person is expected to walk into or off the pathway;and

Have tactile warning paver installed next to all entry and exit points from the footpath.

(b) Kerb Ramp

Kerb should be dropped, to be flush with walk way, at a gradient no greater than 1:10on both sides of necessary and convenient crossing points. Width should not be lessthan 1200mm. If width (X) is less than 1200mm, then slope of the flared side shallnot exceed 1:12.

Floor tactile paving- Guiding & Warning paver shall be provided to guide personswith vision impairment so that a person with vision impairment does not accidentallywalk onto the road.

Finishes shall have non-slip surface with a texture traversable by a wheel chair.



(c) Road Intersections

Pedestrian crossings should be equipped with traffic control signal. Traffic islands to reduce the length of the crossing are recommended for the safety of

all road users. Warning pavers should be provided to indicate the position of pedestrian crossings

for the benefit of people with visual impairments. Table tops (raised road level to the sidewalk height) are helpful in reducing the speed

of traffic approaching the intersection

(d) Median/Pedestrian Refuge

Raised islands in crossings should:

Cut through and level with the street; or Have kerb ramps on both the sides and have a level area of not less than 1500 mm

long in the middle; and A coloured tactile marking strip at least 600 mm wide should mark the beginning and

end of a median/ pedestrian refuge to guide pedestrian with visual impairments to itslocation.

10.17 TRAFFIC SIGNALS

Pedestrian traffic lights should be provided with clearly audible signals for the benefitof pedestrians with visual impairments;

Acoustic devices should be installed on a pole at the point of origin of crossing andnot at the point of destination;

The installation of two adjacent acoustic devices such as beepers is notrecommended in order to avoid disorientation;

The time interval allowed for crossing should be programmed according to theslowest crossing persons; and

Acoustical signals encourage safer crossing behaviour among children as well.

10.18 SUBWAY AND FOOT OVER BRIDGE

Subways and foot over bridges should be accessible for people with disabilities. Thismay 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 alongthe walkway and at landings.

10.19 ALIGHTING AND BOARDING AREAS

All areas and services provided in the Mass Rapid Transit System (Light Metro Rail),bus terminuses, etc. that are open to the public should be accessible.

10.20 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 orpaths of travel should be removed to avoid creating new barriers. Any obstructions orareas requiring maintenance should be white cane detectable1.

Access path from plot entry and surface parking to terminal entrance shall have evensurface without any steps.

Slope, if any, shall not have gradient greater than 5%. The walkway should not havea gradient exceeding 1:20. It also refers to cross slope.

Texture change in walk ways adjacent to seating by means of tactile warning pavershould be provided for persons with vision impairment.

Avoid gratings in walks.

10.21 CAR PARK

(A) SIGNAGE

International symbol of accessibility (wheelchair sign) should be displayed atapproaches and entrances to car parks to indicate the provision of accessibleparking lot for persons with disabilities within the vicinity.

Directional signs shall be displayed at points where there is a change of direction todirect persons with disabilities to the accessible parking lot.

Where the location of the accessible parking lot is not obvious or is distant from theapproach viewpoints, the directional signs shall be placed along the route leading tothe accessible parking lot.

Accessible parking lot should be identifiable by the International Symbol ofAccessibility. The signs should not be obscured by a vehicle parked in thedesignated lot.

Vertical signs shall be provided, to make it easily visible, the sign should beat a minimum height of 2100 mm.



(B) Symbol

International Symbol of Accessibility should be clearly marked on the accessibleparking 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 isthrough lift, the parking shall be located within 30 meters.

The accessible route of 1200 mm width is required for wheelchair users to passbehind 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 roadmarkings;

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 internationalsymbol of accessibility.

Kerbs wherever provided, should have kerb ramps.

*******

Chapter 11

Security MeasuresforLight Metro System

Chapter 11


Chapter 11


CHAPTER 11 - SECURITY MEASURES FOR A LIGHT METRO SYSTEM


Chapter 11Security Measures for aLight Metro System

11.1 INTRODUCTION

Light Metro Rail is emerging as the most favored mode of urban transportationsystem. The inherent characteristics of Light Metro Rail system make it an idealtarget for terrorists and miscreants. Light Metro systems are typically open anddynamic systems which carry thousands of commuters. Moreover the high cost ofinfrastructure, its economic importance, being the life line of city,& high news value,poses greater threat to its security. Security is a relatively new challenge in thecontext of public transport. It addresses problems caused intentionally. Securitydiffers from safety which addresses problems caused accidentally. Security problemsor threats are caused by people whose actions aim to undermine or disturb the publictransport system and/or to harm general public. These threats range from dailyoperational security problems such as disorder, vandalism and assault to the terroristthreat.

11.2 NECESSSITY OF SECURITY

It is well known that public transportation is increasingly important for urban areas toprosper in the face of challenges such as reducing congestion and pollution.Therefore, security places an important role in helping public transport system tobecome the mode of choice. Therefore, excellence in security is a prerequisite forLight Metro Rail system for increasing its market share. Light Metro Railadministration must ensure that security model must keep pace rapid expansion ofthe Light Metro and changing security scenario.



11.3 THREE PILLARS OF SECURITYSecurity means protection of physical, human and intellectual assets, either fromcriminal interference, removal of destruction by terrorists or criminals or incidental totechnological failures or natural hazardous events. There are three important pillarsof 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 cannotfully be achieved by technology. For human factor to be more effective, staff has tobe qualified, trained, well equipped and motivated. They should be trained, drilledand tested. The security risk assessment is the first step for understanding the needsand prioritizing resources. The Organization of security should be clear andconsistent. Security incidents, especially major ones, often happen without warning.Emergency and Contingency Plans must be developed, communicated and drilled inadvance.

There are number of technologies which can be used to enhance security, e.g.surveillance systems. The objectives of the security systems are different, i.e.,making planning or execution of on attack too difficult, detect the planned evidencebefore it occurs, deny the access after any plan of attack has been made and tomitigate, i.e., lessen the impact severity of the attack by appropriate digits.

11.4 PHASES OF SECURITY

There are three phases of security as under:

11.4.1 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 or dirty,damaged property is a breeding ground for more serious crime.

11.4.2 Preparedness

Plans must be prepared in advance to respond to incidents, mitigate the impact.Train staff accordingly and carry out mock drills/exercises. The results of the riskassessment give a basis for such Plans.

11.4.3 Recovery

Transport system must have laid down procedures/instructions for the quick recoveryof normal service after an incident. Recovery is not only important for the financialhealth of the operation, but it also sends a clear message to public, reassurespassengers and gives them confidence to continue using the system.



Communication is key to the quick restoration after such incidents. Restorationshould also include an evaluation process for the lessons learnt.

11.5 RESPONSIBILITIES AND PARTNERSHIPS

Security is a sovereign function and hence is the responsibility of the State. Securityin public requires clear governance. Responsibility should be clearly defined. In thepresent scenario, this is the responsibility of the Govt. of Kerala to ensure securedtravelling to the public including Thiruvananthapuram Light Metro Rail. The cost ofhardware required for security measures has been included in the Station CostEstimate.

11.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM

1. CCTV coverage of all Light Metro Rail stations with a provision of monitoring inthe Station Security Room as well as at a Centralized Security Control Roomwith 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 crowded stations, i.e., atinterchange stations 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 perAFC array). The number can increase in view of the footfall at over crowedstations. Cost of one Multi-zone DFMD is Rs 2.15 Lacs approximately.

4. Hand held Metal Detector (HHMD) as per requirement of security agency,minimum two per entry, which varies from station to station with at least 1.5 perDFMD installed at the station. Cost of one HHMD is Rs 6000/- approximately at2012 prices.

5. Bomb Detection Equipments with modified vehicle as per requirement ofsecurity agency. One BDS team per 25 - 30 station will be required at par withpresent criteria of DMRC. Cost 1.25 crores including vehicle.

6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- perbomb blanket.

7. Wireless Sets (Static and Hand Held) as per requirement of security agency.

8. Dragon light at least one per station and vital installation.



9. Mobile phones, land lines and EPBX phone connections for senior securityofficers and control room etc.

10. Dog Squads (Sniffer Dog), at least one dog for 4 Light Metro Rail stations whichis at par with current arrangement of Delhi Metro. Cost of one trained snifferdog is Rs 1.25 Lakhs approximately. Dog Kennels along with provision for doghandlers and MI room will also be provided by Light Metro Rail administration atdepot including land at suitable places line wise.

11. Bullet proof Morcha one per security check point (i.e. AFC array) at entry gateof Light Metro train depot and at Light Metro Rail stations.

12. Bullet proof jackets and helmets for QRTs and riot control equipments includingspace at nominated stations. One QRT Team looks after 5-6 Light Metro Railstations as per present arrangement. One QRT consist of 5 personnel andperform duty in three shifts.

13. Furniture to security agency for each security room, and checking point at everyentry point at stations. Scale is one office table with three chairs for securityroom and office of GO and one steel top table with two chairs for checkingpoint.

14. Ladies frisking booth - 1 per security check point (AFC Array)Wooden Ramp - 1 per DFMD for security check points.

15. Wall mounted/pedestal fan at security check point, ladies frisking booth andbullet proof morcha, as per requirement.

16. Physical barriers for anti scaling at Ramp area, low height of via duct byproviding iron grill of appropriate height & design/concertina wire.

17. Adequate number of ropes, Queue managers, cordoning tapes, dragon searchlights for contingency.

18. Iron grill at station entrance staircases, proper segregation of paid and unpaidarea by providing appropriate design grills etc.

19. Proper design of emergency staircase and Fireman entry to preventunauthorized entry.

*****

Chapter 12

Disaster ManagementMeasures

Chapter 12


Chapter 12


CHAPTER 12 - DISASTER MANAGEMENT MEASURES


Chapter 12Disaster ManagementMeasures

12.1 INTRODUCTION

“Disaster is a crisis that results in massive damage to life and property, uproots thephysical and psychological fabric of the affected communities and outstrips the capacityof the local community to cope with the situation.” Disasters are those situations whichcause acute distress to passengers, employees and outsiders and may even be causedby external factors. As per the Disaster Management Act, 2005, "disaster" means acatastrophe, mishap, calamity or grave occurrence in any area, arising from natural ormanmade causes, or by accident or negligence which results in substantial loss of life orhuman suffering or damage to, and destruction of, property, or damage to, ordegradation of, environment, and is of such a nature or magnitude as to be beyond thecoping capacity of the community of the affected area”. As per World HealthOrganization (WHO):

“Any occurrence that causes damage, economic disruption, loss of human life anddeterioration of health and services on a scale sufficient to warrant an extraordinaryresponse from outside the affected community or area.”




12.1 INTRODUCTION






12.1 INTRODUCTION





A disaster is a tragic event, be it natural or manmade, which brings sudden andimmense agony to humanity and disrupts normal life. It causes large scale humansuffering due to loss of life, loss of livelihood, damages to property and persons and alsobrings untold hardships. It may also cause destruction to infrastructure, buildings,communication channels, essential services, etc.

12.2 NEED FOR DISASTER MANAGEMENT MEASURES

Disaster brings about sudden and immense misery to humanity and disrupts normalhuman life in its established social and economic patterns. It has the potential to causelarge 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, buildingsand communication channels of Light Metro Rail. Therefore, there is an urgent need toprovide for an efficient Disaster Management Plan.

12.3 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 Light Metro Rail property. Expedite restoration of train operations. Lay down the actions required to be taken by staff in the event of a disaster in Light

Metro Rail in order to ensure handling of crisis situation in a prompt andcoordinated manner.

To ensure that all officials who are responsible to deal with the situation arethoroughly conversant with their duties and responsibilities in advance. It isimportant that these officials and workers are adequately trained in anticipation toavoid any kind of confusion and chaos at the time of the actual situation and toenable them to discharge their responsibilities with alertness and promptness.

12.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THEDISASTER MANAGEMENT MEASURES

Light Metro Rail specific disasters can be classified into two broad categories e.g.: Man-made and Natural.



a. Man Made Disaster1. Terrorist attack2. Bomb threat/ Bomb blast3. Hostage4. Release of Chemical or biological gas in trains, stations or tunnels5. Fire in Light metro buildings, underground/ elevated infrastructures, power

stations, train depots etc.6. Train accident and train collision/derailment of a passenger carrying train.7. Sabotage8. Stampede

b. Natural Disaster1. Earthquakes2. Floods

12.5 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 theOfficial Gazette appoint in this behalf, there shall be established for the purposesof this Act (The Disaster Management Act, 2005), an authority to be known asthe National Disaster Management Authority.

(2) The National Authority shall consist of the Chairperson and such number of othermembers, not exceeding nine, as may be prescribed by the Central Governmentand, unless the rules otherwise provide, the National Authority shall consist of thefollowing:

(a) The Prime Minister of India, who shall be the Chairperson of theNational Authority, ex officio;

(b) Other members, not exceeding nine, to be nominated bythe Chairperson of the National Authority

(3) The Chairperson of the National Authority may designate one of the membersnominated under clause (b) of sub-section (2) to be the Vice- Chairperson of theNational Authority.

(4) The term of office and conditions of service of members of the National Authorityshall be such as may be prescribed.



B. State Disaster Management Authority:

Establishment of State Disaster Management Authority:-

(1) Every State Government shall, as soon as may be after the issue of thenotification under sub-section (1) of section 3, by notification in the OfficialGazette, establish a State Disaster Management Authority for the State with suchname as may be specified in the notification of the State Government.

(2) A State Authority shall consist of the Chairperson and such number of othermembers, not exceeding nine, as may be prescribed by the State Governmentand, unless the rules otherwise provide, the State Authority shall consist of thefollowing 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 ofthe State Authority;

(c) The Chairperson of the State Executive Committee, ex officio.

(3) The Chairperson of the State Authority may designate one of the membersnominated under clause (b) of sub-section (2) to be the Vice- Chairperson of theState Authority.

(4) The Chairperson of the State Executive Committee shall be the Chief ExecutiveOfficer of the State Authority, ex officio: Provided that in the case of a Unionterritory having Legislative Assembly, except the Union territory of Delhi, theChief Minister shall be the Chairperson of the Authority established under thissection and in case of other Union territories, the Lieutenant Governor or theAdministrator shall be the Chairperson of that Authority: Provided further that theLieutenant Governor of the Union territory of Delhi shall be the Chairperson andthe 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 Authorityshall be such as may be prescribed.

C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and that ithas 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 HomeSecretary.



(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 inaccordance 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 leveland 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 DistrictPlan and as is assigned to the department or agency concerned;

(ii) Provisions for taking measures relating to capacity-building and preparedness aslaid down in the District Plan;

(iii)The response plans and procedures, in the event of, any threatening disastersituation or disaster;

(b) Coordinate the preparation and the implementation of its plan with those of the otherorganizations at the district level including local authority, communities and otherstakeholders;

(c) Regularly review and update the plan; and(d) Submit a copy of its disaster management plan and of any amendment thereto, to

the District Authority.

12.6 PROVISIONS AT LIGHT METRO RAIL STATIONS/OTHER INSTALLATIONS

To prevent emergency situations and to handle effectively in case ‘one arises’ thereneeds to be following provisions for an effective system which can timely detect thethreats 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 basedon site conditions and other external and internal factors.

12.7 PREPAREDNES FOR DISASTER MANAGEMENT

Being a technologically complex system worked by new set of staff, with a learning curveto improve and stabilize with time, intensive mock drills for the staff concerned is veryessential to train them to become fully conversant with the actions required to be takenwhile handling emergencies.

They also need to be trained in appropriate communication skills while addressingpassengers during incident management to assure them about their well being and forseeking their cooperation.

Since learning can only be perfected by ‘doing’, the following Mock Drills are consideredessential:

a. Fire Drillb. Rescue of a disabled trainc. Detrainment of passengers between stationsd. Passenger evacuation from statione. Drill for use of rescue & relief trainf. Hot line telephone communication with State Disaster Management Authority.

******

Chapter 13

Cost Estimate

Chapter 13

Cost Estimate

Chapter 13

Cost Estimate

CHAPTER 13 - COST ESTIMATE


Chapter 13Cost Estimate

13.1 INTRODUCTION

Cost Estimate of the project is prepared covering the Land cost, Civil constructions, E &M Works, Traction & Power, Signaling, Telecommunication, Fare collection, RollingStock, Environmental Protection, and Rehabilitation etc. involved in the project. Whilepreparing the capital cost estimate, various items have generally been grouped underthree major heads. All items like civil construction, permanent way, traction, signalingand telecommunication etc., related with the alignment are estimated on per Km ratebasis. For arriving at the per Km cost, the cost of individual inputs and componentshave been taken based on the last accepted rates of DMRC adjusting for a light metroapplication. Cost of Station structure, other electrical services at these Stationsincluding lifts, escalators, Automatic Fare Collection (AFC) are assessed in terms ofeach Station as a unit. Rolling Stock is assessed in terms of number of units required.Remaining items, viz. land, utility shifting, rehabilitation etc. are assessed on the basisof each item taken as an independent entity.

13.1 CIVIL STRUCTURES

In order to arrive at a realistic cost of various items, costs have been arrived at on thebasis of last accepted rates for various contracts executed in DMRC. Cost is exclusiveof Taxes and Duties and details of Taxes and Duties have been worked out separately.

Estimate details are furnished below.




13.1 INTRODUCTION








13.1 INTRODUCTION







13.1.1 Viaduct

Light Metro Civil Structures

A - Concrete items

Table 13.1 – Quantity of Concrete/km of Viaduct

Sl. No. Item Quantity/km (m3) RateIn INR

Unit Amount(lakhs)

1 Pile (M40) 4292 12675 1 cum 5442 Pile Cap (M40) 1676 8200 1 cum 1373 Pier (M 50) 662 10147 1 cum 584 Pier Cap (M 50) 453 11376 1 cum 525 Superstructure (M 60) 4756.38 11602 1 cum 551

B – Reinforcement

Table 13.2 – Quantity of Reinforcement steel/km of Viaduct

Sl. No. Item Quantity/km (MT)

Rate inINR

Unit Amount(lakhs)

1 TMT Reinforcement Fe-500D + steel for straycurrent

1430 68295 1 MT 977

5 Pre-stressing steel 123 147578 1 MT 182

C- Bearings and other specials: ` 57, 91,841

13.1.2 StationsTable 13.3 – Cost of Typical Station Building (without mezzanine floor)

Sl. No Description Amount(` in Lakhs)

1 Station Building-civil works 2600 m2 @ 25000/m2 6502 Platforms + Platform Roof 3003 Architectural finishes for each Station 2004 Fire fighting Arrangements for each Station 605 Hardware for security 405 Water supply, sanitary, signage’s, etc. for each station 82

Total 1332

Cost per station : ` 13.32 crores (Excluding taxes)



13.2 TractionTable 13.4

Sl. No. Item Unit Quantity Rate Amount

6.1 Elevated Stations, Lifts & Escalators

a Escalators for Elevated Stations Each 12 0.56 6.72

b Lifts for Elevated Stations Each 76 0.30 22.51

6.2 Traction & Power Supply for Main Lineand Depot including Sub stations

a Elevated and at Grade section with 750V DC

R. Km 22.537 9.94 223.99

S. No. Item Unit Rate(

in

Cr.)

Qty. Amount

(in Cr.)1 Signaling

&Telecom

R. Km 8.02 22.537 180.75

2 AFC

Fare collection

Each Stn. 1.98 19 37.67

Total 218.42

13.4 Rolling Stock

The estimated cost per coach at September 2014 price level exclusive of taxes andduties is assessed as INR 10.05 Crores per Coach. Although the last accepted rate formuch wider and longer coaches in DMRC is less than 10.00 Crore, the enhancement inper coach cost has been done considering the fact that the number of coaches to beprocured are lesser and the manufacturer have to evolve fresh designs.With 3-cartrain sets, total 66coaches are required in the year 2019 and 75 coaches are requiredin the year 2021.Budget provision is kept in the Estimate for Rolling Stock requirementof 2021.

13.5 Land Cost

It has been assumed that the entire Government land will be made available free ofcost and Private land cost has been taken based on the local prevailing ratesdepending on the location.



Table13.5 gives the cost of the project without taxes. Details of taxes are given in table13.6

Table13.5Abstract Cost Estimate of Thiruvanathapuram Light metro Project (22.537 Km)

September 2014 Price Level

Total length = 22.537 km, UG= 0 km , Elv = 22.537 km

Total Station = 19 nos, UG = 0, Elv =19

S. No. Item Unit Rate Qty. Amount (` inCr.)

Without taxes

1.0 Private Land including Rehabilitation

3.040175.12

Sub Total (1) 175.122.0 Alignment and Formation

2.1Elevated section including station length R. Km. 26.63 22.537 600.26

2.2Entry to depot at grade R. Km. 20.80 1.000 20.80

Sub Total (2) 621.073.0 Station Buildings3.1 Elevated Station incl. EM works, lifts, escalators,

VAC etc.Each

a Type (A&B) way side- civil works(withoutMezzanine) Each 13.32 17.000 226.39

b Type (A&B) way side- EM works etc Each 2.63 17.000 44.75c

Type (C) way side- civil works(with Mezzanine) Each 14.98 2.000 29.96d Type (C) Way side EM works etc Each 2.63 2.000 5.26

3.2 Administrative office & OCC bldg. LSa Administrative office & OCC bldg.-civil works LS

45.00b Administrative office & OCC bldg.-EM works etc LS

22.50Sub Total (3) 373.87

4.0 Depot LSa Civil works LS 56.00b EM works etc LS 36.00

Sub Total (4) 92.00



5.0 P-Way5.1 Ballastless track for elevated & underground Section

R. Km. 5.60 22.537 126.14

5.2 Ballasted track for at grade alignment in depots R. Km. 2.80 2.000 5.60Sub total (5) 131.74

6.0 Traction & power supply incl. OHE, ASS etc. Excl. lifts& Escalators

6.1 Elevated & at grade section R.Km. 9.94 22.537 223.996.3 Lift for elevated stations Each 0.30 76.000 22.516.2 Escalator for elevated stations Each 0.56 12.000 6.71

Sub total (6) 253.217.0 Signalling and Telecom.7.1 Sig. & Telecom(without UTO and secondary detection). R. Km.

8.02 22.537 180.757.2 Automatic fare collection Stn.

b) Elevated stations Each 1.98 19.000 37.67Sub Total (7) 218.42

8.0 R & R incl. Hutments etc. R. Km. 1.78 22.537 40.07Sub Total (8) 40.07

9.0 Misc. Utilities, roadworks, other civil works such asmedian stn. signages Environmental protection

R. Km.

a Civil works+EM works R. Km. 2.48 22.537 55.79Sub Total (9) 55.79

10.0 Rolling Stock Each 10.05 75.000 753.39Sub Total (10) 753.39

11.0 Capital expenditure on securitya Civil works Each Stn. 0.25 19.000 4.74b EM works etc Each Stn. 0.16 19.000 2.95

Sub Total (11) 7.7012.0 Capital expenditure on Multimodal Traffic Integration

a Civil works Each Stn. 1.73 19.000 32.82Sub Total (12) 32.82

13.0 Total of all items except Land 2580.0514.0 General Charges @ 7 % on all items except land 180.60

15.0 Total of all items including G. Charges except land2760.65

16.0 Continegencies @ 3 % 82.8217.0 Gross Total 2843.47

Cost without land = 2843Cost with land = 3024



Table 13.6

Details of Taxes and Duties

Customs duty = 25.22 %Excise duty = 14.47 %

Sale tax = 6.25 %Works tax = 6.25 %

VAT = 12.5 %

S.No.

DescriptionTotal cost without Taxes &

duties (Cr.)

Taxes and dutiesTotaltaxes

&duties(Cr.)

custom duty

(Cr.)

excise

duty(Cr.)

saletax(Cr.

)

workstax

(Cr.)VAT

1 Alignment & FormationUnderground 0.00 0.00 0.00 0.00 0.00 0.00 0.00Underground -EM 0.00 0.00 0.00 0.00 0.00 0.00 0.00Elevated, at grade &entry to Depot 621.07 62.91

31.10

31.10

62.21 125.11

2 Station Buildingsa) Underground station-civil works 0.00 0.00 0.00 0.00 0.00 0.00 0.00b) Underground station-EM works 0.00 0.00 0.00 0.00 0.00 0.00 0.00a) Elevated station - civil

works 256.36 25.9712.8

412.8

425.6

8 51.64b) Elevated station-EMworks 50.01 2.52 4.92 2.43 2.43 4.87 12.31

e) Metro bhawan & OCCbldg-civil works 45.00 4.56 2.25 2.25 4.51 9.07

f) Metro bhawan & OCCbldg-EM works 22.50 1.13 2.21 1.09 1.09 2.19 5.54

3 DepotCivil works 56.00 4.24 3.97 1.96 1.96 3.93 12.13EM works 36.00 1.82 3.54 1.75 1.75 3.50 8.86

4 P-Way 131.74 26.58 3.24 1.60 1.60 3.20 33.02

5Traction & powersupplyTraction and powersupply 223.99 22.60 16.53 8.17 8.17

16.35 55.47

a) Lifts 22.51 3.41 1.11 0.55 0.55 1.10 5.61b) Esclators 6.71 1.69 1.69



6 S and T WorksS & T 180.75 36.47 5.23 2.59 2.59 5.17 46.87AFC 37.67 7.12 1.36 0.67 0.67 1.35 9.83

7 R & R hutments 40.07 5.01 5.01 5.01

8 Misc.Civil works 41.84 4.24 2.10 2.10 4.19 8.43EM works 13.95 1.72 0.85 0.85 1.70 3.41

9 Rolling stock 753.39 167.20 8.50 4.20 4.20 8.41 184.11

10 Boundary Wall 0.00 0.00 0.00

10 SecurityCivil works 4.74 0.48 0.24 0.24 0.48 0.96EM works 2.95 0.43 0.21 0.21 0.42 0.85

11Multi Modal trafficIntegrationCivil works 32.82 3.32 0.21 1.64 1.85 5.18

Total 2580.05 274.78154.2

474.8

281.2

7156.

09 585.11

Total taxes & Duties SAY 585

*****

Chapter 14

Financial Viability,Fare Structure &Financing Options

Chapter 14


Chapter 14


CHAPTER 14 – FINANCIAL VIABILITY, FARE STRUCTURE & FINANCING OPTIONS


Chapter 14Financial Viability, FareStructure & Financing Options

14.1 INTRODUCTION

Thiruvananthapuram Light Metro Rail Project is proposed to be constructed at anestimated cost of ` 3453.00 Crore with Central taxes and land cost but excludingState taxes. The route length of the said Light Metro Rail system and estimated costat September-2014 price level without Central taxes and with Central taxes is placedin Table 14.1 as under:

Table 14.1 Cost Details

Distance(KMs)

Estimated cost withouttaxes (`/Crore)

Estimated cost with Centraltaxes & land cost (`/Crore)

21.821 3024.00 3453.00

The estimated cost at September-2014 price level includes an amount of` 7.70 Crore as one-time charges of security personnel towards cost of weapons,barricades, and hand held and door detector machine etc. However, the recurringcost towards salary and allowances of security personnel have not taken in toaccount in FIRR calculation since the security of the Light Metro Rail system restswith the State Government.




14.1 INTRODUCTION



Distance(KMs)



21.821 3024.00 3453.00





14.1 INTRODUCTION



Distance(KMs)



21.821 3024.00 3453.00




14.2 COSTS

14.2.1 Investment Cost

14.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR), thecompletion costs with Central taxes have been calculated by taking escalation factor@ 7.5% per annum. It has been assumed that Kerala State Government will exemptthe local taxes or reimburse the same and provide the land worth ` 196.00 crore freeof cost or it shall provide Interest Free Subordinate Debt. It is assumed that theconstruction work will start on 01.04.2015 and is expected to be completed on31.03.2020 and accordingly Revenue Opening Date (ROD) has been assumed as01.04.2020. The completion costs duly escalated and shown in the Table 14.2 belowhave been taken as the initial investment.

Table 14.2 Year–wise investment (Completion Cost) (` in Crore)

14.2.1.2 Although the construction is expected to get over by 31st March 2020, the cash flowmay spill over up to March 2022 on account of payment normally required to bemade to the various contractors up to that period necessitated by contractualclauses.

14.2.1.3 The cost of Land of ` 196.00 crore included in the above completion cost hasbeen assumed to be provided free of cost by the Kerala State Government.

14.2.2 Additional Investment

Total investment towards the requirement of additional rolling stock considered forthe FIRR calculation with an escalation @ 5% per annum is placed in Table 14.3 asunder: -

Financial YearCost at September

2014 Price levelCompletion

Cost2015-16 209.00 209.002016-17 372.00 386.002017-18 536.00 597.002018-19 700.00 839.002019-20 982.00 1,265.002020-21 491.00 680.002021-22 163.00 243.00

Total 3453.00 4219.00



Table 14.3 Additional Investment towards Rolling Stock (`/Crore)

14.2.3 Operation & Maintenance (O&M) Costs

14.2.3.1The Operation & Maintenance costs can be divided into three major parts: -(i) Staff costs(ii) Maintenance cost which include expenditure towards upkeep and

maintenance of the system and consumables(iii) Energy costs

The requirement of staff has been assumed @ 25 persons per kilometre. Theescalation factor used for staff costs is 9% per annum to provide for both escalationand growth in salaries.The cost of other expenses is based on the actual O&M unit cost for the Delhi MetroPhase-II project. The rate of electricity on the date of DPR at Trivandrum Light MetroRail operation is ` 4.80 per unit. The same has been used for all calculations. TheO&M cost (excluding staff cost) has been obtained by providing an escalation of7.50% per annum. The O&M costs have been tabulated in Table 14.4

Table 14.4 Operation and Maintenance Costs ` In Crore

YEAR StaffMaintenance

ExpensesEnergy Total

2020 - 2021 53.93 34.71 40.76 129.392021 - 2022 58.78 37.31 45.33 141.422022 - 2023 64.07 40.11 48.72 152.912023 - 2024 69.84 43.12 52.38 165.342024 - 2025 76.13 46.35 56.31 178.782025 - 2026 82.98 49.83 60.53 193.332026 - 2027 90.45 53.56 65.07 209.082027 - 2028 98.59 57.58 69.95 226.122028 - 2029 107.46 61.90 75.20 244.552029 - 2030 117.13 66.54 80.84 264.512030 - 2031 127.67 71.53 86.90 286.102031 - 2032 139.16 76.90 102.12 318.182032 - 2033 151.69 82.66 109.78 344.132033 - 2034 165.34 88.86 118.01 372.212034 - 2035 180.22 95.53 126.86 402.612035 - 2036 196.44 102.69 136.38 435.512036 - 2037 214.12 110.40 146.60 471.12

Year No. of Cars Amount2021-22 6 103.002031-32 6 168.002041-42 27 1235.00



2037 - 2038 233.39 118.68 157.60 509.662038 - 2039 254.39 127.58 169.42 551.392039 - 2040 277.29 137.14 182.12 596.562040 - 2041 302.25 147.43 195.78 645.462041 - 2042 329.45 158.49 262.24 750.172042 - 2043 359.10 170.37 281.91 811.382043 - 2044 391.42 183.15 303.05 877.622044 - 2045 426.64 196.89 325.78 949.31

14.2.4 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 presentcalculation, depreciation calculations are placed for purpose of record.

14.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of replacementof equipments due to wear and tear. With the nature of equipment proposed to beprovided, it is expected that only 50% of the Signalling and Telecom and 25% ofelectrical works would require replacement after 20 years. Accordingly, the samehas been assumed with an escalation factor in the FIRR calculations.

14.3 REVENUES

The Revenue of Thiruvananthapuram Light Metro Rail mainly consists of fare boxcollection and other incomes from property development, advertisement, parking etc.

14.3.1 Fare box

The Fare box collection is the product of projected ridership per day and applicablefare structure based on trip distribution at different distance zones.

14.3.2 Traffic

14.3.2.1 a. The projected ridership figures year wise are as indicated in Table 14.5 asbelow: -




b. The growth rate for traffic is assumed @ 1.25% per annum.

14.3.2.2 Trip Distribution

The trip distribution has been worked out by considering average lead of 7.51 kmswhich is placed in Table 14.6 below: -

Table 14.6 Trip DistributionDistance in km Percent distribution

0-2 5.00%2-4 16.00%4-6 26.00%6-9 20.00%

9-12 19.00%12-15 7.00%15-18 4.00%>18 3.00%

Total 100.00%

The graphic presentation of the same is placed below in Figure-14.1.

Figure 14.1 –Trip Distribution

Financial YearTrips per day

(lakhs)2020-21 3.182021-22 3.232031-32 3.672041-42 4.17








0-2 5.00%2-4 16.00%4-6 26.00%6-9 20.00%

9-12 19.00%12-15 7.00%15-18 4.00%>18 3.00%

Total 100.00%




(lakhs)2020-21 3.182021-22 3.232031-32 3.672041-42 4.17








0-2 5.00%2-4 16.00%4-6 26.00%6-9 20.00%

9-12 19.00%12-15 7.00%15-18 4.00%>18 3.00%

Total 100.00%




(lakhs)2020-21 3.182021-22 3.232031-32 3.672041-42 4.17



14.3.3 Fare Structure

The fares applicable to non-AC KSRTC Bus services are a minimum of ` 7/- for thefirst 5 km and 64 paisa per km above the minimum. Since Metro services are air-conditioned, more comfortable, punctual and reliable, it is logical to apply a 75% hikeon the existing bus fares. Based on this the following fare structure is proposed forthe Light Metro Rail System is shown in Table 14.7 below:-

Table 14.7 Fare Structure in 2020-21(Figure in `)

Distance inkm.

Bus Fare in2014

ProposedMetro

Fare in2020

ExistingAutoFare

0-2 7 13 252-4 7 13 454-6 9 18 656-9 10 19 85

9-12 12 23 10512-15 13 26 13515-18 17 33 155>18 20 38 235

The bus fare shown above are the current prices whereas the proposed Light Metrofares are for the year 2020 and hence it can be seen that the fare structurerecommended above is very reasonable.

The fare structure has been arrived based on the prevailing bus fare in the State ofKerala by adding 75% to it for the FIRR calculation. The same has been escalated@ 15% once in every two years to arrive at the fare applicable on the date ofcommissioning of the line.

14.3.4 Other sources of revenues

Other revenues from Property Development and advertisement have been estimatedat 10% of the fare box revenues during operations. Apart from development ofproperty on metro stations and depot, it is possible to raise resources through leasingof parking rights at stations, advertisement on trains and tickets, advertisementswithin stations and parking lots, advertisements on viaducts, columns and othermetro structures, co-branding rights to Corporate, film shootings and special eventson metro premises.



The FIRR worked out with above revenue and cost without additional revenue fromproperty development is only 2.07%. Therefore, the State Government shouldprovide 20 hectares of land free of cost to the SPV for PD activity with FAR of 4.The SPV will lease out the land to the developer who will bring equity to the extent of` 250.00 crore and the balance amount towards construction shall be raised by theprivate developer as a loan from the market @12%. The estimated developmentcost will be ` 1254.00 crore. It is assumed that the rental revenue @`50/S.Q.F/Month will accrue to the developer from the FY 2020-21, which has beenescalated @ 5% every year. Out of the estimated rental income, apart from meetingmaintenance expenditure, the developer will repay the loan and interest. Aftermeeting these obligations and retaining 14% return on his equity with an escalation@ 5% every year, the yearly residual rental earnings will accrue to the SPV, whichhas been taken into account in the FIRR calculations. The details of additionalrevenue which will accrue to the SPV from the property development are shown inthe Table 14.8 below:



Table 14.8 Estimated generation of Rental Income from PD (`/Crore)

Year

Constructioncost

Upfront

RentalIncome

MaintenanceExpenditure

Loan IDCLoanrepayment

BalLoanAmount

Intereston Loan@12%

Return@14%to thedeveloper

Residualrentalincometo SPV

2015 - 2016 227 0 50 11 1882016 - 2017 238 0 50 23 3992017 - 2018 250 0 50 27 6262018 - 2019 263 0 50 31 8702019 - 2020 276 0 50 33 11292020 - 2021 83 8 113 1016 135 35 -2082021 - 2022 109 11 113 903 122 37 -1742022 - 2023 184 18 113 790 108 39 -942023 - 2024 241 24 113 677 95 41 -322024 - 2025 405 41 113 565 81 43 1272025 - 2026 425 43 113 452 68 45 1562026 - 2027 447 45 113 339 54 47 1882027 - 2028 469 47 113 226 41 49 2192028 - 2029 492 49 113 113 27 51 2522029 - 2030 517 52 113 0 14 54 2842030 - 2031 543 54 57 4322031 - 2032 570 57 60 4532032 - 2033 598 60 63 4752033 - 2034 628 63 66 4992034 - 2035 660 66 69 5252035 - 2036 693 69 72 5522036 - 2037 727 73 76 5782037 - 2038 764 76 80 6082038 - 2039 802 80 84 6382039 - 2040 842 84 88 6702040 - 2041 884 88 92 7042041 - 2042 928 93 97 7382042 - 2043 975 97 102 7762043 - 2044 1024 102 107 8152044 - 2045 1075 107 112 856Total 1254 0 15087 1507 250 125 1129 745 1666 10037

11.3 FINANCIAL INTERNAL RATE OF RETURN (FIRR)

11.4.1The Financial Internal Rate of Return (FIRR) without additional property developmentincome obtained for the 30 years business model including construction period is2.07%. However, with additional revenue from property development, it is 8.09%. TheFIRR without additional revenue from the property development is shown in Table14.9.1 and with additional revenue from property development is produced in Table14.9.2 respectively.



Table 14.9.1 -FIRR without Additional Revenue from Property Development (` in Crore)

Year

Outflow InflowCashFlow

Completion Cost

Additional Cost

RunningExpense

s

Replacementcosts

TotalCosts

Fare BoxRevenue

PD &ADVT

TotalRevenue

IRR

2015 - 2016 209 209 0 -2092016 - 2017 386 386 0 -3862017 - 2018 597 597 0 -5972018 - 2019 839 839 0 -8392019 - 2020 1265 1265 0 -12652020 - 2021 680 0 129 809 214 21 235 -5742021 - 2022 243 103 141 487 218 22 240 -2472022 - 2023 0 0 153 153 254 25 279 1262023 - 2024 0 0 165 165 258 26 284 1192024 - 2025 0 0 179 179 300 30 330 1512025 - 2026 0 0 193 193 304 30 334 1412026 - 2027 0 0 209 209 357 36 393 1842027 - 2028 0 0 226 226 361 36 397 1712028 - 2029 0 0 245 245 419 42 461 2162029 - 2030 0 0 265 265 425 43 468 2032030 - 2031 0 0 286 286 494 49 543 2572031 - 2032 0 168 318 486 502 50 552 662032 - 2033 0 0 344 344 588 59 647 3032033 - 2034 0 0 372 372 594 59 653 2812034 - 2035 0 0 403 403 693 69 762 3592035 - 2036 0 0 436 436 702 70 772 3362036 - 2037 0 0 471 471 817 82 899 4282037 - 2038 0 0 510 510 827 83 910 4002038 - 2039 0 0 551 551 963 96 1059 5082039 - 2040 0 0 597 597 975 98 1073 4762040 - 2041 0 0 645 645 1137 114 1251 6062041 - 2042 0 1232 750 478 2460 1155 116 1271 -11892042 - 2043 0 0 811 502 1313 1345 135 1480 1672043 - 2044 0 0 878 0 878 1362 136 1498 6202044 - 2045 0 0 949 0 949 1587 159 1746 797

Total 4219 1503 10226 980 16928 16851 1686 18537 2.07%

Table 14.9.2 – FIRR with Additional Revenue from Property Development (` in Crore)

Year

Outflow InflowCashFlow

Completion Cost

Additional Cost

RunningExpense

s

Replacementcosts

TotalCosts

Fare BoxRevenue

PD &ADVT

TotalRevenue

IRR

2015 - 2016 209 209 0 -2092016 - 2017 386 386 0 -3862017 - 2018 597 597 0 -5972018 - 2019 839 839 0 -8392019 - 2020 1265 1265 0 -12652020 - 2021 680 0 129 809 214 -187 27 -7822021 - 2022 243 103 141 487 218 -152 66 -4212022 - 2023 0 0 153 153 254 -69 185 322023 - 2024 0 0 165 165 258 -6 252 872024 - 2025 0 0 179 179 300 157 457 2782025 - 2026 0 0 193 193 304 186 490 2972026 - 2027 0 0 209 209 357 224 581 3722027 - 2028 0 0 226 226 361 255 616 3902028 - 2029 0 0 245 245 419 294 713 468



2029 - 2030 0 0 265 265 425 327 752 4872030 - 2031 0 0 286 286 494 481 975 6892031 - 2032 0 168 318 486 502 503 1005 5192032 - 2033 0 0 344 344 588 534 1122 7782033 - 2034 0 0 372 372 594 558 1152 7802034 - 2035 0 0 403 403 693 594 1287 8842035 - 2036 0 0 436 436 702 622 1324 8882036 - 2037 0 0 471 471 817 660 1477 10062037 - 2038 0 0 510 510 827 691 1518 10082038 - 2039 0 0 551 551 963 734 1697 11462039 - 2040 0 0 597 597 975 768 1743 11462040 - 2041 0 0 645 645 1137 818 1955 13102041 - 2042 0 1232 750 478 2460 1155 854 2009 -4512042 - 2043 0 0 811 502 1313 1345 911 2256 9432043 - 2044 0 0 878 0 878 1362 951 2313 14352044 - 2045 0 0 949 0 949 1587 1015 2602 1653

Total 4219 1503 10226 980 16928 16851 11723 28574 8.09%

11.4.2 The various sensitivities with regard to increase/decrease in capital costs, O&M costsand revenues are placed in Table 14.10 below : -

Table 14.10 –Sensitivity Analysis considering Additional Property IncomeCapital Cost with Central Taxes

10% increase incapital cost

20% increase incapital cost

10% decrease incapital cost

20% decreasein capital cost

7.43% 6.83% 8.84% 9.67%REVENUE

20% decrease inFare Box revenue

10% decrease inFare Box revenue

10% increase inFare Box revenue

20% increasein Fare Box

revenue6.23% 7.21% 8.92% 9.69%

O&M COSTS

10% increase in O&M cost 10% decrease in O&M cost

7.61% 8.55%

These sensitivities have been carried out independently for each factor.

14.5 FINANCING OPTIONS

Objectives of Funding: - The objective of funding of metro systems includes thefollowing:

Ensuring low project cost Ensuring debt funds at low rates of interest



Creating self sustainable system in the long run byo Low infrastructure maintenance costso Longer life spano 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 investmentscoupled with long gestation period leading to low financial rates of return although theeconomic benefits to the society are immense. Experience all over the world revealsthat both construction and operations of metro are highly subsidised. Governmentinvolvement in the funding of metro systems is a foregone conclusion. Singaporehad a 100% capital contribution from the Government, Hong Kong 78% for the firstthree lines and 66% for the later 2 lines. The Phase-I, Phase-II as well as Phase-IIIof Delhi MRTS project, Chennai and Bengaluru metros are also funded with a mixtureof equity and debt (ODA) by GOI & concerned State Governments.

11.5.1 Alternative Models of FinancingThe financing option is depend upon selection of the dedicated agency created toimplement the project. The prominent models are: -(i) Special Purpose Vehicle fully under Government Control (Delhi Metro Rail

Corporation (DMRC) /Kochi Metro Rail Limited (KMRL)(ii) Built, Operate & Transfer (BOT) or Public Private Partnership (PPP)

14.5.2 SPV Model: - The Trivandrum Light Metro Rail and Kozhikode Light Metro Rail arestandalone project and therefore forming a separate SPV in the name of ‘KeralaRapid Transit Corporation Limited (KRT)’ is desirable. KRT will implement andoperate both the light metros. The funding pattern assumed under this model (SPV)is placed in table 14.11 as under: -

Table 14.11 Funding pattern under SPV model (with Central taxes)Particulars Amount % of contributionEquity or Grant By GOI 541.00 13.45%Equity By GOK 541.00 13.45%SD or Grant for CT by GOI (50%) 264.00 6.56%SD for CT by GOK (50%) 264.00 6.56%PTA for External Agency Loan @1.40% 1717.00 42.68%Market Borrowings @ 12% 696.00 17.30%Sub-Total 4023.00 100.00%SD for Land by GOK 196.00PTA for IDC on External Agency Loan 30.00IDC on Market Borrowings 105.00Grand Total 4354.00



14.5.3 In addition to the above,

1. State Taxes of ` 193.00 crore on completion cost basis has to be eitherreimbursed or exempted by State Government.

2. Since External Agency loan is available to the extent of ` 1717.00 Crore, thebalance loan amounting to ` 696.00 Crore has been assumed to be raisedfrom the domestic market as a loan @ 12% P.A. To have the long termfinancial sustainability of the operations of the said project, the KeralaGovernment has to provide the subsidy for the interest rate differencebetween external agency Loan and Market Borrowings i.e. 12%-1.40%. ForJaipur Metro Rail Project, the Rajasthan State Government has raised therequired loan through GOI from Asian Development Bank and lent it to JMRCas an interest free loan. The foreign exchange loss is also borne by the StateGovernment. The details of interest subsidy to be provided year wise isplaced at table 14.11.2 & table 14.11.3.

Table 14.11.2 - Subsidy on Interest (Considering part of the fund requirement is metthrough external agency Loan and the balance through Market Borrowings)

YEAR

Interest onexternal agencyLoan + Market

Borrowing

InterestConsidering

external agencyLoan Only

Subsidy

2015 - 2016 3.00 1.00 2.002016 - 2017 9.00 3.00 6.002017 - 2018 18.00 6.00 12.002018 - 2019 36.00 11.00 25.002019 - 2020 69.00 22.00 47.002020 - 2021 113.38 32.03 81.352021 - 2022 121.63 34.62 87.012022 - 2023 120.92 34.38 86.542023 - 2024 114.49 34.38 80.112024 - 2025 108.06 34.38 73.682025 - 2026 101.62 34.38 67.242026 - 2027 93.97 32.66 61.312027 - 2028 86.32 30.95 55.372028 - 2029 78.67 29.23 49.442029 - 2030 71.02 27.51 43.512030 - 2031 63.35 25.79 37.562031 - 2032 55.70 24.07 31.632032 - 2033 48.05 22.35 25.702033 - 2034 40.40 20.63 19.772034 - 2035 32.74 18.91 13.832035 - 2036 25.08 17.19 7.892036 - 2037 17.43 15.47 1.96



2037 - 2038 9.78 13.75 0.002038 - 2039 8.56 12.03 0.002039 - 2040 7.33 10.32 0.002040 - 2041 6.11 8.60 0.002041 - 2042 4.89 6.88 0.002042 - 2043 3.67 5.16 0.002043 - 2044 2.44 3.44 0.002044 - 2045 1.22 1.72 0.00

Total 1471.83 573.83 915.90

Table 14.11.3 - Subsidy on Interest (Considering the entire loan requirement is metthrough Market Borrowings in case external agency does not fund the project)

YEARInterest as perexternal agencyLoan

Interest as per MarketBorrowings

Subsidy

2015 - 2016 1.00 7.00 6.002016 - 2017 3.00 24.00 21.002017 - 2018 6.00 50.00 44.002018 - 2019 11.00 96.00 85.002019 - 2020 22.00 186.00 164.002020 - 2021 32.03 312.96 280.932021 - 2022 34.62 335.10 300.482022 - 2023 34.38 333.12 298.742023 - 2024 34.38 310.91 276.532024 - 2025 34.38 288.70 254.322025 - 2026 34.38 266.50 232.122026 - 2027 32.66 244.29 211.632027 - 2028 30.95 222.08 191.132028 - 2029 29.23 199.87 170.642029 - 2030 27.51 177.66 150.152030 - 2031 25.79 155.46 129.672031 - 2032 24.07 133.25 109.182032 - 2033 22.35 111.04 88.692033 - 2034 20.63 88.83 68.202034 - 2035 18.91 66.62 47.712035 - 2036 17.19 44.42 27.232036 - 2037 15.47 22.21 6.742037 - 2038 13.75 0.00 0.002038 - 2039 12.03 0.00 0.002039 - 2040 10.32 0.00 0.002040 - 2041 8.60 0.00 0.002041 - 2042 6.88 0.00 0.002042 - 2043 5.16 0.00 0.002043 - 2044 3.44 0.00 0.002044 - 2045 1.72 0.00 0.00

Total 573.83 3676.02 3164.09



14.5.4 BOT Model: - In this model, the private firm will be responsible for financing,designing, building, operating and maintaining of the entire project. Thecontribution of Government of Kerala will be limited to cost of land only. Such aproject become eligible for Viability Gap Funding (VGF) upto 20% from the CentralGovernment provided the State Government also contribute same or more amounttowards the project. The metro rail being a social sector project not many privateparties are available to bid for such a project. Besides quite expectedly the privateoperator may demand assured rate of return in the range of 16% to 18% or acomfort of guaranteed ridership.

14.5.5 The funding pattern assumed under this model excluding the cost of land andwithout additional property development income and with additional propertydevelopment income is placed in table 14.12.1 and 14.12.2 respectively as under: -

Table 14.12.1 Funding pattern under BOT (18% EIRR)(Without additional PD Income and without land cost and)

ParticularsWith Central Taxes & Duties

Amount (`/Crore)% Of

contributionVGF by GOI 805.00 20.01%VGF by GOK 2447.00 60.83%Equity by Concessionaire 257.00 6.39%Concessionaire’s debt @12% PA 514.00 12.77%Total 4023.00 100.00Land Free by GOK 196.00IDC 89.00Total 4308.00 100.00%

Table 14.12.1 Funding pattern under BOT (18% EIRR)(With additional PD Income and without land cost and)

ParticularsWith Central Taxes & Duties

Amount (`/Crore)% Of

contributionVGF by GOI 805.00 20.01%VGF by GOK 1896.00 47.13%Equity by Concessionaire 441.00 10.96%Concessionaire’s debt @12% PA 881.00 21.90%Total 4023.00 100.00Land Free by GOK 196.00IDC 72.00Total 4291.00 100.00%



In addition to the above, State Taxes of ` 193.00 crore on completion cost basishas to be either reimbursed or exempted by State Government.

14.5.6 The total fund contribution of GOI & GOK under various alternatives is tabulated inTable 14.13.

Table 14.13` In crore

Particulars SPV ModelBOT Model

Without PD IncomeBOT Model

with PD IncomeGOI 805.00 805.00 805.00GOK 1001.00 2643.00 2092.00Total 1806.00 3448.00 2897.00

In addition to the above, State Taxes of `193.00 crore on completion cost basis hasto be either reimbursed or exempted by State Government. It may be seen from theabove table that the contribution of Governments under SPV model, excluding theloan to be paid by the SPV, is less than the BOT model. Therefore, the project isrecommended to be implemented on SPV Model.

14.6. RECOMMENDATIONS

The FIRR of subject Light Metro Rail project with Central taxes including additionalPD income is 8.09% which is more than the present threshold limit fixed by Ministryof Urban Development of 8% and therefore the project is recommended forimplementation.

14.7 The detailed cash flow statements under SPV model with external agency loanwithout additional PD Income, SPV Model with Local borrowings from a Consortiumof Bank without additional PD Income, SPV model with external agency loan withadditional PD Income, BOT model without PD income and BOT model with PDincome are placed at Table No. 14.14, 14.15, 14.16, 14.17 & 14.18 respectively.

14.8 The funding pattern assumed under SPV model is depicted in the pie chart in Figure14.2



Figure 14.2Funding pattern under SPV Model with external agency Loan

*****

42.68%

17.30%




*****

13.45%

13.45%

6.56%6.56%

Equity By GOI

Equity By GOK

SD for CT by GOI (50%)

SD for CT by GOK(50%)

PTA for ExternalAgency Loan @ 1.40%

Market Borrowings @12%




*****

Equity By GOI

Equity By GOK

SD for CT by GOI (50%)

SD for CT by GOK(50%)

PTA for ExternalAgency Loan @ 1.40%

Market Borrowings @12%

Chapter 15

Economic Appraisal

Chapter 15

Economic Appraisal

Chapter 15

Economic Appraisal

CHAPTER 15 - ECONOMIC APPRAISAL

LDETAILED PROJECT REPORT FOR THIRUVANANTHAPURAM LIGHT METRO RAIL PROJECT - OCT 2014 15/1

Chapter 15Economic Appraisal

15.1 INTRODUCTION

15.1.0 Social and environmental impacts of the proposed urban rail transport system aremeasured through Economic appraisal. This analysis is done to give a roughestimate of the reduced cost for which society is already paying. These reducedcosts are the benefits to the society. When actual revenue earned from farecollection, advertisement and property development are discounted againstconstruction and maintenance cost, interest (to be paid) and depreciation cost,Financial Internal rate of Return (FIRR) is obtained. Therefore we may argue thatEIRR is an indicator of social profitability while FIRR is an indicator of financialprofitability and viability of any project

15.1.1 Economic appraisal of a project starts from quantification of measurable economicbenefits in economic money values, which are basically the savings of resource costdue to introduction of the metro line. Economic savings are derived from thedifference 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 costof the project (incurred for construction (Capital) and maintenance (recurring) costsfor the metro line) from the benefits out of the project in each year. The net benefitvalue 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.

15.1.2 The sources from where economic savings occur are identified first. Although thereare many kinds of primary, secondary and tertiary benefits, only the quantifiablecomponents can be taken to measure the benefits. These components are quantified




15.1 INTRODUCTION







15.1 INTRODUCTION






by linking with the number of passengers shifted and the passenger km saved by thetrips which are shifted from road/rail based modes to metro. It may be observed thatfirst four benefit components given in Table 15.1 are direct benefits due to shifting oftrips to metro, but other benefit components are due to decongestion effect on theroad. Benefit components were first estimated applying market values then wereconverted into respective Economic values by using separate economic factorswhich are also given in Table 15.1. Depending upon methodology of estimation,economic factors are assumed. Normally economic values are real values of thequantity used on which taxes, profits and escalation rates due to inflation are notadded. In this project, overall economic value of the benefit components is estimatedas 91% of the market value. Similarly economic value of the cost components are76% of the market cost.

Table 15.1: Cost/Benefit Components due to Metro

Cost/Benefit ComponentsEconomicFactors

1 Construction Cost 78%2 Maintenance Cost 74%3 Annual Time Cost Saved by Metro Passengers 80%4 Annual Fuel Cost Saved by Metro Passengers 90%5 Annual Vehicle Operating Cost Saved by Metro Passengers 90%6 Emission Saving Cost 100%7 Accident Cost 100%8 Annual Time Cost Saved by Road Passengers 90%9 Annual Infra Structure Maintenance Cost 90%

15.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES

Inputs which are used for analysis are collected from secondary data sources, then Benefitcomponents are quantified and converted (by applying appropriate unit cost) to moneyvalues (`). Derivation procedures of some of the values used for economic analysis areshown in Table 15.2.

Table 15.2: Values adopted for some important variablesValues Important variables

1 ` 1.45/min (2014) Time Cost derived from passenger’s daily travel cost.2 Market Rate (2014) Fuel Cost (Value of Petrol, Diesel and CNG).3 Table 15.3 Vehicle Operating Cost (Derived from the Life Cycle Cost of

different passenger vehicles per km)4 Table 15.4 Emission (gm/km as per CPCB and UK Norms) Emission

Saving Cost (adopted for Indian conditions in Rs/ton).5 Table 15.5 Accident Rate (No of fatal and all accidents per one Cr.KM).

Accident costs are derived from published papers at currentrate.



6 33.12% Passenger km – Vehicle km conversion factor and mode sharepercent values (derived from fresh traffic volume count andmodal split within study area) .

7 Road User Cost StudyModel

Fuel Consumption of vehicles at a given speed is derived

8 ` 0.5/vehicle km Infra Structure Maintenance Cost is derived from publishedvalues on annual expenditure on roads and traffic and annualvehicle km

9 16.16 min Average Journey Time Saved after Shifting (Derived)10 25.27 kmph Average Journey Speed (Speed & Delay Study)

Vehicle operating cost is estimated from all costs incurred during individual vehicle life timedivided by the km run. On the basis of current price two components mainly maintenanceand capital cost are derived. Total VOC is sum of the two plus interest rate. Vehicle wiseVOC are given in Table 15.3.

Table 15.3: Vehicle Operating Cost in `

Per Vehicle KM (2014) BusCars

(Large)Cars

(Small)2 Wh (4Stroke)

2 Wh (2Stroke)

3 Wh(Auto)

MiniBus

Maintenance Cost 7.61 6.67 3.50 0.58 0.73 3.35 5.81Capital Cost 6.01 6.68 2.67 0.18 0.16 1.20 4.29Total VOC 14.34 14.15 6.49 0.78 0.91 4.69 10.61

As per Central Pollution control board (CPCB) vehicle emission factors are used which aregiven in Table 15.4.

Table 15.4: Vehicle Emission 2011-2021(CPCB) and Cost in `VEHICLE CO HC NOX PM CO CO2

BUS 3.72 0.16 6.53 0.24 3.72 787.722W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.992W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58

MINI BUS 2.48 0.83 8.26 0.58 2.48 358.984W-SMALL 1.39 0.15 0.12 0.02 1.39 139.514W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55

TATA MAGIC 1.24 0.17 0.58 0.17 1.24 1603W 2.45 0.75 0.12 0.08 2.45 77.89Cost ` 100000 PER TON 500



Accident rates are derived from accident statistics and average annual vehicle km travelledby the vehicle fleet. Costs of accidents are derived from life expectancy and expectedearnings during remaining life of the victim.

Table 15.5: Accident Rate and Cost in RsAccident Rate in the year 2021 /Cr. Vehicle KM Cost in Rs

All Types.(except fatal) 2.13 672672Fatal Accident. 0.18 1930952

Traffic parameter values used for economic analysis are given in Table 15.6. These aregiven in traffic forecasting chapter.

Table 15.6: Traffic parameter values Thiruvananthapuram Metro Rail

Particulars 2015 2018 2021 2031 2041Trips/day 270670 293,610 323240 367,350 417200

Line Length 22.19 22.19 22.19 22.19 22.19Average Trip length km 7.09 7.21 7.35 7.77 8.13

Passenger km 1919050 2116928 2375814 2854310 3391836Passenger km/km 86483 95400 107067 128630 152854

15.3. ECONOMIC BENEFIT STREAM

Benefits in terms of money value are estimated directly from the projected passenger kmsaved for the horizon years (2015, 2018, 2021, 2031 and 2041) and values for other yearsare interpolated on the basis of projected traffic. Market values are used for calculating costsand then appropriate economic factors (see table 15.1) are applied. For each year values ofeach benefit components are obtained and thus benefit stream is estimated. BenefitComponents Stream for Thiruvananthapuram Metro Rail is shown in Table 15.7.



Table 15.7 Component wise Stream of Economic Benefit Value

Year Year

Annual TimeCost Saved

by MetroPassengers

in Cr. `

Annual FuelCost Saved

by MetroPassengers

in Cr. `

AnnualVehicle

OperatingCost Saved by

MetroPassengers in

Cr. `

EmissionSavingCost inCr. `

AccidentCost inCr. `

AnnualTime CostSaved by

RoadPassengers

in Cr. `

AnnualFuel CostSaved by

RoadPassengers

in Cr. `

Annual InfraStructure

MaintenanceCost in Cr. `

TotalBenefitswithout

Discount inCr. `

2020 2021 358.59 90.61 190.75 42.30 6.26 15.57 5.50 17.38 726.962021 2022 379.84 93.62 201.22 46.36 6.95 16.96 5.71 17.98 768.652022 2023 402.35 96.77 212.27 50.81 7.73 18.48 5.91 18.60 50.722023 2024 426.19 100.05 223.93 55.68 8.59 20.13 6.12 19.24 858.362024 2025 451.44 103.47 236.23 61.02 9.54 21.93 6.33 19.91 909.862025 2026 478.20 107.03 249.20 66.87 10.61 23.89 6.53 20.59 962.912026 2027 506.53 110.75 262.89 73.28 11.79 26.02 6.74 21.30 1019.292027 2028 536.55 114.62 277.33 80.31 13.10 28.34 6.96 22.03 1079.232028 2029 568.34 118.66 292.56 88.01 14.55 30.87 7.17 22.79 1142.952029 2030 602.02 122.87 308.62 96.45 16.17 33.63 7.38 23.58 1210.722030 2031 637.70 128.72 325.57 105.69 17.97 36.63 6.11 24.39 1282.782031 2032 674.75 130.06 342.72 115.58 19.93 39.79 7.46 25.17 1355.482032 2033 713.95 136.02 360.78 126.40 22.10 43.23 7.51 25.99 1435.982033 2034 755.43 137.41 379.79 138.22 24.51 46.97 6.67 26.82 1515.832034 2035 799.32 143.77 399.80 151.16 27.18 51.03 6.86 27.69 1606.802035 2036 845.77 145.21 420.86 165.30 30.14 55.44 7.05 28.58 1698.342036 2037 894.90 151.99 443.03 180.76 33.42 60.23 7.25 29.50 1801.092037 2038 946.90 153.48 466.37 197.68 37.06 65.43 7.44 30.45 1904.822038 2039 1001.91 160.71 490.94 216.17 41.09 71.09 7.64 31.44 2021.00



Year Year

Annual TimeCost Saved

by MetroPassengers

in Cr. `

Annual FuelCost Saved

by MetroPassengers

in Cr. `

AnnualVehicle

OperatingCost Saved by

MetroPassengers in

Cr. `

EmissionSavingCost inCr. `

AccidentCost inCr. `

AnnualTime CostSaved by

RoadPassengers

in Cr. `

AnnualFuel CostSaved by

RoadPassengers

in Cr. `

Annual InfraStructure

MaintenanceCost in Cr. `

TotalBenefitswithout

Discount inCr. `

2039 2040 1060.12 162.26 516.80 236.40 45.57 77.23 35.18 32.45 2166.012040 2041 1121.72 169.97 544.03 258.52 50.53 83.90 8.04 33.50 2270.202041 2042 1196.45 176.92 578.01 279.49 56.55 92.05 8.34 34.90 2422.712042 2043 1276.17 184.14 614.10 302.16 63.29 101.01 8.65 36.36 2585.882043 2044 1361.20 191.67 652.45 326.67 70.84 110.83 8.98 37.88 2760.502044 2045 1451.89 199.50 693.20 353.16 79.28 121.60 9.31 39.46 2947.40



Figure 15.1 Percent of Benefits

Components of Benefits accrued between the years 2020-45 are shown in figure 15.1 whichshows benefits are mainly coming from saving of travel time of shifted metro and roadpassengers (52.82%), VOC (26.66%) and fuel cost (9.26%). Other benefits are saving fromaccident reduction, emission reduction, road maintenance cost reduction (13.26%). In thisarea, personalised modes (car 13.29%) and (two wheelers 70.20%) are dominant whichhave made vehicle by passenger ratio very high (33.12%). Average modal split derived fromthe traffic volume count survey, vehicle statistics and other secondary sources show that83.49% vehicle trips are by private modes as may be seen in table 15.8.

Table 15.8 Average modal split in study areaPASSENGERVEHICLES % PASS % VEH

BUS 47.66% 3.42%MINI BUS 4.65% 0.75%

CAR 12.34% 13.29%TAXI 1.30% 1.40%2 WH 23.90% 70.20%AUTO 10.15% 10.93%

100.00% 100.00%

15.4 Metro Construction Cost

15.4.1 Total cost of metro construction (CAPITAL COST) is derived after considering cost ofall major component such as Relocation and Rehabilitation(RR), Civil construction forunderground and elevated portions, Stations and Depots, Track laying, Signalling

24.66%

TIME COST-METRO FUEL COST-METRO

ACCIDENT TIME COST-ROAD






BUS 47.66% 3.42%MINI BUS 4.65% 0.75%

CAR 12.34% 13.29%TAXI 1.30% 1.40%2 WH 23.90% 70.20%AUTO 10.15% 10.93%

100.00% 100.00%



49.53%

8.74%

24.66%

9.71%

1.85%3.29% 0.53% 1.70%

FUEL COST-METRO VOC EMISSION

TIME COST-ROAD FUEL COST-ROAD INFRASTRUCTURE






BUS 47.66% 3.42%MINI BUS 4.65% 0.75%

CAR 12.34% 13.29%TAXI 1.30% 1.40%2 WH 23.90% 70.20%AUTO 10.15% 10.93%

100.00% 100.00%



EMISSION

INFRASTRUCTURE



and telecommunication, Power traction line, Rolling stock, Man power etc.RECURRING COST includes energy cost, maintenance cost, and operation cost. InFIRR chapter detail discussion is made about the cost. Economic analysis period istaken from 2015-16 to 2044-45 out of which 5 years are marked as constructionperiod. Additional capital intensive costs may occur in the years 2021-22, 2031-32and 2041-43. Operation is expected to be started in 2021- 2022 (Year 6). This coststream is generated with all taxes. Detail is shown in Table 15.9.

Table 15.9: Estimated Capital and Recurring Cost including Central TaxYear Year Capital Cost Recurring Cost

Beginning Ending Cr. ` Cr. `2015 2016 209 02016 2017 386 02017 2018 597 02018 2019 839 02019 2020 1265 02020 2021 680 1292021 2022 346 1412022 2023 0 1532023 2024 0 1652024 2025 0 1792025 2026 0 1932026 2027 0 2092027 2028 0 2262028 2029 0 2452029 2030 0 2652030 2031 0 2862031 2032 168 3182032 2033 0 3442033 2034 0 3722034 2035 0 4032035 2036 0 4362036 2037 0 4712037 2038 0 5102038 2039 0 5512039 2040 0 5972040 2041 0 6452041 2042 1710 7502042 2043 502 8112043 2044 0 8782044 2045 0 949



15.5 ECONOMIC PERFORMANCE INDICATORS

After generating the cost and benefit stream table, values of economic indicators are derivedand are presented in table 15.10. Project period is 2015-2045, EIRR (without tax) is found tobe 17.99%, B/C ratio as 2.64 and Rs 21035 Cr. With 12 % discount, EIRR is 5.35% and B/Cratio is 0.69 and NPV is positive (Rs 1495 Cr.) Economic appraisal results show that theproject is economically viable.

Table 15.10: Economic Indicator Values without Tax

THIRUVANANTHAPURAMMETRO RAIL

WITHOUTDISCOUNT

WITHDISCOUNT

(12%)Total cumulative cost 12816 3392Total cumulative benefit 33850 2338Benefit Cost Ratio 2.64 0.69NPV(YR 2044-45) 21035 1495

EIRR 17.99% 5.35%

15.6 SENSITIVITY ANALYSIS

Sensitivity of EIRR and B/C ratios both with and without discount was carried out andthe output is given in the table 15.11. 2041-42 is taken for the year of comparison.

Table 15.7 Sensitivity of EIRRSENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT

TRAFFIC COST EIRR B/C NPV EIRR B/C NPV0% 0% 17.99% 2.64 21035 5.35% 1.44 1335

-10% 0% 17.19% 2.52 19479 4.64% 1.37 1134-20% 0% 16.36% 2.40 17923 3.90% 1.31 9330% 10% 16.39% 2.40 19753 3.92% 1.31 10320% 20% 14.96% 2.20 18471 2.64% 1.20 730

-10% 10% 15.61% 2.29 18197 3.22% 1.25 831-20% 20% 13.39% 2.00 15360 1.24% 1.09 327

Sensitivity analysis shows that economic indicator values namely EIRR, B/C andNPV are within the limit of acceptance under normal situation and their respectivevalues are also within limit even if cost is increased by 20% and traffic is decreasedby 20%.

15.7 QUANTIFIED BENEFITS.

Benefits which are shown in previous tables are money value of the benefits. Thesebenefits are estimated (in terms of quantity) first and then converted into money



value. For brevity, only 5 year estimates are shown in table 15.8 (Reduction ofVehicle gas Emission).

Table 15.8 Environmental Benefits QuantifiedTons/Year 2022 2023 2024 2025 2026

CO 1598.95 1637.64 1677.26 1717.84 1759.40HC 543.93 557.09 570.57 584.37 598.51

NOX 232.37 237.99 243.75 249.65 255.69PM 52.84 54.12 55.43 56.77 58.14SO2 3.68 3.77 3.86 3.96 4.05CO2 53297 54587 55907 57260 58645Total

EmissionSaved 55729 57077 58458 59873 61321

Quantified Travel Benefits are shown in Table 15.9, it may be seen that In 2022,Time saving will be 3.45 Cr.(1 Cr. =10 million) hours, fuel saving 16.04 thousandtons. Amount of travel in terms of road passenger vehicle-km reduced (due to shiftingto Metro Rail) is equivalent to reduction of 16156 vehicle (distributed as per modalsplit given in table 15.8) from the road. More than 6 fatal accidents and about 72other accidents may be avoided. Hence it is expected that there will be someimprovement of the overall ambience of the city.

Table 15.9Travel Benefits Quantified

Quantified Benefits in HorizonYears

2022 2023 2024 2025 2026

Annual Time Saved by MetroPassengers in Cr. Hr. 3.45 3.51 3.58 3.65 3.71Annual Fuel Saved by MetroPassengers in thousand Tons. 16.04 16.59 17.16 17.76 18.38Daily vehicles reduced (off the road) 16156 16547 16947 17357 17777CO2 reduced in thousand tons 53.30 54.59 55.91 57.26 58.65Other gases reduced in thousandtons 2.43 2.49 2.55 2.61 2.68Reduced No of Fatal Accidents inYear 6.72 6.98 7.25 7.53 7.82Reduced No of Other Accidents inyear 71.97 74.75 77.63 80.62 83.73Annual Vehicle km Reduced inThousand Km. 9.19 9.41 9.64 9.87 10.11

*****

Chapter 16

Implementation

Chapter 16

Implementation

Chapter 16

Implementation

CHAPTER 16 - IMPLEMENTATION


Chapter 16Implementation

16.1 INSTITUTIONAL ARRANGEMENT

16.1.1 The Phase I of Thiruvananthapuram Light Metro Project, covers 21.821 Kms with19 stations and will have a completion cost of ` 4219 crores. Thiruvananthapuramcity does not have vacant Government or Corporation lands which can be offeredfor commercial exploitation to augment revenues of the Light Metro system. Sincethe FIRR of this project is only 2.07 % without Property Development, no privateagency will come forward to invest in this project. Therefore implementing thisproject on a BOT basis or on a PPP model is not possible. It is thereforerecommended that the project is implemented fully as a Government initiative. Bythis route, the project can be completed at the shortest time and at the lowest cost.This is important, because then only tickets can be priced low, affordable to thecommon citizens and make the system truly a popular public transport.

16.1.2 If the Government is to execute the project departmentally through existingGovernment departments, it would take several years with prospects of huge costescalations. Infrastructure projects of this magnitude and complexity cannot beexecuted by Government departments following Government rules, guidelines andprocedures. It is therefore recommended that a Special Purpose Vehicle (SPV)with wide powers and mandates is set up to execute the project in time and withinthe estimated cost. A Company under the name “Kerala Rapid Transit Corporation















Ltd. (KRT) (or any other appropriate name) should be set up and given fullresponsibility and authority for implementing the project.

It is the policy of Government of India to promote and participate in metro projects incities with more than one million population.The population of Thiruvananthapuramurban area is more than one million.KRT will therefore be a joint company withequal share participation of Government of India and Government of Kerala on thelines of DMRC. The same KRT can also be the Company for implementing,Operation & Maintenance of Thiruvananthapuram and Kozhikode Light MetroProject.

16.1.3 Light Metro Projects are technically complex. It is therefore imperative that theSPV is headed by a mature and experienced technocrat with excellent track recordand impeccable integrity. The whole success of the venture depends upon theleader chosen to head the SPV.

16.1.4 For Government of India to join the SPV as an equal partner, will generally taketime. The DPR has to be accepted by the MoUD and approval of the PIB isnecessary after which only the Central Cabinet will give its approval. This processgenerally takes about one year.

With a view to start the Project early, Government of Kerala may take up thisProject on its own, registering KRT as a State PSU to start with. It is also possibleto convert the present Kerala Monorail Corporation Limited (KMCL) into KRTthrough a registration change. Once the Government of India approval is obtained,the company can be converted into a joint venture. This procedure has beenfollowed by Chennai, Jaipur and Lucknow metro projects.

16.2 Implementation Strategy.

16.2.1 The Thiruvananthapuram and the Kozhikode Light Metro Projects will havecommon standards and specifications. Therefore these two projects can be clubbedtogether in the procurement process except for segments of the Project such asCivil construction. All the systems including Rolling stock and Track can be clubbedtogether to have economy of scale. By this process, it is possible to take up Civilconstruction as an independent activity for the two cities. Generally Civil works takemore time for completion. Therefore the tender for Civil works, separately forThiruvananthapuram and Kozhikode, can be floated in the first instance. Since thesystem specifications and operational features are known, there will be no difficultyto finalise the designs of civil structures. If this procedure is followed, it is possible tostart the civil construction in both the cities within 4 to 5 months’ time of the StateGovernments’ approval.

16.2.2 With a view to reduce the overhead charges, it is recommended that theimplementing agency handles the project in both the cities together.



16.2.3 It will be desirable to combine the procurement of Rolling stock, Signalling &Telecommunications together as one package so as to avoid interface problemsand ensure total compatibility. Many of the Rolling stock manufacturers have thecapability to undertake the Signalling work also.

16.2.4 To have wider participation and to obtain more competitive rates, only broadspecifications indicating performance requirements, safety, reliability, carryingcapacity, energy savings etc. will be indicated in the tender documents rather thanfreezing all the technical specifications and parameters.

16.2.5 The headquarters of the KRT can be at Thiruvananthapuram with a sub unitfunctioning at Kozhikode. All tenders and procurement process should becentralized at Thiruvananthapuram. The same arrangement can be continued evenafter completing the project into the Operation & Maintenance stage. This will alsohelp to reduce the O & M cost by having common inventory and a common pool oftechnical personnel.

16.3 Implementation Mode

16.3.1 This project in both the cities can be implemented in 2 ways.

(1) KRT executing the project directly engaging competent General Consultants.

(2) KRT to remain as a lean organization and get the project executed on a turnkeybasis by a reputed agency exactly in the same way Kochi Metro project is beingimplemented.

16.3.2 To reduce the cost and get the project implemented in the shortest time, DMRCwould recommend the second option viz., handing over the project on a turnkeybasis and on deposit terms to an organization, which has the capacity, resourcesand technical competence to handle a complex project of this type.

16.4 PREPARATORY WORKS FOR IMPLEMENTATION

First phase of the Thiruvananthapuram Light Metro Rail project covers a distance of21.821 Kms with 19 stations. The Light metro rail alignment passes through a verycrowded arterial route (old NH 47) where even today there is heavy hold up atjunctions during peak hours. Therefore before actual civil constructions are startedalong these routes, a number of preparatory works are to be planned and executed.Otherwise there will be serious dislocation to traffic during construction stage andthe citizens will face difficulties and inconvenience. The main preparatory works tobe planned and executed are detailed below:-



16.4.1 Widening of the National Highway 66 between Pallipuram and Kariyavattom:This stretch of the Highway (approximately 6.5 kms) presently is only with 2 laneswith no central kerb or median. There are proposals to widen this highway to 4lanes for which sufficient land widths are already available for part of the length.However final decision regarding the width of the road and the proposal forwidening is yet to be taken. DMRC has already written to NHAI to expedite thewidening of this stretch making provision for a 3 m median on which the pillars ofthe Light metro rail will be located. The approval of the NHAI for locating the Lightmetro rail pillars along the median has not still been received although a jointinspection has taken place based on our request. Presently it is learnt that NHAIhas withdrawn from this project. Hence clearance from Highways wing of the StatePWD has to be taken along with their permission to commence the work along thecentral line of this road with an undertaking that the present carriageway width willbe maintained all the time during the construction period. A width of 8 metres alongthe central line will have to be barricaded for carrying out civil works. Thereforewidening of the carriage way by 4 metres on either side as a temporary work willhave to be carried out to ease the traffic movement. The approximate cost of thistemporary widening will be about ` 10 crores which has been included in the civilcost estimate. Kerala Government should therefore take emergent steps to finalisethe widening proposals,order land acquisition under emergency powers and acquireland for this widening work on a war-footing.

16.4.2 Widening of NH from Kariyavattom to Kesavadasapuram:NH 47 from Kariyavattom to Kesavadaspuram is very narrow with an average rightof way of only 10 metres. Here again, there is no kerb or median segregating two-way traffic. Kerala Govt. has proposals to widen this stretch of the road and thework of preparing the Detailed Project Report for widening has been entrusted toM/s. NATPAC through Kerala Road Fund Board. DMRC has advisedM/s. NATPAC that while formulating the widening proposals they should plan for amedian of 2.5 to 3 metres for the entire length to enable Light metro rail pillars tobe located along this median. It is necessary that the land acquisition for wideningof this road is completed and widening work completed before the Light metro railcivil works are commenced. Otherwise it will not be possible to bring in and positionConstruction machinery for Light metro rail civil works. DMRC apprehends thatwidening of this stretch of road will seriously hold up the commencement of Lightmetro rail works. Kerala Government should therefore take emergent steps tohave the DPR finalized for this widening, order land acquisition under emergencypowers and take up this widening work on a war-footing. It is feared that thiswidening work will take at least 3 years and the Light metro rail work on this stretchof about 10 Kms can be taken up only after the road widening is completed.



16.4.3 Flyovers

DMRC has identified 5 important junctions between Kazhakoottam junction andPlamoodu which are already very congested and heavy traffic hold up takes place.Even after commissioning of the Light metro rail, these junctions will continue to bebottlenecks. Once the Light metro rail project is completed it will not be possible totake up flyover works at these junctions. The 5 junctions identified are –(1) Kazhakoottam Bypass junction, (2) Sreekaryam junction, (3)Ulloor Junction,(4)Pattom Junction and (5) Plamoodu Junction. DMRC has finalized GeneralArrangement Drawings for provision of flyovers at these 5 junctions. Of this,flyover work at Kazhakoottam junction which will be done by National Highway canbe taken up even after the Light metro rail project is commissioned. At other 4locations, the flyover work and Light metro rail viaduct work should be taken upsimultaneously to avoid dislocations at these junctions. Taking up these workstogether will also enable provision of common foundations, thus reducing the totalcost. DMRC has furnished the flyover proposals at Sreekaryam and UlloorJunctions to M/s. NATPAC with a request that their DPR should provide wideningof the roads at these junctions to accommodate the flyovers. Land acquisition forsuch widening should be started without any delay. The cost of the four flyoverswhich will have to be undertaken by the State PWD will be approximately ` 77crores for which sanction and funds will have to be provided (Ulloor andPlammoodu Junctions ` 12 crore each, Sreekariyam ` 18 crore and Pattom ` 35crore) and work entrusted to KRT

16.5 IMPLEMENTATION PERIOD.

16.5.1 Since widening of NH 47 section between Kariyavattom and Kesavadaspuram, adistance of about 10 kms will take at least 2 years, the entire length of Phase Ishould be divided into 3 sections, Techno city to Kariyavattom as R-1,Kariyavattom to Kesavadaspuram as R-2 and Kesavadaspuram to Karamana as R-3. Civil works in R-1 and R-3 sections can be started immediately when thecontractor is in position. R-1 section which has the Depot at one end, should becommissioned first in 36 months. R-3 section also can be commissioned along withR-1.For this, a temporary pitline has been planned at Karamana along the medianof the road towards the Neyyantinkara end of Karamana station. Civil works in R-2can be commenced only after 2 years - the period needed for widening of the roadin this stretch. The civil works and systems on R-2 can be completed in 3 yearstime. With this, it is possible to complete the entire line in a period of 5 years.

16.5.2 Completion of the preparatory works enumerated under para 16.4.2 is a bigquestion mark as to when the actual civil construction works can commence alongNH-47. We feel, based on past experience, this preparatory works will take at least3 years to enable civil works on this stretch to be commenced. However, works in



all other areas can be started early leaving the stretch from Kariyavattom junction toKesavadaspuram to be tackled last. The total completion period for this projectthen would be 5 years i.e. completion by January 2020. The time schedule for thecompletion of the project is given in Table16.1.

Table.16.1Schedule for Implementation of the Thiruvananthapuram Light Metro Rail Project.Sl.No Event

Durationin Months

Completion datein months

1 Completion of Land Acquisition for road widening forR1

6 D+6

Completion of road widening for R1 6 D+122 Finalisation of civil tender for R1 and Depot 6 D+63 Completion of civil works in R1 and Depot 18 D+244 Finalise the rest of System tenders for Kozhikode

and for Thiruvananthapuram Project10 D+10

5 Completion of installation of systems in R1 12 D+306 Supply of Rolling stock for R1 20 D+307 Commissioning of train set, oscillation trials,

integrated system trials, and safety certification forR1

6 D+ 36

Final commissioning of R1 D+36

8 Completion of Land Acquisition for R2 24 D+249 Finalisation of civil tender for R2 6 D+30

10 Completion of civil works in R2 18 D+4811 Completion of installation of systems in R2 12 D+5412 Supply of Rolling stock for R2 20 D+5413 Commissioning of train set, oscillation trials,


6 D+60

Final commissioning of R2 D+601 Finalisation of civil tender for R3 and Depot 6 D+62 Completion of civil works in R3 and Depot 18 D+243 Finalise the rest of System tenders for Kozhikode

and for Thiruvananthapuram Project10 D+10

4 Completion of installation of systems in R3 12 D+305 Supply of Rolling stock for R3 20 D+306 Commissioning of train set, oscillation trials,


6 D+ 36

7 Final commissioning of R1 D+36

Note :- D denotes date of starting the project.



16.5.3 Agencies involved for various clearances.

i) Clearances from National Highway Authority of India/Kerala PWD for locatingthe Light metro rail pillars along the median of the National Highway betweenTechnocity and Kazhakoottam junction.

ii) Alignment clearances from National High Authority of India/ Kerala PWD atKazhakoottam junction to enable a future flyover to be constructed at thisjunction.

iii) Clearances from PWD for locating the piers along the old NH 47 fromKazhakoottam junction upto Karamana.

iv) Clearance of the alignment by PWD at the following junctions to enableflyover works to be taken up at these junctions along with the Light metro railwork. The junctions involved are - (1) Sreekaryam (2) Ulloor (3) Pattom and(4) Plamoodu.

v) Clearance from Kerala State Road transport Corporation for locatingThampanoor station on the land belonging to the KSRTC.

vi) Clearance from Railways for locating Thampanoor station on the landbelonging to Railways.

vii) Clearance from Ministry of Urban Development to implement the projectunder the legal cover mentioned under para 16.6.

viii) Technical parameters such as axle loads, moving dimensions, signalingsystem, traction system, rolling stock, etc should be got cleared by theMinistry of Railways.

ix) The rolling stock to be given safety certificate after oscillation trials by theMinistry of Railways.

x) Permission to be taken for cutting trees from State Government/ForestDepartment.

xi) Police clearance for traffic arrangements during construction stage

xii) Removal/shifting/supporting utilities during the construction stage from theconcerned utility departments.



16.6 LEGAL COVER FOR THIRUVANANTHAPURAM LIGHT METRO

16.6.1 Construction of the Light Metro shall be under the Metro Rail Act (Construction)1978.

16.6.2 Operation and Maintenance of the Light Metro shall be under the Delhi MetroRailway (Operations & Maintenance) Act, 2002.

16.7 SAFETY CERTIFICATION

16.7.1 As per the present business allocation rules, Government of India, Ministry ofRailways, have the responsibility for approving the technical parameters and thesafety standards. Therefore all the construction standards such as Design basedrules, Schedule of dimensions , Track structure etc., have to be approved by theMinistry of Railways. Similarly the System standards and specifications are also tobe got approved by the Ministry of Railways. Further the Rolling stock will have tobe dynamically tested through conducting of Oscillation trials by RDSO after whichonly, Railway Ministry will accord safety clearance

16.7.2 The Commissioner of the Metro Rail Safety will be the final authority to givecertification of the system as per section 8 of Delhi Metro Railway (Operation andMaintenance) Act, 2002

There are certain safety clearances which will be given by CMRS only after receiptof certificates from appropriate safety agencies such as Fire clearance certificate,Electrical Inspectorate certificate, Certification for Lifts and Escalators, andCertificate from Independent Safety Assessor (ISA) for Signaling and Telecomworks.

16.8 OPERATION & MAINTENANCE

16.8.1 If the Thiruvananthapuram Light Metro Project is to be a success it is essential toensure that the capital cost is kept to the minimum, the operation & maintenancecosts are also kept to the minimum and non-operational revenues (non-fareboxcollections) are increased to the maximum. The operation and maintenance can behandled either directly by the SPV or out sourced. If the operation andmaintenance is outsourced, foreign companies may have to be involved which willconsiderably increase the operation and maintenance costs. We would thereforerecommend that the SPV directly takes over the full responsibility for operation &maintenance of the system.



16.8.2 Operation & Maintenance Organisation

If the operation & maintenance of the system is undertaken by the SPV, the totalmanpower requirement will be approximately 550 at the rate of 25 persons perroute kilometer. In addition, the cleaning of stations and cleaning of train sets etc.have to be outsourced. The O & M set up and organizational strength for eachactivity can be finalized in due course based on the experience gained from theKochi Metro Project.

16.9 SECURITY

A Public transit system, particularly rail based, running on elevated structures ishighly vulnerable to sabotage or other terrorists activities. The ThiruvananthapuramLight Metro system should therefore have a fool-proof security system to ensure thesafety of passengers and safety of the installations. The security of the Delhi MetroSystem is handed over to the Central Industrial Security Forces (CISF). The StatePolice is responsible for the security of the Bangalore Metro system. To enable theState Government to have full control on the security of Thiruvananthapuram LightMetro system, we would recommend that security is handed over to the StatePolice which should deploy sufficient personnel at stations and vital installations.The strength and set up of such security system should be worked out by the StateGovernment in due course. All the equipments and hardware needed for safety ofthe system will have to be procured and installed by SPV for which provision is keptin the estimate under the head “Station Buildings”.

******

Chapter 17

Recommendations&Way forward

Chapter 17


Chapter 17


CHAPTER 17 – RECOMMENDATIONS AND WAY FORWARD


Chapter 17Recommendations andWay forward17.1 Thiruvananthapuram Urban Agglomeration has a population of 1.687 million as per

2011 census. The city population is growing at the rate of 3% annually and is expectedto reach 2.203 million by 2020. In addition, being the capital of the State there is ahuge influx of floating population from neighbouring and northern districts of the Stateparticularly on working days. The traffic and transportation study carried out by M/s.NATPAC, a Consultancy unit of Kerala Government, have estimated that the PeakHour Peak Direction Traffic (PHPDT) demand on the arterial road (old NH 47) would be8693 in the year 2015, 11,296 in the horizon year 2021, 13,937 in the horizon year2031 and 16042 in the year 2041 on the section Techno city to Karamana. Theaverage lead of a commuter journey in the year 2018 is expected to be 7.13 kms.

17.2 In the second phase, Light Metro system can be extended from Karamana toNeyyattinkara.

Provision for future extension of the light metro line from Kesavadasapuram towardsVenjaramood along the MC Road and from Thampanoor to Karakulam side has beengiven under phase I itself so as to facilitate future extension of the light metro line.

17.3 As the FIRR of the Project is low, no private player is likely to show any interest fortaking up this Project under BOT or PPP. Therefore it is recommended that this projectcan be implemented in DMRC pattern by an SPV jointly owned by Government of Indiaand Government of Kerala.

















17.4 To expedite completion of the Project, it is recommended that the present KeralaMonorail Corporation Limited may be re-registered as Kerala Rapid Transit CorporationLimited (KRT) which should initiate steps to start the project on its own after the DPR isapproved by the Kerala Cabinet. After PIB clearance and Cabinet approval,Government of India can join the SPV as an equal partner.

17.5 Since KRT does not have any experience or expertise to plan and execute a highlytechnically complex project like Light Metro it is recommended that the project ishanded over to a competent Organization for design and construction on a turnkeybasis as is being done for Kochi Metro presently.

17.6 In that case the first and last section of the Thiruvananthapuram Metro (R1 & R2Sections) can be commissioned in 3 years and the balance Section (R2) in 5 years’time after Kerala Government approval.

17.7 The Thiruvananthapuram and Kozhikode Light Metros should be clubbed togetherunder a single management and the procurement should be on combined basis toachieve the economy of scale. The Operation and Maintenance of the two systemsalso should be under the same implementing agency.

17.8 It is also recommended, KRT should introduce feeder services with air-conditioned minibuses from important areas of the city to the Light Metro stations to improve the overallpublic transport system in the city as also to improve ridership on the Light Metrosystem.

17.9 A Light Metro system needs discipline and orderliness on the part of commuters for itssmooth functioning. The public have to be constantly educated as to how to use thesystem and keep the trains and premises clean. This should call for an effective publicrelation department with KRT.

17.10 The Light Metro system should not depend upon the Government or MunicipalCorporation for any subsidy for its operation and maintenance, as also for servicingand paying back the loans taken. For this, it is necessary to ensure that the capitalcost is kept to the minimum. State taxes generally accounts for 6 to 8% of the projectcost. State Government has already ordered to give complete remission of State taxesand duties to the earlier Monorail project. This shall be extended to this Project also.Similarly, being a pioneering project in the country and to make Light Metros popular tothe medium sized cities, Government of India should also extend duty and taxconcessions to this project which will also help to bring down the capital cost further byabout 10%. Government of India has given similar concession to Delhi Metro RailCorporation for the 1st and 2nd phase of the Delhi Metro. A similar treatment andencouragement is necessary for the Light Metro projects in the country, at least in theinitial stages.



17.11 To make the project financially sustainable it is also necessary to reduce the O&Mcosts. Cost of energy for running trains and the various systems account for 40% ofthe O&M cost. The State Government should treat the Light Metro services as aspecial category and recommend to the electricity regulatory authority a special powertariff to the system on “No loss- no profit” basis. Delhi Metro enjoys such a specialelectricity tariff.

17.12 The manpower cost accounts for 25 to 30% of the O&M costs. As strict control on themanpower yard stick is therefore necessary right from the beginning. Further, the workculture, ethics and values of the organization should ensure maximum productivity andexcellent customer satisfaction. This has to be ingrained in the organization right fromthe beginning.

17.13 Since the project is being implemented mostly through loans and KRT will have theresponsibility to service and pay back the loans, no fare concession to any section ofsociety is to be allowed till all the loans are paid back. All efforts to augment the farecollections from advertisements, parking fees and commercial exploitation of surpluslands and station spaces should be attempted. If all the above steps are taken theLight Metro System can be made self-supporting.

17.14 To enable the State Government to discharge the financial obligations of the project, itis recommended that State should build up a dedicated transit fund, non-lapsing nonfungible through dedicated levies as suggested below:

i. A green tax on all the existing petrol and diesel driven vehicles registered in the cityas a one-time levy. It can be to the extent of ` 50,000 for heavy vehicles includingbuses, ` 30,000 for big cars, ` 20,000 for small cars, ` 10,000 for 3 wheelers and `5,000 for two wheelers. These are the vehicles which pollute the city and causeroad congestions. Levy of green Tax can net approximately ` 114 crores.

ii. A 20% surcharge on the property taxes collected by Municipality. The Municipalityshould collect this surcharge and hand over to the Light Metro Company to augmentits revenues. This will fetch ` 3 Crores per annum.

iii. As per the Delhi Metro act, which will be applicable to the Light Metro, no propertyTax is leviable on the Structures owned by the Light Metro, but service taxes areleviable. Thiruvananthapuram Corporation may consider exempting the Light Metrofrom service taxes.

iv. State Government has already decided to impose 5% cess on the fuel sold in theState for financing such projects. Orders for the same may be issued without delay.50% of such cess collected should be set apart for metro projects, and theremaining 50% for Road projects.



17.15 Finally the whole success of the Light Metro project depends upon its timely completionwithin the estimated period of 5 years. Any delay in completion of the project will resultin cost over-runs, apart from loss of revenues during the time of overrun period. In thecase of Thiruvananthapuram Light Metro project it is estimated that each day theproject is delayed beyond 5 years, it would cost the SPV ` 14.0 lakhs due to inflationand loss of revenues alone. This should bring home to everyone the importance offinishing the project in time.

17.16 WAY FORWARD:

17.16.1 We would suggest the following actions to take the project forward for its earlycompletion.

1) The State Government should approve this Detailed Project Report, issueAdministrative Sanction to this Project without delay and authorize works to becommenced without waiting for Govt. of India to get on board.

2) Since the population of the urban agglomeration of Thiruvananthapuram is morethan 1 million, the city is now eligible for approaching the MoUD for a Metro Project.For getting equity participation of Government of India, a comprehensive MobilityPlan of the city is required. Government of Kerala have entrusted NationalTransportation Planning and Research Centre (NATPAC) for the preparation of thesame for the city of Thiruvananthapuram. This should be completed early and thereport submitted to the Ministry of Urban Development (MoUD), Government ofIndia, without delay for clearance of the Central partnership

3) The State Government should forward copies of this DPR to Ministry of UrbanDevelopment, Government of India, Ministry of Railways, Government of India andMinistry of Finance, Government of India to approve the project and agree to be anequal partner for the implementation on DMRC pattern.

a) State Government may re-register the present KMCL as KRT Limited andentrust the responsibility of the project to this body.

b) Ensuring timely availability of funds is very important not only for the speedyexecution of the project but also for reducing its cost.

c) An appropriate lending agency to cover the debt component of the project hasto be in position early. Department of Economic Affairs, Government of India,should be approached for this purpose immediately. Alternately, a consortium oflocal banks can cover the loan requirements.

d) The project should be brought under the legal cover of Delhi Metro Railway Act.

e) All construction activities infringing the alignment including projects which havealready been given clearance shall be frozen to avoid infructuous expenditure.



4) Government should set up an empowered Committee of Secretaries under theChairmanship of the Chief Secretary to monitor the land acquisition work on afortnightly basis and also for interdepartmental coordination.

In addition, Government should also set up a Group of Ministers to monitor the

project and accord all necessary sanctions at Cabinet level.

*****

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