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Executive Summary Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY 0.1 BACKGROUND Varanasi is the fifth most populous city in the state of Uttar Pradesh and it is often referred to as "the holy city of India" or “the religious capital of India". Varanasi is well connected by road, rail and air with other parts of the country. The city is surrounded by Jaunpur and Azamgarh in north, Bhadoi and Allahabad in west, Mirzapur and Robertsganj in south & Mughal Sarai and Ghazipur in east. Varanasi is a tourist centre with ghats, temples, educational and archaeological sites as main attractions. Varanasi is a UNESCO declared heritage city attracting sizable number of tourist from across the world each year. The city also has a strong cantonment base along with Diesel Locomotive Works (DLW) and Bharat Heavy Electrical Ltd. (BHEL) as major industrial units. As per the National Urban Transport Policy (NUTP), Comprehensive Mobility Plan (CMP) for Varanasi was prepared in 2009 which lays out a set of measured steps that are designed to improve transportation scenario in the city in a sustainable manner. The CMP proposes a total of 57.5 km length of rail based mass rapid transit system (MRTS) network in Varanasi. 25.9 km of the proposed network was to be completed in Phase II (2015 – 2019) and the remaining network to be completed in Phase III (2020 – 2029) of implementation programme. The State Government has now decided to introduce an efficient, safe and high capacity rail based transport system in Varanasi. RITES Ltd. has been engaged to prepare Detailed Project report (DPR) of Rail Based Mass Rapid Transit System (MRTS). The study area for the assignment is boundary of Varanasi Urban Agglomeration or the administrative boundary of Varanasi Development Authority (VDA) for which the Master Plan 2031 has been prepared. The study area expands over 260 SqKm and includes Varanasi Municipal Area, Varanasi Cantonment Board, Manduadih Railway Settlement, Phulwaria, Shivdaspur and Kandwa. (Figure 0.1) 0.2 FUTURE GROWTH AND TRANSPORT DEMAND FORECAST The Master Plan for Varanasi 2031 outlines the likely growth in various parts of the study area. The projected population, employment and student enrolment in the years 2021, 2031 and 2041 is presented in the Table 0.1. February, 2016 Page 0‐1 Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY FIGURE 0.1:STUDY AREA ‐ VARANASI DEVELOPMENT AUTHORITY AREA February, 2016 Page 0‐2 Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY TABLE 0.1: LANDUSE PARAMETERS SN Parameters 2015 2021 2031 2041 1 Population (Lakh) 20.6 25.7 31.4 33.6 2 Employment (Lakh) 5.8 7.6 9.8 12.0 3 School Enrolment (Lakh) 4.9 6.2 7.6 9.0 A number of traffic & travel surveys were conducted to appreciate and quantify the traffic and transport characteristics of commuter travel within the Study Area. This data analysis has helped us in accessing existing traffic characteristics and developing the Travel Demand Model. Comprehensive field surveys and house hold survey were carried out within the study area and are listed as under: i. Road Network Inventory Surveys ii. Speed & Delay Surveys iii. Classified Traffic Volume Count Surveys (Mid‐blocks / Screen lines, Intersections & Outer Cordons) iv. Origin‐Destination Surveys at Outer Cordon Locations v. Terminal Passenger (in + out counts) & OD Surveys including Opinion and Willingness to Pay Survey at Bus, Rail Terminals and Airport vi. Bus stops/Auto Stand/IPT Surveys (boarding + alighting + OD) including Opinion and Willingness to Pay Survey vii. Pedestrian Movement Counts viii. Parking Surveys ix. Household Interview Surveys x. Work Centre Surveys Based on extensive traffic surveys, CMP proposals, Master Plan 2031 and extensive consultation with all Stake holders following two priority corridors were identified. A four stage travel demand model has been developed for transport demand forecasting. The daily ridership is shown in the Table 0.2. Total Daily ridership on the Phase‐I metro corridors for the years 2021, 2031 and 2041 is expected to be 5.1 Lakh, 6.7 Lakh and 9.2 Lakh passengers respectively. February, 2016 Page 0‐3 Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY TABLE 0.2: RIDERSHIPON PHASE‐I METRO CORRIDORS Corridor Year Daily Trips (Lakh) 2021 3.2 BHU to BHEL 2031 4.2 2041 5.9 2021 1.9 BeniaBagh to Sarnath 2031 2.5 2041 3.2 The peak hour station boarding and alighting on Phase‐I metro corridors are presented in Table 0.3. TABLE 0.3: STATION LOADS ON PHASE‐I METRO CORRIDORS Peak Hour 2021* Peak Hour 2031* Peak Hour 2041* Station Boarding Alighting Boarding Alighting Boarding Alighting Corridor 1: BHU to BHEL BHU 5000 4600 8100 5200 12800 12100 TulsiManasMandir 600 1600 800 1700 800 1800 Ratnakar Park 1700 1300 2300 1400 2500 1700 Kali Bari 1100 1100 1600 1700 2200 2500 Kashi Vishwanath 2200 2300 2500 2500 2800 2800 BeniaBagh 11600 12300 15200 16600 17400 17600 Rathyatra Chowk 1800 1700 2100 2000 5000 3200 Kashi Vidyapeeth 9100 6700 10000 11300 14300 11500 Varanasi Junction 9000 8900 12700 10100 13200 13500 Nadesar 1000 2100 1100 2900 1400 3700 Collectorate 1400 2000 3200 2500 3800 4800 Bhojubeer 1400 1200 1900 3000 5100 5300 Gilat Bazar 1600 1600 1900 1900 2100 2200 Sangam Colony 1100 1000 1300 1100 1400 1200 Shivpur 800 800 900 1000 1000 1100 Tarna 1400 1800 1600 2200 1900 2700 BHEL 2100 2100 2600 2600 3300 3300 Corridor 2: BeniaBagh to Sarnath (Akashwani) Beniabagh 11600 11100 15700 14600 16400 16500 Kotwali 2500 2900 2700 3400 3000 3500 Machodari Park 3200 3300 3500 3600 3900 4000 Kashi Depot 3800 4700 5000 6300 6400 6500 Jalalipura 600 500 700 600 1600 1500 PanchKoshiChauraha 500 500 600 600 800 700 AshapurChauraha 5500 4700 6400 5700 7600 6700 Havelia 900 1200 1100 1500 1400 1900 Sarnath 2300 2100 3400 3100 3900 3600 * Two way boardings/alightings February, 2016 Page 0‐4 Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY The peak hour design ridership on Phase‐I metro corridors are presented in Table 0.4. TABLE 0.4: DESIGN SECTION LOAD ON PHASE‐I METRO CORRIDORS Corridor Corridor details Design PHPDT No. 2021 2031 2041 Design 1 BHU to BHEL 13000 15500 20000 24000 2 Beniabagh to Sarnath 10000 13500 15500 18000 Metro ridership increases gradually and the 2023 ridership is taken same as that of the year 2021 for the design purpose. 0.3 SYSTEM DESIGN 0.3.1 Permanent way Gauge The options available for P‐way Gauge are – Broad Gauge (1676mm), Standard Gauge (1435mm), Meter Gauge (1000mm). Standard Gauge (1435mm) is being used worldwide for metro railways with modern state of the art technology. Standard Gauge permits sharper curves (120m), which is advantageous for metro alignment in urban scenario. It also results in minimized property demolition / acquisition. The Land requirement for the maintenance depots, where a large number of lines are connected together, is also lower in Standard Gauge. Standard Gauge rolling stock results in recurring saving in energy consumption during operation as for the same passenger carrying capacity, gross weight of a metro coach is lower than for the Broad Gauge. As the metro rail alignment will pass through built‐up areas / stretches and in view of the advantages offered by Standard Gauge, it is proposed to adopt Standard Gauge (1435mm). Rail Section and Grade For main lines, 60KG UIC HH rails of grade 1080 are proposed. For other than main lines and Depot lines, 60 kg rails of grade 880 (without Head hardening) are proposed. These rails are being manufactured indigenously. The rails for main lines and depot lines should also conform to the technical specifications laid down by Indian Railways in IRS‐T‐ 12‐2009. February, 2016 Page 0‐5 Detailed Project Report for Rail Based Mass Transit System in Varanasi Final Report EXECUTIVE SUMMARY The rails should have cant of 1 in 20 and wheel profile of rolling stock should be compatible with rail profile. Formation Ballast less track is proposed for elevated and underground stretches. At Depot, following track structure is proposed to serve specific usage:‐ Ballast less for Washing Line Steel pedestal for inspection lines Embedded Rail type inside Workshop Conventional Ballasted track for Stabling and other line Fastening System for Ballasted Track In Feb. 2015, Govt. of India, Ministry of Railways, has issued “Procedure for Safety certification and Technical clearance of Metro System”. Part‐A, Annexure C‐2 of the said document covers “Performance criteria of fastening system for ballastless track on Metro Railways/MRTS System”. Ministry of Railways has already approved certain fastening systems complying the requisite performance criteria. Further, scope for introduction of “new fastening system” has been made available (for those not approved by Ministry of Railways) with the proviso thatthe details of such fastening systems shall be made available to Ministry of Railways (MoR) and the same will be kept under observation by MoR for a period of two years under service conditions in association with Metro Railways/MRTS system. Turnouts and Scissor Crossover From considerations of maintainability and riding comfort, it is proposed to lay following two types of turnouts: On main lines, 1 in 9 type turnout with a lead radius of 300 m and speed potential on divergent track as 45 km/h. However, at BeniaBagh station, due to space constraint, 1:7 crossovers have been proposed with lead radius of 140m and speed potential on divergent track as 25km/h.
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