Executive Summary

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Executive Summary EXECUTIVE SUMMARY 0.1 INTRODUCTION Pune is well known as the ‘Queen of Deccan’ due to its scenic beauty and rich natural resources. Besides, it is famous for its religious and historical places. Pune city is known in the world map because of its educational, research and development institutions. The district also has an importance as an important military base. Pune is the most industrialized district in western Maharashtra and a famous IT hub in the country. Pune exemplifies an indigenous Marathi culture and ethos, in which education, arts & crafts and theaters are given due prominence. Pune is the cultural capital of Maharashtra. It is the birth place of the poet-saint Tukaram. It is the home of great freedom fighters like Bal Gangadhar Tilak, Agarkar and Gopal Krishna Gokhale. Jayant Narlikar, the famous contemporary scientist is from Pune. Location - Pune district is located between 17 0 54’ and 10 0 24’ North Latitude and 73 019 and 75 0 10’ East Longitude. The district is bound by Ahmadnagar district on the north-east, Solapur district on the south-east, Satara district on south, Raigad district on the west and Thane district on the north-west. Pune district forms a part of the tropical monsoon land and therefore shows a significant seasonal variation in temperature as well as rainfall conditions. Climate of the western region of Pune is cool whereas the eastern part is hot and dry. Road Network Pune district is well connected with the state capital and surrounding headquarters through road and rail linkages. The road network consists of Express Highways. National Highways, State Highways and Major District Roads. The district has total length of 13,642 km of roads. Following National Highways pass through the district : DETAILED PROJECT REPORT FOR PUNE METRO May 2009 1/36 EXECUTIVE SUMMARY 1. National Highway No. 4 (Mumbai-Bangalore) 2. National Highway No. 9 (Pune-Solapur-Hyderabad) 3. National Highway No. 50 (Pune-Nashik). Rail Network The district has a total rail network of 311 km. Pune and Daund are the two major junction stations. Following are the three main railway routes pass through the district : 1. Mumbai-Pune-Solapur 2. Pune-Miraj 3. Daund-Baramti. Air Route Pune is well connected through domestic airlines with the entire country.The airport located at Lohgaon has recently acquired status of an international airport. Also it is proposed to develop an international air-cargo hub near Khed Tahsil of the district. Study Area The study area has been taken as the area comprising the present Pune Corporation (PMC), Pimpri Chinchwad Municipal Corporation (PCMC) and both the cantonment areas namely Pune and Khadki. The zoning system of the study area comprise of 53 zones in the PMC area and 38 zones in PCMC area. Pune and Khadki cantonments have been considered as two zones. In addition to 91 internal zones, 13 external zones are considered. Demographic Profile The total population of the study area in 2001 was 35.6 lakhs. The decadal growth in PCMC area is almost 100% in the past 3 decades. PMC area has registered an average decadal growth of around 35% and a decline in population is observed in both the cantonments. The estimated population figures of study area for the base year 2008, and the horizon years are given in table 0.1 DETAILED PROJECT REPORT FOR PUNE METRO May 2009 2/36 EXECUTIVE SUMMARY Table 0.1 Estimated Population in Different Areas of Study Area Region 2008 2011 2021 2031 PMC 3372919 3756345 4807868 5443642 PCMC 1446142 1591873 1915320 2106123 Pune Cantonment 83046 84292 88603 93134 Khadki Cantonment 80232 81435 85600 89977 TOTAL 4982339 5513945 6897391 7732876 0.2 TRAFFIC DEMAND FORECAST The 4-stage traffic model has been adopted to carry out transport demand forecast. This comprises trip generation, trip distribution, modal split and trip assignment To select the right corridors for Pune Metro, different possible options were tried. Based on the expected ridership the two Corridors namely 1. PCMC - Swargate Corridor for a length of 16.59 kms with 15 stations and 2. Vanaz - Ramvadi Corridor for a length of 14.93 kms with 15 stations have been selected. The key plan showing the above to corridors is put up at annexure 0.1 Peak Hour Peak Direction Traffic Demands (PHPDT) for Pune Metro Corridor-1 & Corridor-2 for the year 2011, 2021 and 2031 for the purpose of planning are indicated in the Table 0.2. TABLE 0.2 Peak Hour Peak Direction Traffic (PHPDT) Demand Corridors 2011 2021 2031 Optimistic Most Optimistic Most Optimistic Most likely likely likely Corridor -1: 19183 18110 19699 18961 23387 20035 PCMC - Swargate Corridor -2 : 10048 5817 13611 8519 22414 10982 Vanaz - Ramvadi Expected Daily Ridership for Pune Metro Corridor-1 & Corridor-2 for the year 2011, 2021 and 2031 are indicated in the Table 0.3 DETAILED PROJECT REPORT FOR PUNE METRO May 2009 3/36 EXECUTIVE SUMMARY Table 0.3 Daily Ridership on Pune Metro for Horizon years Corridors 2011 2021 2031 Optimistic Most Optimistic Most Optimist Most likely likely ic likely Corridor -1: 480860 348387 532281 397228 613442 443849 PCMC - Swargate Corridor -2 : 289813 136309 477399 212020 592168 290515 Vanaz - Ramvadi 0.3 NEED FOR METRO Public Transport System is an efficient user of space and with reduced level of air and noise pollution. As the population of a city grows, share of public transport, whether road or rail-based, should increase. Experience has shown that, in cities like Pune where roads do not have adequate width and which cater to mixed traffic conditions comprising slow and fast moving vehicles, road transport can optimally carry 8,000 persons per hour per direction (phpdt). When traffic density increases beyond this level, average speed of vehicles comes down, journey time increases, air population goes up and commuters are put to increased level, of inconvenience. Thus when on a corridor, traffic density during peak hours crosses this figure, provision of rail-based mass transport, i.e. Metro system should be considered. x ADVANTAGES OF METRO SYSTEM ¾ Requires 1/5 th energy per passenger km compared to road-based system. ¾ Causes no air pollution in the city. ¾ Causes lesser noise level ¾ Occupies no road space, if underground and only about 2 metres width of the road, if elevated. ¾ Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor cars (either way), if it is a light capacity system. ¾ Is more reliable, comfortable and safer than road based system ¾ Reduces journey time by anything between 50% and 75% depending on road conditions. DETAILED PROJECT REPORT FOR PUNE METRO May 2009 4/36 EXECUTIVE SUMMARY 0.4 SYSTEM SELECTION A. PERMANENT WAY x CHOICE OF GAUGE Standard Gauge (1435mm) is invariably used for metro railways world over due to its inherent advantages. During the last decade, 20 new metros have been constructed in various cities of the world. All these metros have gone in for Standard Gauge even though the national gauge for mainline railways in some of these countries was different from Standard Gauge. In India the national gauge is Broad Gauge (1676mm). Reasons for selection of Standard gauge are described in the Report. x TRACK STRUCTURE Track on Metro Systems is subjected to intensive usage with very little time for day-to-day maintenance. Thus it is imperative that the track structure selected for Metro Systems should be long lasting and should require minimum or no maintenance and at the same time, ensure highest level of safety, reliability and comfort, with minimum noise and vibrations. Ballastless track with continuous welded head-hardened rails has been proposed as mainline track in elevated and underground stretches. However for at-grade section and at depot the track structure shall be ballasted. B. TRACTION SYSTEM Keeping in view the ultimate traffic requirements, standardization, and other techno-economic considerations, 25 kV ac Over Head Electrification(OHE) traction system is proposed for adoption on Pune Metro System. C. SIGNALING AND TRAIN CONTROL Metro carries large number of passengers at a very close headway requiring a very high level of safety enforcement and reliability. At the same time heavy investment in infrastructure and rolling stock necessitates optimization of its capacity to provide the best services to the public. These requirements of the metro are planned to be achieved by adopting ATP (Automatic Train Protection) and ATS (Automatic Train Supervision) signaling systems. Automatic Train Operation (ATO) will be added in future. DETAILED PROJECT REPORT FOR PUNE METRO May 2009 5/36 EXECUTIVE SUMMARY D. TELECOMMUNICATION The telecommunication system acts as the communication backbone for Signaling systems and other systems such as SCADA, AFC, etc and provides telecommunication services to meet operational and administrative requirements of metro network. The telecommunication facilities proposed are helpful in meeting the requirements for 1. Supplementing the Signaling system for efficient train operation. 2. Exchange of managerial information 3. Crisis management during emergencies 4. Passenger information system The proposed telecom system will cater to the following requirements: • Train Traffic Control • Assistance to Train Traffic Control • Maintenance Control • Emergency Control • Station to station dedicated communication • Telephone Exchange • Passenger Announcement System and Passenger Information and Display System within the station and from Central Control to each station. • Centralized Clock System • Train Destination Indicator • Instant on line Radio Communication between Central Control and Moving trains and maintenance personnel. • Data Channels for Signaling, SCADA, Automatic Fare Collection, etc. DETAILED PROJECT REPORT FOR PUNE METRO May 2009 6/36 EXECUTIVE SUMMARY E. AUTOMATIC FARE COLLECTION Mass Rapid Transit Systems handle large number of passengers. Ticket issue and fare collection play a vital role in the efficient and proper operation of the system.
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