Preparatory Survey on the Urban Railway Project

Final Report in Pune City

Chapter 5 Policy for the Development Plan of the urban railway

from the central of Pune to Hinjawadi IT park

5.1 Policy for the Development Plan

5.1.1 Conditions to be Considered

Here, we will set the basic conditions of the railway plan that will be considered in 5.1.2.

1) Basic conditions for designing the alignment of the railway

(1) Horizontal alignment

Horizontal alignment will be designed based on the following basic conditions.

(a) Elevated section: Trains should basically run through public road sites

(b) At-grade section: Trains should basically run through public road sites

(c) Radius of the curve: At least 20m, preferably 40m or more

(2) Surface level of the track

Surface level of the track will be set based on the following basic directions.

(a) Elevated stations with road traffic running underneath:

Height will be basically 13.5m or higher measured from the road surface level taking into
account the structure gauge (i.e. 5.5m or higher), girder height, clearance between floor level
and ceiling at concourse, and structurally appropriate height of track structure.

(b) Elevated part:

Height will be basically 8.5m or higher measured from the road surface level taking into
account the structure gauge (i.e. 5.5m or higher), girder height, and structurally appropriate
height of track structure.

(c) At-grade part:

It will be basically road surface level. However, necessary modifications will be made to
avoid steep slopes at at-grade stations.

(3) Vertical alignment

Vertical alignment will be designed based on the following basic directions.

(a) Vertical gradient: 70‰ or lower, preferably 50‰ or lower

(b) Vertical alignment at elevated areas between stations

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While we have set in (2) (b) above the height of elevated parts to be 8.5m or greater above the road
surface level, it will be kept at a higher level if it is considered preferable to do so in between
stations.

2) Basic directions for selecting railway structure (elevated, at-grade and under-ground areas)

Railway structure (elevated, at-grade and under-ground area) will be selected based on the
following basic directions.

 Adopt a structure that can reduce construction cost to the extent possible
 Avoid purchasing land to the extent possible by constructing basically on public land and
thereby avoid the delay, cancellation, and revision of the plan of the project
 In order to minimize the impact on road traffic, basically avoid at grade intersections with
major roads and secure two lanes each way

3) Exclusive use of the railway, and conditions for using it in combination with road traffic

The following direction will be applied with regards to whether to use the railway exclusively or in
combination with road traffic.

 In order to ensure safety and manage the operation soundly, the railway will be used
exclusively, setting up fences in at-grade sections

4) Railway operation in at-grade sections

Railway operation in at-grade sections will be carried out based on the following directions.

 Taking into account passenger accessibility, the level of impact stations have on road traffic,
and the operational plan of BRT as well as some other factors, railway operation will
basically take place at each side of the roads with traveling directions consistent with the
road traffic
 Railway operation should not interfere with road traffic running in a straight line

5.1.2 Railway Plan

1) Present and future road planning

In this study, we have surveyed the area where the planned LRT railway lines are to be developed,
namely, a 15km area stretching from around Sancheti Hospital of Pune City to Shivaji Chowk
which is the entrance to Hinjawadi IT Park. Nevertheless, since the objective of the technical survey
was to understand the basic alignment and railway structures and to estimate the general project cost,
it was not an in-depth survey. The survey area on both sides of the road was generally up to the
public and private border and was a cross-section and horizontal survey every 100m. Please refer to
the survey drawing shown in 5.1.2 7). Furthermore, since then the railway plan only covered an
approximately 15km area up to the entrance to Hinjawadi IT Park, measurement within the IT Park

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had not been carried out and consideration would be made based on existing documents and satellite
images available on the Internet.

The road situation within the PMC is: narrow and complex in the area from the starting point (i.e.
JM Temple) to Pune University with a major trunk road with heavy traffic and three flyovers; and a
simple layout for a while without any major intersections until after past Pune University. Road
work is taking place within PCMC, with some sections already completed, to widen the road to 45m
so that a BRT can run. A four-lane road (two lanes each way) with a relatively undulating surface
runs within Hinjawadi IT Park. The situation of the existing roads on the planned LRT route and
their road widening plans are shown in Table 5.1.1.

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Table 5.1.1 Existing Roads on the Planned LRT Route and Road Widening Plans
Planned Composition of Road
Administrative Current Composition of Road Width
Width
Sr. Section Category under
No. (survey km post) Jurisdiction Traveling Traveling
Composition of Road Composition of
Direction of Direction of
Width Road Width
Traffic Traffic
1 0+000 – 0+600 One-way Four lanes
2 200.000 – One-way Two right turn lanes; Two
520.000 straight lanes;
Two left turn lanes
3 520.000 – Two-way Three lanes one way
840.000
4 840.000 – Two-way Two lanes one way
1250.000 at-grade;
Two lanes one way
flyover
5 1250.000 – Two-way Three lanes one way
2230.000
6 2230.000 – Two-way Two lanes one way
2580.000 at-grade; at-grade;
one-way flyover Two lanes on flyover
7 2580.000 – Two-way Two lanes one way
2920.000 at-grade; at-grade;
PMC one-way flyover Two lanes flyover (one
lane at-grade around
2600.000)
8 2920.000 – Two-way Two lanes one way
3100.000 at-grade; at-grade;
one-way Four lanes flyover
flyover
9 3100.000 – Two-way Two lanes one way
3370.000 at-grade; at-grade;
one-way flyover Two lanes flyover
10 3370.000 – Two-way Two lanes one way +
5600.000 Two side ways one way
11 5600.000 – Two-way Two lanes one way
5850.000
12 5850.000 – Two-way Two lanes one way
6450.000
13 6450.000 – Two-way Two lanes one way (river
6650.000 bridge)
14 6650.000 – Two-way Road widening taking Two-way BRT at center of
9700.000 place to a 45m road the road;
45m-long, three
lane one way
road
15 9700.000 – Two-way One lane one way
10250.000
16 10250.000 – PCMC Two-way Two lanes one way
11050.000
17 11050.000 – Two-way Road widening taking Two-way BRT at center of
12900.000 place to a 45m road the road;
45m-long, three
lane one way
road
18 12900.000 – Two-way One lane one way
13570.000 (flyover)
19 13570.000 – Two-way Two lanes one way Two-way Road widening
14220.000 plan exists
20 14220.000 – Two-way Three lanes one way
14900.000 MIDC
21 14900.000 – Two-way Two lanes one way Two-way Road widening
15300.000 plan exists
22 15300.000 - Two-way Two lanes one way

Source: JICA Study Team

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2) Selecting railway structure (elevated, at-grade and under-ground areas)

The railway structure will be selected based on the basic directions stipulated in 5.1.1 and in
consideration of the situation of the roads in each section shown in (1) above. Rocks are found
approximately 5-6m below ground (please refer to 5.2.1) on the subject land for the LRT project.
Considering the conformational structure including that of roads, an elevated structure will be
adopted as opposed to an underground structure which heightens the construction cost considerably.
Results of the study on railway structure in each section are shown in Table 5.1.2.

Table 5.1.2 Railway Structure of Each LRT Section

Administrative Railway
Sr. Section
Category under Structure of Reason for Selection
No. (survey km post)
Jurisdiction LRT
1 Elevated Since there is a major intersection. Also, it will interfere with
road traffic running in a straight line when built at-grade
2 200.000 – Elevated Since there exists a major intersection of 520.000. Also,
520.000 two lanes cannot be secured when made at-grade.
3 520.000 – Elevated Since the sections before and after haves to be an
840.000 overpass, by alignment, it is impossible to make it at-grade.
4 840.000 – Elevated Since there exists a major intersection of 1080.000. Also,
1250.000 two lanes cannot be secured when made at-grade.
5 1250.000 – Elevated Since the sections before and after have to be an
2230.000 overpass, by alignment, there is no merit in making it
at-grade.
6 2230.000 – Elevated Since there exists a major intersection of 2450.000. Also,
2580.000 two lanes cannot be secured when made at-grade.
7 2580.000 – Elevated Since there exists a major intersection of 2900.000. Also,
2920.000 two lanes cannot be secured when made at-grade.
8 2920.000 – Elevated Two lanes cannot be secured when made at-grade.
3100.000
9 3100.000 – Elevated Since there exists a major intersection of 3150.000. Also,
3370.000 two lanes cannot be secured when made at-grade.
10 3370.000 – At-grade Since two lanes can be secured each way after clearing
5600.000 vegetation along the street when made at-grade.
11 5600.000 – Elevated Since there exist major intersections of 5780.000 and
5850.000 5820.000. Also, two lanes cannot be secured when made
at-grade.
12 5850.000 – Elevated Since two lanes cannot be secured and access to the road
6450.000 side will be cut if made at-grade.
13 6450.000 – Elevated It is necessary to build a bridge exclusively for LRT.
6650.000
14 6650.000 – Elevated; Since there exist major intersections of 7080.000,
9700.000 At-grade 7190000, and 7450.000, it will be an overpass up to, and
at-grade after, 7700.000.
15 9700.000 – Elevated Current road is one way each way and yet difficult to be
10250.000 widened since they are located in a Defense Area.
16 10250.000 – PCMC Elevated Since it is a road of two lanes each way located in an area
11050.000 lined with stores.
17 11050.000 – At-grade Since it is a 45m road with BRT and at-grade operation is
12900.000 possible.
18 12900.000 – Elevated Since it intersects with NH-4. at-grade operation is
13570.000 impossible.
19 13570.000 – Elevated It is a highly congested section with a main road leading to
14220.000 the IT Park. At-grade operation is inappropriate.
20 14220.000 – Elevated It is a highly congested section with a main road leading to
14900.000 the IT Park. At-grade operation is inappropriate.
21 14900.000 – MIDC Elevated It is a highly congested section with a main road leading to
15300.000 the IT Park. At-grade operation is inappropriate.
22 15300.000 - Elevated or It is a two-lane-one-way road located within the IT Park so
At-grade Elevated is preferable to secure the existing road. Yet
at-grade operation will also be considered as an
alternative.
Source: JICA Study Team

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3) Selecting station locations

In determining the location of stations, the following points will be taken into account, in particular
from the viewpoint of passenger demand and convenience.

 Connection with planned metro stations

 Connection with bus terminals
 Connection with planned BRT bus stations
 Location of existing bus stations as a reference
 Connection with major organizations, residential areas, shopping centers and others

In consideration of the points above, preferable locations of the stations were identified as shown in
Table 5.1.3.
Table 5.1.3 Location of Stations
Name of Stations Structure of
ID km posts Area Function of Stations
(tentative) Stations
St. 1 JM Temple 0KM250M PMC Elevated Connection with Metro lines 1 and 2
St. 2 Sivaji Nagar 0KM590M Elevated Connection with bus terminals/national
railway stations
St. 3 Police Ground 1KM000M Elevated Connection with surrounding housing
and schools
St. 4 Pune Central 1KM800M Elevated Connection with shopping centers
St. 5 E-Square 2KM300M Elevated Connection with shopping centers
St. 6 Pune University 3KM720M At-grade Connection with Pune University
St. 7 Armament Colony 4KM250M At-grade Connection with residential areas
St. 8 PWD Office 5KM000M At-grade Connection with PWD Office
St. 9 Aundh District Office 5KM550M Elevated Connection with Aundh District Office
St. 10 Octroi Naka 6KM350M Elevated Connection with surrounding housing
and stores
St. 11 State Hospital 7KM650M PCMC Elevated Connection with hospitals and BRT
St. 12 Pimple Nilakh 8KM655M At-grade Connection with Pimple Nilakh House
and BRT
St. 13 Wakad Road Mall 10KM600M Elevated Connection with surrounding housing
and stores
St. 14 Wakad Chowk 1 11KM490M At-grade Connection with surrounding housing,
stores, and BRT
St. 15 Wakad Chowk 2 12KM800M Elevated Connection with surrounding housing,
stores, and BRT
St. 16 Hinjawadi Road Shopping 14KM700M MIDC Elevated Connection with local shopping areas
Mall
St. 17 Shivaji Chowk 15KM450M Elevated Connection with the area near IT Park
entrance
St. 18 TATA Jhonson 16KM900M Elevated Connection with rail yard
redevelopment area
St.19 Wipro Circle 17KM600M Elevated Connection with IT companies

St. 20 Infosys Circle Phase 2 18KM700M Elevated Connection with IT companies

St. 21 Mahindra Tech Phase 3 21KM600M Elevated or Connection with IT companies
at-grade
Source: JICA Study Team

Connection with BRT is shown in Figure 5.1.1. Railway structure selected through the study above
and location of the stations are shown in Figure 5.1.2. For the section from St.20 to St.21, two
options, namely, elevated and at-grade, will be proposed.

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PCMC

St. 15: Wakad Chowk 2 BRT

(12KM800) BRT
St. 13: Doctors Colny
(10KM600)
St. 16: Hinjawad Road Shopping Mall
(14KM700) St. 14: Wakad Chowk 1
St. 12: Pimple Nilakh
(11KM490)
(8KM655)

St. 11: State Hospital

NH-4 (7KM650)

St. 10: Octroi Naka

Mula River (6KM350)

St. 9: AundhDistrict Office

(5KM550)
Interchange Stations bwtween LRT and BRT St. 8: PWD Office
(5KM000)

Figure 5.1.1 Connection with BRT

Source: JICA Study Team

MIDC PCMC PMC

St. 19
(17KM600) St. 18
(16KM900) St. 17
St. 15 St. 13
(15KM450)
St. 20 (12KM800) (10KM600)
(18KM700)

Depot St. 16
(14KM700) St. 14
St. 12
(11KM490)
(8KM655)

St. 11
St. 21
NH-4 (7KM650)
(21KM600)

St. 10
(6KM350)
Mula River
St. 9
(5KM550)
St. 8
(5KM000)
St. 7
(4KM250)

St. 6
(3KM720)
St. 5
(2KM300)
St. 4
Legend (1KM800)
St. 2
: Station (0KM590)
: Elevated Structure (Viaduct) St. 3
(1KM000)
: At-grade Structure St. 1
: Depot (0KM250)
ahindaraTechPhase

St.20 InfosysCirclePhase2

olony
all
k2

k1

niversity
TATAJohnson

round
akadRoadM
k

ilakh
oad

AundhDistrict
ospital
how

entral
aka

ffice

agar
ircle

all

ple
akadChow

akadChow

E-Square
ShoppingM

ent C
adi R

JMTem
ffice
ctroi N
pleN
Shivaji C

DO

Sivaji N
ipoC

PoliceG
PuneC
StateH
3

PuneU
injaw

am
PW
Pim
W

St.7 Arm
H

St.15 W

St.14 W

St.13 W
M

St.10
St.21

St.19

St.18

St.17

St.16

St.12

St.11

St.6

St.5

St.4

St.2
St.9

St.8

St.3

St.1

RL = 8.5 - 13.5 m RL = 13.5 m RL = 11.5 - 13.5 m RL = 8.5 - 13.5 m

Depot NH-4
Mula River

Figure 5.1.2 Railway Structure and Locations of Stations

Source: JICA Study Team

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4) Selecting spatial alignment

Taking into account the situation along the road, traffic volume, and others, patterns as shown in
Table 5.1.4 are considered for the spatial alignment of the at-grade LRT.

Table 5.1.4 Spatial Alignment for At-grade LRT Operation

Alignment at Road Center Alignment at Both Sides of Road Alignment at One Side of Road
Spatial
Alignm LRT LRT LRT LRT

ent of LRT LRT

the 歩道 軌道敷 車道 軌道敷 歩道 歩道 車道 歩道 軌道敷 歩道

Railway 歩道 車道 軌道敷 車道 歩道

In this case, the railway is aligned In this case, the railway is aligned In this case, the railway is located
at the center of the road. It can at both sides of the road. One at the one side of the roadway. It
minimize the impact on ordinary merit of this pattern is that users can minimize congestion with
buses running parallel to the LRT do not need to cross the roads, automobiles but requires
and also prevent pedestrians allowing them to more easily reallocation of road space.
from entering the railway access facilities along the track.
Charact because it is far from the On the other hand, it also allows
eristics walkway. On the other hand, pedestrians to easily walk into
stations ought to be set at the the railway, renders LRTs
center and passengers need to running in different directions to
cross the road to reach the be far apart, and requires
station. At intersections, there will reconsideration of the location of
be congestion with right-turning ordinary bus stations.
automobiles.
Source: JICA Study Team

Not restricted to the results of the study in 5.1.2 2), where the following sections were selected to be
at-grade: one section within PMC; two sections within PCMC; and the section from St.20 to St.21
within Hinjawadi IT Park, the best spatial alignment will be identified for each section taking into
account the characteristics of each LRT alignment as shown in the table above.

(1) Spatial Alignment within PMC

The proposed at-grade sections within the PMC are the area from Pune University with km posts of
36000.000-5100.000 to that before reaching the intersection of Aundh District Office. This section
is a two-lane one way road with a road width of approximately 34m. By clearing some parts of the
boulevard trees covering the roadway, the spatial area for the LRT as well as the present two-lane
one way road can be secured. The railway is considered preferable to be aligned at both sides/ways
of the road taking into account: accessibility from facilities along the railway; alignment of the road
at the station under the ‘Alignment at Road Center’ option; relocation of street lamps in the dividing
strip; and others. The railway spatial alignment in this section is shown in Figure 5.1.3 and 5.1.4.

(2) Spatial Alignment within PCMC

The two at-grade sections are 45m-width roads with a BRT operational plan, namely, section of km
posts of 8100.000-9300.000 and that of 11400.000-12300.000. Spatial alignment of the 45m road is
shown in Figure 5.1.7. PCMC has agreed on using one lane per direction, two lanes in total, as the
spatial alignment of the LRT. Nevertheless, it is considered preferable that spatial alignment of the
LRT be at the center of the road as BRT, which is also planned to be centrally-aligned, taking into

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account that the LRT is going to be developed after BRT. By doing so, it can avoid significant
modifications to the road and BRT lane and can avoid curved alignment at the station. Figures of
the spatial alignment of a 45m road are shown in Figure 5.1.5 and 5.1.6.

(3) Spatial Alignment within Hinjawadi IT Park

At-grade operation is also considered as an alternative for the section from St.20 to St.21 within
Hinjawadi IT Park. Alignment at one side of the road is considered preferable in this case for this
section taking into account the situation where there is a roundabout but no major intersection and
returning of the LRT at the final stop.
34,000

3,000 2,900 1,375 1,725 3,500 3,500 2,000 3,500 3,500 1,725 1,375 2,900 3,000

Platform Carriage Carriage Platform Footpath

Footpath Carriage Carriage

300
1,435
19,450

Figure 5.1.3 Spatial Alignment of the LRT at Station within PMC

(area of at-grade operation)
Source: JICA Study Team

34,000

3,000 1,725 1,725 2,550 3,500 3,500 2,000 3,500 3,500 2,550 1,725 1,725 3,000

Footpath Carriage Carriage Carriage Carriage Footpath

1,435
24,550

Figure 5.1.4 Spatial Alignment of the LRT in between Stations within PMC
(area of at-grade operation)
Source: JICA Study Team
45,000

LRT LRT

7,000 7,000
BRT BRT
4,000 2,900 1,375 1,725 3,500 3,500 11,000 3,500 3,500 1,725 1,375 2,900 4,000

Platform Platform
Footpath & Cycle Carriage Carriage Carriage Carriage Footpath & Cycle

300
1,435
28,450

Figure 5.1.5 Spatial Alignment of the LRT at Station within PCMC

(area of at-grade operation)
Source: JICA Study Team
45,000

LRT LRT
8,550 8,550
BRT BRT
5,000 1,725 1,725 1,550 3,500 3,500 11,00 3,500 3,500 1,550 1,725 1,725 5,000

Footpath & Cycle Carriage Carriage Carriage Carriage Footpath & Cycle

1,435
31,550

Figure 5.1.6 Spatial Alignment of the LRT in between Stations within PCMC
(area of at-grade operation)
Source: JICA Study Team

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Figure 5.1.7 BRT Plan within PCMC

Source: PCMC

5) Selecting platform styles at stations

Station platform styles fall mainly into two different types: relative style; and island style. The
characteristics of the two types are shown in Table 5.1.5 below.

Table 5.1.5 Platform Styles at the Stations

Separate Style Island Style

Passengers’  Since the location of stations differ  Mistakes are less likely to take place
Guiding depending on their destinations,  Passenger congestion is likely to be
unfamiliar passengers can easily make generated when both sides of the trains
mistakes arrive at the same time
 Passenger congestion is unlikely to be
generated
Alignment  Straight line with good view  Since there will be a curve shape, speed
 It is easy to extend stations will be reduced and level of comfort will
decline
 Track alignment needs to be altered
when extending the station,
Spatial Efficiency  Compared to ‘Island Style’, space  Compared to ‘Relative Style’, space
(ordinary area) required for installation is great required for installation is little
Spatial Efficiency  Can set at the spot of outgoing traffic if a  When setting at an intersection,
(intersection) right turn lane is set at the side of the conditions will be more disadvantageous
intersection where traffic flows in the than the Facing Style
intersection.
Source: JICA Study Team

Station platform type for the at-grade LRT operation is closely linked to the spatial alignment of the
railway. In 5.1.2 4), spatial alignment for at-grade railway operation was designed to be on both
sides of the road. Hence, the platform style will automatically be a relative style. For elevated
sections, a uni-polar structure is considered appropriate in view of road spatial conditions and hence

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it is difficult structurally to adopt an island style. Instead, the relative style is appropriate, which
also allows a linear railway alignment.

Table 5.1.6 Platform Types at Stations

Structure of
ID Name of Stations (tentative) km posts Area Platform Type
Stations
St. 1 JM Temple 0KM250M Elevated Relative
St. 2 Sivaji Nagar 0KM590M Elevated Relative
St. 3 Police Ground 1KM000M Elevated Relative
St. 4 Pune Central 1KM800M Elevated Relative
St. 5 E-Square 2KM300M Elevated Relative
PMC
St. 6 Pune University 3KM720M At-grade Relative
St. 7 Armament Colony 4KM250M At-grade Relative
St. 8 PWD Office 5KM000M At-grade Relative
St. 9 Aundh District Office 5KM550M Elevated Relative
St. 10 Octroi Naka 6KM350M Elevated Relative
St. 11 State Hospital 7KM650M Elevated Relative
St. 12 Pimple Nilakh 8KM655M At-grade Relative
St. 13 Wakad Road Mall 10KM600M PCMC Elevated Relative
St. 14 Wakad Chowk 1 11KM490M At-grade Relative
St. 15 Wakad Chowk 2 12KM800M Elevated Relative
St. 16 Hinjawadi Road Shopping Mall 14KM700M Elevated Relative
St. 17 Shivaji Chowk 15KM450M Elevated Relative
St. 18 TATA Jonson 16KM900M Elevated Relative
St.19 Wipro Circle 17KM600M MIDC Elevated Relative
St. 20 Infosys Circle Phase 2 18KM700M Elevated Relative
Elevated
St. 21 Mahindra Tech Phase 3 21KM600M Relative
/At-grade
Source: JICA Study Team

6) Considering exclusive and/or combined use of the railway

Areas considered to be at-grade have a large traffic volume and the speed of the traffic is relatively
high. For this reason, it is preferable to ensure stable LRT operation by preventing accidental
contacts of LRT and road traffic as well as pedestrians entering into the railway. With the exception
of certain parts such as crossing areas, the railway would be of exclusive use for the LRT,
separating the area by fences and/or others to stop people from entering into the railway.

7) Selecting alignment

Concrete alignment will be designed based on the above mentioned considerations. The design
criteria for determining the alignment is shown in Table 5.1.7.

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Table 5.1.7 Design Criteria for Alignment

Item Design Criteria

Space (distance between the 3,050mm (straight line section)
center of railways)
Radius of Plane Curve
Main line 20m or above (preferably 40m or above)
Station 300m or above
Steepness
Main line 70‰ or lower (preferably 50‰ or lower)
Station 0‰ (if unavoidable, 5‰ or lower)
Radius of Vertical Curve 1,500m or above
Length of platform 62m (at-grade station), 65m (elevated station)
Source: JICA Study Team

Please refer to Figures 5.4.1 and 5.4.2 for the size of the structure.

 Plane alignment
The minimum radius of the curve in this LRT line is 50m for the intersections located
between St. 1 and St. 2. In addition, there is an 80m radius curve situated between St. 1 and
St. 2 and a 60m radius curve across Mula River in PCMC. Others are over 200m. The plane
spatially difficult section is that where a flyover runs in parallel from E Square near
2K200M to Pune University near 3K400M. In general, the road width is narrow. The road in
front of E Square is particularly narrow which hence shall be avoided and instead a flyover
be developed. Please refer to the reference material at the end of the report for the ground
plan and to Figures 5.1.8-5.1.12 for elements of the plane alignment.

 Vertical alignment
Maximum grade in this LRT line is 68‰ in front of Pune University where one line of the
elevated bridge crosses over the road and drops to the ground level. The standard is set to be
70‰ or lower but a preferable slope is 50‰ or lower in order to ensure stable operation.
Hence, it is considered suitable to slightly move the planned location of Pune University
Station to reduce the grade and make sure that it is approximately 50‰. For other steep
slopes, the area close to Wippro Circle in Hinjawadi IT Park exceeds 50‰ but this is
considered inevitable given its unique geography. Please refer to Figures 5.1.8-5.1.12 for
vertical alignment.

8) Comparison between partial at- grade and whole elevated for LRT

This study shows partial at-grade plan in order to take into consideration of the characteristics of
LRT systems. On the other hand the whole elevated plan which separates LRT and road traffic is
shown in APPENDIX-28.

9) Toward to further study

In considering alternative plans in the individual locations, it is needed to consider the scale of the
land acquisition, the number of resettlement and the negative impact of the environment.

5-12
 ▽
▽

530
530

[m]
[m]

LEVEL
LEVEL

CURVE
CURVE

GRADIENT
GRADIENT
Final Report

CHAINAGE
CHAINAGE

RAIL LEVEL
RAIL LEVEL

(RAIL LEVEL)
(RAIL LEVEL)

DIFFERENCE
DIFFERENCE

HORIZONTAL
HORIZONTAL

532
534
536
538
540
542
544
546
548
550
552
554
556
558
560
562
564
566
568
570
572
574
576
578
580
582
584
586
588
590
592
594
596
598
600
602
604
606
608
610
612
614
616
618
620
532
534
536
538
540
542
544
546
548
550
552
554
556
558
560
562
564
566
568
570
572
574
576
578
580
582
584
586
588
590
592
594
596
598
600
602
604
606
608
610
612
614
616
618
620

EXISTING ROAD
EXISTING ROAD
13.36 597.75 584.4 3 KM 0 -3 KM 0

13.62 3 KM 100 599.72 586.1 3 KM 100 0.00 -2 KM 900

Radius (m)
Radius (m)
599.718
11.92 599.72 587.8 3 KM 200 0.00 -2 KM 800

FLYOVER
10.21 599.72 589.5 3 KM 300 0.00 -2 KM 700
3K310M

LEVEL

300
8.50 3 KM 400 599.72 591.2 3 KM 400 0.00 -2 KM 600
3K420M
599.718

BH-2
5.97 592.96 587.0 3 KM 500 0.00 -2 KM 500
3K575M

-68 ‰
0.00 3 KM 600 586.21 586.2 3 KM 600 0.00 -2 KM 400

PUNE UNIVERSITY

L=300.0 m L=200.0 m

1,000
L=1,420m
3K620M 586.206
(0.73) 584.81 585.5 3 KM 700 0.00 -2 KM 300
: Station
: Rail Level

(1.10) 583.42 584.5 3 KM 800 0.00 -2 KM 200

Legend

【St.6】3KM720M
(1.33) 582.03 583.4 3 KM 900 0.00 -2 KM 100
: Existing Road Level

: Main Road Junction

(1.62) 580.63 582.3 4 KM 0 0.00 -2 KM 0

L=530m
: Road Level of Flyover

(2.21) 579.24 581.5 4 KM 100 0.00 -1 KM 900

: Geotechnical Survey Point

(2.60) 577.85 580.5 4 KM 200 0.00 -1 KM 800

(2.36) 576.46 578.8 4 KM 300 0.00 -1 KM 700

-14 ‰
【St.7】4KM250M
(1.54) 575.06 576.6 4 KM 400 0.00 -1 KM 600

L=1,300.0 m
L=750m
(1.27) 573.67 574.9 4 KM 500 0.00 -1 KM 500

(0.69) 572.28 573.0 4 KM 600 0.00 -1 KM 400

(0.33) 570.89 571.2 4 KM 700 0.00 -1 KM 300

(0.44) 569.49 569.9 4 KM 800 0.00 -1 KM 200

Figure 5.1.9
Figure 5.1.8

L=750m
(0.76) 4 KM 900 568.10 568.9 4 KM 900 0.00 -1 KM 100
568.100
0.00 568.10 568.1 5 KM 0 0.00 -1 KM 0

LEVEL
(0.03) 5 KM 100 568.10 568.1 5 KM 100 0.00 -0 KM 900

【St.8】5KM000M
568.100
3.45 569.01 565.6 5 KM 200 0.00 -0 KM 800

7.10 570.84 563.7 5 KM 300 0.00 -0 KM 700

18 ‰
L=550m

L=200.0 m L=350.0 m
5K380M

2,500
10.03 572.66 562.6 5 KM 400 0.00 -0 KM 600
5K415M 5 KM 450
5K470M

500
12.90 574.49 561.6 5 KM 500 0.00 -0 KM 500
574.488
5K515M
14.10 574.49 560.4 5 KM 600 14.81 569.31 554.5 -0 KM 400

LEVEL
5 KM 650

L=200.0 m
【St.9】5KM550M
14.31 573.91 559.6 5 KM 700 (271.04) 284.66 555.7 -0 KM 300
574.488
5K755M

L=800m
13.09 572.77 559.7 5 KM 800 (557.00) 0.00 557.0 -0 KM 200

350

5-13
12.20 571.62 559.4 5 KM 900 (558.50) 0.00 558.5 -0 KM 100
5K840M
11.59 570.47 558.9 6 KM 0 (557.50) 0.00 557.5 0 KM 0

-11 ‰

L=600.0 m
11.46 569.32 557.9 6 KM 100 (555.80) 0.00 555.8 0 KM 100
6K135M
LEVEL

3,000
13.00 568.17 555.2 6 KM 200 (497.85) 57.15 555.0 0 KM 200
6K220M

L=800m
6 KM 250
12.72 567.60 554.9 6 KM 300 (438.42) 114.30 552.7 0 KM 300
567.600
【St.1】0KM250M

0 KM 350
80

6K355M 0K350M

300
14.28 567.60 553.3 6 KM 400 (381.37) 171.45 552.8 0 KM 400
15

0K390M 571.500
L=150.0m

6K450M
L=340m

【St.10】6KM350M
12.21 567.60 555.4 6 KM 500 16.05 0 KM 500 569.31 553.3 0 KM 500
50

0K490M
‰

0K555M 569.315

BH-3
12.16 567.60 555.4 6 KM 600 15.31 569.31 554.0 0 KM 600

L=1,300m

60
MULA RIVER
6K620M
13.08 567.60 554.5 6 KM 700 14.99 569.31 554.3 0 KM 700
6K700M 0K680M

LEVEL
500
【St.2】0KM590M

L=850.0 m
0K730M
12.95 567.60 554.6 6 KM 800 14.41 569.31 554.9 0 KM 800

BRIDGE
0K820M
500
LEVEL

L=600.0 m

60
6K885M 0K870M
L=410m

13.65 567.60 554.0 6 KM 900 13.96 569.31 555.4 0 KM 900

6K940M
13.08 567.60 554.5 7 KM 0 13.50 569.31 555.8 1 KM 0
1K040M
600

12.14 7 KM 100 567.60 555.5 7 KM 100 13.04 1 KM 100 569.31 556.3 1 KM 100
1K100M
【St.3】1KM000M

567.600 569.315
12.66 569.25 556.6 7 KM 200 14.07 570.80 556.7 1 KM 200
7K155M 1K215M
250
L=800m

1K290M

800
FLYOVER

13.37 570.91 557.5 7 KM 300 15.10 572.29 557.2 1 KM 300

7K370M
1K390M

17 ‰
13.85 572.56 558.7 7 KM 400 15.13 573.77 558.6 1 KM 400
1,000

L=450.0 m
L=600.0 m

1K445M
15 ‰

14.58 574.21 559.6 7 KM 500 15.62 575.26 559.6 1 KM 500

7 KM 550

L=1,300m
14.12 575.04 560.9 7 KM 600 16.31 576.74 560.4 1 KM 600
575.042
7K700M

600
L=800m

12.88 575.04 562.2 7 KM 700 16.12 1 KM 700 578.23 562.1 1 KM 700

1K695M

LEVEL
2,800

L=250.0 m
7K760M 1K725M 578.229

Vertical/Horizontal Alignment (2/5)

Vertical/Horizontal Alignment (1/5)

【St.11】7KM650M
12.36 7 KM 800 575.04 562.7 7 KM 800 13.50 578.23 564.7 1 KM 800
7K820M

STATE HOSPITAL
575.042
LEVEL

800
9.98 573.06 563.1 7 KM 900 10.58 1 KM 900 578.23 567.7 1 KM 900

L=1,005m
7K860M
【St.4】1KM800M

578.229
7.17 571.08 563.9 8 KM 0 11.05 580.80 569.7 2 KM 0

-20 ‰
4.50 569.10 564.6 8 KM 100 13.17 583.36 570.2 2 KM 100
2K120M
26 ‰
L=500m

1,000

L=450.0 m
2K165M
1.83 567.11 565.3 8 KM 200 15.21 2 KM 200 585.93 570.7 2 KM 200
8 KM 250
585.932
(0.02) 566.94 567.0 8 KM 300 13.50 585.93 572.4 2 KM 300
566.122
LEVEL

(0.14) 568.56 568.7 8 KM 400 11.79 2 KM 400 585.93 574.1 2 KM 400

L=200.0 m L=300.0 m L=200.0 m
【St.5】2KM300M

2K450M 585.932
800

16 ‰
(0.24) 570.19 570.4 8 KM 500 12.05 587.90 575.8 2 KM 500

L=300.0 m
2K500M
8 KM 550
L=1,420m

FLYOVER

(0.01) 570.62 570.6 8 KM 600 12.32 589.87 577.6 2 KM 600

L=1,005m

571.000 2K620M
600

0.32 569.86 569.5 8 KM 700 12.58 591.84 579.3 2 KM 700

2K690M
0.50 569.11 568.6 8 KM 800 12.84 593.81 581.0 2 KM 800
20 ‰

【St.12】8KM655M
L=700.0 m

0.70 568.35 567.6 8 KM 900 13.10 595.78 582.7 2 KM 900

L=1,945m

8K980M

-8 ‰

L=550.0 m

800
1.01 567.59 566.6 9 KM 0 13.36 597.75 584.4 3 KM 0

Source: JICA Study Team

Source: JICA Study Team
Preparatory Survey on the Urban Railway Project
in Pune City
 ▽
▽

550
530

[m]
[m]
Final Report

LEVEL
LEVEL

CURVE
CURVE

GRADIENT
GRADIENT

CHAINAGE
CHAINAGE

RAIL LEVEL
RAIL LEVEL

(RAIL LEVEL)
(RAIL LEVEL)

DIFFERENCE
DIFFERENCE

HORIZONTAL
HORIZONTAL

552
554
556
558
560
562
564
566
568
570
572
574
576
578
580
582
584
586
588
590
592
594
596
598
600
602
604
606
608
610
612
614
616
618
620
622
624
626
628
630
632
634
636
638
640
532
534
536
538
540
542
544
546
548
550
552
554
556
558
560
562
564
566
568
570
572
574
576
578
580
582
584
586
588
590
592
594
596
598
600
602
604
606
608
610
612
614
616
618
620

EXISTING ROAD
EXISTING ROAD
13.67 588.27 574.6 15 KM 0 1.01 567.59 566.6 9 KM 0

800
15K045M

350
13.99 591.25 577.3 15 KM 100 0.00 9 KM 100 566.84 566.8 9 KM 100
566.835

30 ‰
9
13.69 594.22 580.5 15 KM 200 0.63 567.74 567.1 9 KM 200

L=550.0 m
9K170M
15K250M

‰
13.49 597.20 583.7 15 KM 300 0.24 568.65 568.4 9 KM 300

200
L=250.0 m

L=750m
15 KM 350 9 KM 350
15K360M
13.85 598.69 584.8 15 KM 400 0.95 570.75 569.8 9 KM 400
598.688 569.098
13.15 598.69 585.5 15 KM 500 3.67 574.04 570.4 9 KM 500

33 ‰
12.41 598.69 586.3 15 KM 600 7.12 577.34 570.2 9 KM 600

【St.17】15KM450M

SHIVAJI CHOWK
L=300.0 m
9 KM 650
9K700M
13.99 598.69 584.7 15 KM 700 9.00 578.99 570.0 9 KM 700

L=1,450m
450
578.987

LEVEL
15K720M

200
9K815M
13.19 598.69 585.5 15 KM 800 9.56 578.99 569.4 9 KM 800

L=750.0 m
Y JUNCTION

15K800M 9K875M
15K870M

LEVAL

1000
9.17 598.69 589.5 15 KM 900 9.21 578.99 569.8 9 KM 900

600
L=350.0 m
15K920M 9K935M
15K980M 10 KM
8.33 598.69 590.4 16 KM 0 11.81 0 578.99 567.2 10 KM 0

800
16k020M
578.987
8.72 16 KM 100 598.69 590.0 16 KM 100 13.18 578.05 564.9 10 KM 100
16k180M 598.688

BH-5
0.00 589.86 589.9 16 KM 200 13.08 577.12 564.0 10 KM 200

500
16k250M 10K310M
0.00 591.09 591.1 16 KM 300 12.96 576.18 563.2 10 KM 300

800
10K395M

-9 ‰

L=500.0 m
16k340M
0.00 593.49 593.5 16 KM 400 11.05 575.24 564.2 10 KM 400

500
16k395M
16k425M

11 ‰
0.00 593.53 593.5 16 KM 500 11.60 10 KM 500 574.31 562.7 10 KM 500

600
L=1,945m

L=550.0 m
16k480M
574.308
0.00 592.45 592.5 16 KM 600 13.50 574.31 560.8 10 KM 600
10K655M

1000
16 KM 650

LEVEL
0.00 591.32 591.3 16 KM 700 13.98 574.31 560.3 10 KM 700

L=250.0 m
16k700M 604.562 10K740M 10 KM 750

400
【St.13】10KM600M

0.00 591.26 591.3 16 KM 800 13.91 572.85 558.9 10 KM 800

L=1,450m
16k800M 573.808
L=890m

0.00 591.06 591.1 16 KM 900 14.22 570.95 556.7 10 KM 900

LEVEL

L=400.0 m
-19 ‰
0.00 592.01 592.0 17 KM 0 11.23 569.04 557.8 11 KM 0

L=350.0 m
17K000M 11K060M

300
17 KM 50

【St.18】16KM900M
0.00 593.36 593.4 17 KM 100 10.00 11 KM 100 567.13 557.1 11 KM 100

400
604.562 11K120M

L=700m
567.133
0.00 595.34 595.3 17 KM 200 7.16 563.44 556.3 11 KM 200
17K200M 11K250M

450
0.00 599.37 599.4 17 KM 300 3.61 559.74 556.1 11 KM 300
11K315M

-37 ‰

L=300.0 m

41 ‰
L=890m

0.00 604.09 604.1 17 KM 400 0.00 11 KM 400 556.04 556.0 11 KM 400

L=450.0 m
556.039

L=700m
0.00 17 KM 500 606.99 607.0 17 KM 500 0.00 555.99 556.0 11 KM 500
17K500M 11K490M
623.142

400
1
0.00 609.64 609.6 17 KM 600 0.00 556.10 556.1 11 KM 600

350
11K640M
【St.14】11KM490M

LEVEL
0.00 17 KM 700 614.14 614.1 17 KM 700 0.00 ‰ 555.97 556.0 11 KM 700

L=400.0 m
17K700M

【St.19】17KM600M
L=1,310m

623.142
0.00 619.79 619.8 17 KM 800 0.00 11 KM 800 556.32 556.3 11 KM 800

L=1,100m
556.324

46 ‰
WIPRO CIRCLE
0.00 17 KM 900 620.75 620.8 17 KM 900 0.43 556.86 556.4 11 KM 900

5-14
11K965M

L=200.0 m L=200.0 m
632.289 200
0.00 621.63 621.6 18 KM 0 0.16 557.39 557.2 12 KM 0
12K035M
5

0.00 623.95 623.9 18 KM 100 0.20 557.93 557.7 12 KM 100

18K100M 12K120M
‰

L=500.0 m

650

0.00 624.23 624.2 18 KM 200 (0.53) 558.46 559.0 12 KM 200

800
12K275M
0.00 623.68 623.7 18 KM 300 0.00 12 KM 300 559.00 559.0 12 KM 300
18K350M 12K380M 558.998
0.00 621.98 622.0 18 KM 400 3.92 562.71 558.8 12 KM 400
300

LEVEL

L=900.0 m
0.00 621.02 621.0 18 KM 500 7.75 566.41 558.7 12 KM 500
12K520M
37 ‰

0.00 620.84 620.8 18 KM 600 10.49 570.12 559.6 12 KM 600

L=1,100m
L=400.0 m

12K605M
1500

12K665M 12 KM 700
0.00 618.79 618.8 18 KM 700 13.50 573.83 560.3 12 KM 700
L=1,310m

18K750 573.830
0.00 18 KM 800 616.11 616.1 18 KM 800 13.26 573.83 560.6 12 KM 800

INFOSYS CIRCLE
【St.20】18KM700M

250
632.289
0.00 616.11 616.1 18 KM 900 14.21 573.83 559.6 12 KM 900
18K900M 12K920M
【St.15】12KM800M

400

0.00 616.11 616.1 19 KM 0 15.78 573.83 558.0 13 KM 0

13K035M
L=1,900m

-19 ‰
0.00 616.11 616.1 19 KM 100 15.04 573.83 558.8 13 KM 100
BH-4

L=400.0 m
0.00 19 KM 200 616.11 616.1 19 KM 200 14.29 573.83 559.5 13 KM 200
13K290M
624.613
500

0.00 616.11 616.1 19 KM 300 13.55 573.83 560.3 13 KM 300

13K375M
LEVEL
FLYOVER

NH - 4

0.00 616.11 616.1 19 KM 400 12.80 573.83 561.0 13 KM 400

19K450M 13K500M
L=1,300.0 m

0.00 616.11 616.1 19 KM 500 12.06 573.83 561.8 13 KM 500

500
19K550M
400

0.00 616.11 616.1 19 KM 600 11.31 573.83 562.5 13 KM 600

0.00 616.11 616.1 19 KM 700 10.31 573.83 563.5 13 KM 700

13K705M
0.00 616.11 616.1 19 KM 800 9.52 573.83 564.3 13 KM 800
13K810M
Figure 5.1.10 Vertical/Horizontal Alignment (3/5)

Figure 5.1.11 Vertical/Horizontal Alignment (4/5)

0.00 616.11 616.1 19 KM 900 10.02 573.83 563.8 13 KM 900
400

7.11 20 KM 0 616.11 609.0 20 KM 0 11.18 14 KM 0 573.83 562.6 14 KM 0

609.000 573.830
0.00 616.11 616.1 20 KM 100 12.46 575.25 562.8 14 KM 100
14K090M
14K165M
0.00 616.11 616.1 20 KM 200 14.03 576.66 562.6 14 KM 200
200

14K235M
0.00 616.11 616.1 20 KM 300 13.88 578.08 564.2 14 KM 300
14K330M
14 ‰

200

0.00 616.11 616.1 20 KM 400 14.34 579.49 565.2 14 KM 400

L=600.0 m

14K395M
0.00 616.11 616.1 20 KM 500 14.29 580.91 566.6 14 KM 500
14K560M 14 KM 600
0.00 616.11 616.1 20 KM 600 14.76 582.32 567.6 14 KM 600
L=1,900m

20K600M
1000

500
14K640M 582.323
0.00 615.00 615.0 20 KM 700 13.50 582.32 568.8 14 KM 700
20K700M
14K770M
LEVEL

0.00 615.00 615.0 20 KM 800 11.99 14 KM 800 582.32 570.3 14 KM 800

250
【St.16】14KM700M

14K830M 582.323
0.00 615.00 615.0 20 KM 900 13.62 585.30 571.7 14 KM 900
L=750m

ENTRANCE OF PAHSE 3

14K945M
350

0.00 615.00 615.0 21 KM 0 13.67 588.27 574.6 15 KM 0

30 ‰

L=200.0 m L=550.0 m

15K045M

Source: JICA Study Team

Source: JICA Study Team
Preparatory Survey on the Urban Railway Project
in Pune City
 ▽
Final Report

550
[m]

LEVEL

CURVE
GRADIENT
CHAINAGE

RAIL LEVEL

(RAIL LEVEL)

DIFFERENCE
HORIZONTAL
552
554
556
558
560
562
564
566
568
570
572
574
576
578
580
582
584
586
588
590
592
594
596
598
600
602
604
606
608
610
612
614
616
618
620
622
624
626
628
630
632
634
636
638
640

EXISTING ROAD
0.00 615.00 615.0 21 KM0

0.00 615.00 615.0 21 KM100

0.00 615.00 615.0 21 KM200

21K250M
0.00 615.00 615.0 21 KM300

250
0.00 615.00 615.0 21 KM400
21K400M
0.00 615.00 615.0 21 KM500

0.00 618.00 618.0 21 KM600

0.00 21 KM700
【St.21】15KM600M

0.00 21 KM800

0.00 21 KM900

0.00 22 KM0

0.00 22 KM100

0.00 22 KM200

0.00 22 KM300

0.00 22 KM400

0.00 22 KM500

0.00 22 KM600

0.00 22 KM700

0.00 22 KM800

0.00 22 KM900

0.00 23 KM0

0.00 23 KM100

0.00 23 KM200

0.00 23 KM300

0.00 23 KM400

0.00 23 KM500

0.00 23 KM600

0.00 23 KM700

0.00 23 KM800

0.00 23 KM900

5-15
0.00 24 KM0

0.00 24 KM100

0.00 24 KM200

0.00 24 KM300

0.00 24 KM400

0.00 24 KM500

0.00 24 KM600

0.00 24 KM700

0.00 24 KM800

0.00 24 KM900

0.00 25 KM0

0.00 25 KM100

0.00 25 KM200

0.00 25 KM300

0.00 25 KM400

0.00 25 KM500

0.00 25 KM600

0.00 25 KM700

0.00 25 KM800

0.00 25 KM900
Figure 5.1.12 Vertical/Horizontal Alignment (5/5)

0.00 26 KM0

0.00 26 KM100

0.00 26 KM200

0.00 26 KM300

0.00 26 KM400

0.00 26 KM500

0.00 26 KM600

0.00 26 KM700

0.00 26 KM800

0.00 26 KM900

0.00 27 KM0
Preparatory Survey on the Urban Railway Project

Source: JICA Study Team

in Pune City
 Preparatory Survey on the Urban Railway Project
Final Report in Pune City

5.2 Baseline Information of the Targeted LRT Line (Geological Conditions･

Underground Installations･Other Obstructive Structures)

5.2.1 Geological Conditions

In this project, five boring surveys were implemented along the targeted LRT line. These were aimed
to obtain the reference information for the basic design of the LRT structure and for the construction
plan to grasp the trend of the geological soil information. Location and the length between the boring
sites were designed considering the grade separation for the existing roads and bridge parts mainly.
The locations of the boring survey sites are shown in Table 5.2.1 and Figure 5.2.1.

Table 5.2.1 Locations of the Boring Sites

Sr. Coordinates
BH No. Site Km post
No.
N E
1 BH-1 Riverside area of Mutha River - 2049029 0379809
2 BH-2 In front of Pune University 3250.000 2050622 0376342
3 BH-3 Riverside area of Mula River 6500.000 2053396 0374621
4 BH-4 Along the NH-4 Flyover 13200.000 2056129 0368999
Along the T-junction in Hinjawadi area of
5 BH-5 16100.000 2056397 0366209
Phase 1
Source: JICA Study Team

Figure 5.2.1 Locations of the Boring Sites

Source: JICA Study Team

From the result of these boring surveys, it is confirmed that there are rocks between 1.1m and 5.5m
from the GL under the targeted LRT line. At the sites of BH-1, BH-3, and BH-5, rocks are observed
between 1.1m and 2.1m from the surface of the boring survey site. This is because the boring surveys
were implemented at the riverside and in a low-lying depression, hence the depth from the GL of the
road will be 5 to 6m. Table 5.2.2 shows the relationship between the results of the boring surveys and

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the depths from the GL of the boring sites to the rock layers. The boring log and result of the
laboratory tests are shown in the Appendix.

Table 5.2.2 Geological condition of upper part and depth of rock layers

St. Geological condition of upper part

BH No. Depth of rock layers
No. （Geological condition from the surface to the rock layers）
1 BH-1 Deposited materials such as rubble and compacted sandy soils 2.1m
2 BH-2 Cohesive soil with sand and cobble stone size basalt 5.5m
3 BH-3 Sand and gravel 1.2m
4 BH-4 Compacted silt and very compacted sand 4.0m
5 BH-5 Sandy silt 1.1m
Source: JICA Study Team

Figure 5.2.2 Sample of boring survey（BH-3）

Source: JICA Study Team

5.2.2 Underground Installations

It is required to check the detailed information of the types and locations of underground installations.
In the area of this targeted LRT line, it is reported that there are underground installations under the
dividing strip and sidewalk part but not under the road.

5.2.3 Obstructive Structures and Trees

Table 5.2.3 shows the obstructive structures and trees in this LRT project.

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Table 5.2.3 Obstructive Structures and Trees

No. Infrastructure Site

1 Junction crossing the two BRT lines in PCMC （near St.13）
High-voltage electrical
2 Road with 45 m width in PCMC （near St.14）
power lines / Towers
3 In the Hinjawadi IT Park （near St.18）
4 Near St.1, St.3, and St.5
Trees
5 Between St.6 and St.7, some parts of the section between St.7 and St.9
Source: JICA Study Team

The summary of obstructive structures is shown below.

1) High-voltage electrical power line (near St.13)

There is high-voltage electrical power line running north-south and the height is 8 to 10 m. The
bridge of the LRT flyover will be obstructed near this line.

2) High-voltage electrical power line (near St.14)

There is a high-voltage electrical power line crossing the 45m wide road. This part is designed
to be elevated and the LRT line will be obstructed by this power line.

3) High-voltage electrical power line (near St.18)

There is a high-voltage electrical power line along the road. This will obstruct the elevated
station and elevated bridges because the height of the power line is relatively low.

4) Boulevard trees (near St.1, St.3. St.5)

There are boulevard trees near the LRT stations and they will obstruct the plan.

5) Boulevard trees (between St.6 and St.7 and between St.7 and St.9)
Boulevard trees in front of Pune University will be obstructive because these trees are located
near the center of the road. In some parts of the section between St.7 and St.9, boulevard trees
can also obstruct the LRT station and some other parts.

These High-voltage electrical power lines will be raised to the height that these lines do not obstruct
this LRT project. The specific plan for relocation and elevation will be discussed with the Power
Distribution Company in charge. The Cost will be covered by this project.

5.2.4 Earthquake Circumstances

Pune area is located in the Zone III of earthquake intensity level. This is the middle level and lower
than the Zone IV of Delhi and higher than the Zone II of Hyderabad and Bangalore. It is required to
consider the appropriate earthquake intensity level to implement the basic design and detailed design.

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Figure 5.2.3 Earthquake Intensity Level Map for India

Source: Internet

5.3 Demand Forecast and Operation plans

5.3.1 Demand Forecast

See Chpter 3.

5.3.2 Train Operation Plan

Route of the Line

Route of the line is indicated in Figure 5.3.1.

The route connects the centre of Pune City to Hinjawadi IT Park along the existing road and the
length is approximately 21.6km. The structure consists of elevated and at grade segments.

From St5 to St18 will be opened in 2018 as Stage 1 and the rest will be opened in 2020 as Stage 2.

In Hinjawadi IT Park there are two options for construction from St20 to St21. Option 1 is at grade
and Option 2 is elevated.

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Option 1 Option 2

St1 St1
St2 St2
Stage 2 St3 St3
St4 St4
St5 St5
St6 St6
St7 St7
St8 St8
St9 St9
St10 St10
Stage 1 St11 St11
St12 St12
St13 St13
St14 St14
St15 St15
St16 St16 At grade section
St17 St17 Elevated section
St18 St18
St19 St19 At grade station
Stage 2 St20 St20 Elevated station
St21 St21

Figure 5.3.1 Rout of the Line

Source: JICA Study Team

Demand Forecast

The forecast number of passengers at peak section in peak hour per direction (PPHPD) is indicated
in Table 5.3.1. Train operation is planned based on PPHPD.

Table 5.3.1 Demand forecast

Year 2018 2028 2038

Demand forecast
6,978 10,865 15,102
（PPHPD）
Source: JICA Study Team

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Train Capacity

Specification of the rolling stock is indicated in chapter 5.5.2 of this report. Capacity of one train
set is 460 passengers with seating and 4 persons per square meter standing. Transportation
capacity is estimated at 150% of this capacity that is 690 passengers per train.

Head way and transportation capacity of the peak hour is indicated in Table 5.3.2.

Table 5.3.2 Transportation capacity per hour

Headway (min) 10 8 6 5 4 3.3 3 2.5

Trains per hour 6 7.5 10 12 15 18 20 24
Capacity (persons/hour) 4,140 5,175 6,900 8,280 10,350 12,420 13,800 16,560
Source: JICA Study Team

Based on the demand forecast and train capacity, the headway of peak hour in each year is decided
as follows. There is no demand forecast for years 2023 and 2033, it is assumed that demand will
increase at equal rate.

Table 5.3.3 Headway and Transportation Capacity

Year 2018 2023 2028 2033 2038

Demand Forecast (PPHPD) 6,978 8,695 10,865 12,780 15,102
Operational Headway 5 4 3.3 3 2.5
Transportation Capacity 8,280 10,350 12,420 13,800 16,560
Source: JICA Study Team

Running Time

Running time is calculated by simulation based on rolling stock performance and route data and
regular running time is decided by the time calculated by the simulation. Maximum speed is set as
follows.

Elevated section 80km/h

At grade section 50km/h

In elevated sections it is difficult for people or cars get onto the track so maximum speed is set at
80km/h which is the maximum specified speed of the rolling stock. At grade section track will be
segregated by fences but there will be the possibility that people or cars will get onto the track so
maximum track speed will be limited to 50km/h.

Regular running time of each station in option 1 is indicated in Table 5.3.4 and Table 5.3.5

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Table 5.3.4 Regular running Time (Outbound)

Station Dwell time Running time Arrival Departure
St1 --- 0:00:00
St2 30 1:30 0:01:30 0:02:00
St3 30 0:45 0:02:45 0:03:15
St4 30 1:20 0:04:35 0:05:05
St5 30 0:50 0:05:55 0:06:25
St6 30 1:45 0:08:10 0:08:40
St7 30 1:00 0:09:40 0:10:10
St8 30 1:15 0:11:25 0:11:55
St9 30 1:00 0:12:55 0:13:25
St10 30 1:10 0:14:35 0:15:05
St11 30 2:35 0:17:40 0:18:10
St12 30 1:40 0:19:50 0:20:20
St13 30 2:10 0:22:30 0:23:00
St14 30 1:15 0:24:15 0:24:45
St15 30 2:10 0:26:55 0:27:25
St16 30 2:25 0:29:50 0:30:20
St17 30 1:10 0:31:30 0:32:00
St18 30 2:10 0:34:10 0:34:40
St19 30 1:10 0:35:50 0:36:20
St20 30 1:45 0:38:05 0:38:35
St21 4:25 0:43:00 ---
Source: JICA Study Team

Table 5.3.5 Regular running Time (Inbound)

Station Dwell time Running time Arrival Departure
St21 --- 0:00:00
St20 30 4:25 0:04:25 0:04:55
St19 30 1:45 0:06:40 0:07:10
St18 30 1:10 0:08:20 0:08:50
St17 30 2:15 0:11:05 0:11:35
St16 30 1:10 0:12:45 0:13:15
St15 30 2:25 0:15:40 0:16:10
St14 30 2:10 0:18:20 0:18:50
St13 30 1:25 0:20:15 0:20:45
St12 30 2:10 0:22:55 0:23:25
St11 30 1:40 0:25:05 0:25:35
St10 30 2:40 0:28:15 0:28:45
St9 30 1:05 0:29:50 0:30:20
St8 30 0:55 0:31:15 0:31:45
St7 30 1:15 0:33:00 0:33:30
St6 30 1:00 0:34:30 0:35:00
St5 30 1:45 0:36:45 0:37:15
St4 30 0:50 0:38:05 0:38:35
St3 30 1:20 0:39:55 0:40:25
St2 30 0:45 0:41:10 0:41:40
St1 1:25 0:43:05 ---
Source: JICA Study Team

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In Option 2 running time between St20 and St21 will be 1 minute shorter. Total running time
becomes 42 minutes in outbound and 42 minutes and 5 seconds in inbound.

Track Layout of Terminal Station

Track layout of each terminal station is indicated in Figure 5.3.2 to Figure 5.3.6.

St1
St1 is the terminal for the Centre of Pune. The trains will arrive at either the upper track or the
lower track and the passengers alight and load and depart from the same track.

St1 St2 ~ St21

Figure 5.3.2 Track Layout of St1

Source: JICA Study Team

St5
St5 will be the terminal station at Stage 1 and track layout is the same as St1. After opening of the
entire section, a cross over will be used for the train to turn back in an emergency.

St5
St6 ~ St18

Figure 5.3.3 Track Layout of St5

Source: JICA Study Team

St18
St18 will be the terminal station at Stage 1. A turn back track will be provided at the west end of
St18. Train arriving will disembark the passengers and will move to the turn back track and back
to the opposite side platform of the station to load the passengers.

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St18 To Depot
St1 ~ St17 turn back track

Figure 5.3.4 Track Layout of St18

Source: JICA Study Team

St21
St 21is the terminal station of Hinjawadi. Track layout will be different in the at-grade station and
elevated station.
In Option 1 St 21 will be an at grade station. There is not enough space for a turn back track,
therefore, a cross over will be provided before the station. Trains will double back directly from the
platform.

St1 ~ St20 St21

Figure 5.3.5 Track Layout of St 21(at grade）

Source: JICA Study Team

In Option 2 the station is elevated and turn back tracks are provided at the back of the station.

St21
St1 ~ St20 turn back track

Figure 5.3.6 Track layout of St 21 (elevated）

Source: JICA Study Team

Turn Back Time

In turning back at a terminal station it is assumed that it will take 30 seconds for alighting, 30
seconds for loading and 1 minute for changing the cab at the minimum. When there is a cross over
in front of the station and trains will turn back directly at the station changing cab can be done at the
same time as alighting and loading, 1 minute is assumed as the minimum time. When there are

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turn back tracks at the back of the station it is assumed 30 seconds for moving from station to turn
back track, minimum 3 minutes will be assumed for turning back.

Based on the regular running time and turn back time, round trip time is assumed as follows.

Table 5.3.6 Round Trip Time

Stage 2 (St1-St21)
Stage １
(St5-St18) Option １ Option 2
(St20-St21 at grade) (St20-St21elevated)
running time outbound 27min. 5sec. 43 min. 42 min.
turn back time (St18,St21) 3 min. 1 min. 3 min.
running time inbound 27min. 55sec. 43 min. 5 sec. 42 min. 5 sec.
turn back time (St1,St5) 1 min. 1 min. 1 min.
round trip time 59 min. 10 sec. 88 min. 5 sec. 88 min. 5 sec.
Source: JICA Study Team

Rolling Stock Procurement Plan

Required number of trains to operate at peak hour in each year become as shown in the following
table.
Table 5.3.7 Required Number of Trains in Operation

2018 2020 2023 2028 2033 2038

Headway in Peak Hour 5 5 4 3.3 3 2.5
Number of Trains in Peak Hour 12 12 15 18 20 24
Required Stage 1 13 - - - - -
Number of Train Option 1 - 18 23 27 30 36
Sets in Operation Stage 2
Option 2 - 18 23 27 30 36
Source: JICA Study Team

Required number of train sets including reserved trains is indicated in Table 5.3.8. Reserved
number of trains is assumed to be 8% for reserved for inspection and 1 train for contingency.

Table 5.3.8 Required Number of Train sets

2018 2020 2023 2028 2033 2038

Trains in Operation 13 18 23 27 30 36
Reserved Trains 3 3 3 4 4 4
Total Number of Trains 16 21 26 31 34 40

Operation Hours

Operation hours will be 6:00 to 24:00. Peak hours to operate maximum number of trains will be
7:00 to 9:00 in the morning and 17:00 to 19:00 in the evening. In off peak, the number of trains
will be half of peak hours.

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Operation in Emergency

Operation procedure in an emergency such as rolling stock failure will be as follows.

Propulsion failure

One unit fails

Operate until the terminal and deadhead to depot.

Two units up to half of the trains fail

Operate to nearest station and evacuate the passengers then deadhead to depot.

More than half of the trains fail

Rescue by following revenue train and pushed to next station. After evacuating passengers of
both trains, deadhead to depot.

Brake System Failure

One unit up to half of the trains fail

Operate to nearest station and evacuate the passengers then deadhead to depot.

More than half of the trains fail

Rescued by following revenue train and pushed to next station. After evacuating passengers
of both train deadhead to depot.

Required performance of rolling stock for emergency

To meet the procedures above, the following performance is required of the rolling stock.

Train can start at maximum gradient with cutting out one propulsion unit with full loading
(150% of capacity).
Train can operate without affecting the schedule with cutting out one propulsion unit by
turning on the high acceleration switch.

Train can start at maximum gradient with cutting out half of the propulsion units with full
loading.

Train is capable of pushing or pulling another defective train with full loading at maximum
gradient.

5.4 Civil Engineering Facilities Plan

Since Dehli Metro which was opened for the passenger in 2002 is the first best model project except
Kolkata Metro project opened in 1984, the Dehli Metro project is the design standard and quality
standard for a urban railroad project in India.
The railroad project of other cities is actually drawing up the Detailed Project Report (DPR) of

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feasibility study referred to Dehli Metro project. On theother hand, Pune LRT project applies another
railway standard due to different system from a Dehli metro project.

Design basis are set up to design the civil engineering facility and shown in Table 5.4.1.

Table 5.4.1 Design Basis for Civil Engineering Facility Plan

Items Design basis
Length of track gauge 1,435mm (Standard gauge)
Distance between the tracks 3,050mm (Straight section)
Width limit of LRT 2,650mm
Height limit of LRT 3,800mm
Width of architectural restrictions 3,450mm
Ground station 62m
Platform length
Elevated station 65m
Ground station 2.5~3.0m
Platform width 4.0~5.0m (including the steps and escalator
Elevated station
facilities)
Source: JICA Study Team

In the elevated part, space 800mm wide is designed for the maintenance and escape roads along the
railway line and for the signals and communication line boxes. Section size for a single track line is
shown in Figure 5.4.1 and section size for a double track line is shown in Figure 5.4.2.

8,590

4,295 4,295

250 2,520 3,050 2,520 250

800 1,725 1,725 800

Figure 5.4.1 Section Size of Double Track Line (unit: mm)

Source: JICA Study Team

4,900
2,125 2,775

2,125 2,520 250

400 1,725 1,725 800

Figure 5.4.2 Section Size of Single Track Line (unit: mm)

Source: JICA Study Team

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As discussed in 5.1.1, basically civil engineering facilities will be constructed in the public space, and
the structures will be designed to minimize the effect on the road traffic. The basic structures for
elevated sections and ground sections that are selected in section 5.1.2 2) are shown below.

5.4.1 Elevated Area

Basic required conditions of the Construction plan of the elevated structure inside urban areas are as
follows.

 In considering prioritization of local material procurement and use of conventional technology,

the elevated structure is planned to be built from Reinforced Concrete and Pre-stressed
Concrete.

 To shorten the construction period, typical structure design such as uniformed span or
same-sized structure elements, is established.

 So as to not to impair existing road traffic function, the scale of the substructure and foundation
should be designed as small as possible.

 The construction method which does not restrain existing traffic as possible should be adopted.

1) Superstructure

From the view point of scale of the substructure, the rail-train load and scale of girder erection
equipment, the typical span of the elevated railway structure is set at 25 m.

As the result of the study of comparison of superstructures shown in the next page, PC Box Girder
is proposed for the Superstructure Type.

2) Substructure and Foundation

In order to make the area occupied by the completed structure and construction work as small as
possible, the pier shape is designed as a single column type.

From the result of the geological survey, it is found that the rock stratum, which is able to firmly
support the load of elevated structure, is below about 5m from ground surface. Accordingly, a
spread-foundation may be adapted, after replacement of existing soil with aggregate. The PC-well
type foundation, which is able to be built without temporary walls for excavation, is employed.

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 Table 5.4.2 1st Comparison Table of Superstructure Type for Elevated Section

Applicable Span Length (m)

(Girder
Final Report

Bridge Type Erection Method Feature Applicability

Height/Span)
10 20 30 40 50 60 70

Inappropriate for middle

Slab Beam 1/11～1/16 Not adopted
and longer span length
Reinforced Concrete
Cast-on-stage
Girder
Inappropriate for middle
Hollow Slab Beam 1/15～1/18 Not adopted
and longer span length

Crane
Inappropriate for curvied
T-shaped PC Girder 1/14～1/18 Not adopted
structure
Erection girder

PC Hollow Slab Beam Extracted for

Cast-on-stage 1/20～1/24
Girder 2nd Comparison

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Prestressed Concrete Extracted for
Cast-on-stage 1/16～1/25
Girder 2nd Comparison

Extracted for
PC-BoX Girder Precast Segment 1/17～1/23
2nd Comparison

Possible depend
Cantilever method 1/18～1/36 High cost relativelly
on site condition

Inappropriate for curvied

Steel Plate Girder stage and crane 1/16～1/20 Not adopted
structure
Steel Girder

Extracted for
Steel Box Girder stage and crane 1/16～1/25 High cost relativelly
2nd Comparison

Legend ：Applied Generally ：Possible

Source: JICA Study Team

Preparatory Survey on the Urban Railway Project
in Pune City
 Table 5.4.3 2nd Comparison Table of Superstructure Type for Elevated Section

Option 1 2 3
Final Report

PC Hollow Slab Beam

Superstructure type PC BOX Girder Steel Box Girder
Girder

Outline View

Adaptation to Very
Most suitable Posssible Normal Suitable Good
curved structure good
Constructability
Resistance of Very
Most suitable Posssible Normal Suitable Good
torsion good
Construction period
on site is shorter

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Construction period Construction period than PC girder.
Const.Priod Good Good Normal
is normal is normal However Fablication
of girder is
nececeary at girder
Initial cost 1.00 1.00 1.50

0.30
Initial cost and
Maintenance Maintenance cost - Good - Good Re-painting ,3times Unsuitable
cost in 50years (1
time/10～15years)

Total Cost 1.00 1.00 1.80

Overall Evaluation Proposed

Source: JICA Study Team
Preparatory Survey on the Urban Railway Project
in Pune City
 Preparatory Survey on the Urban Railway Project
Final Report in Pune City

Typical section of elevated railway is shown below.

3,050

2,000

13,500
1,800

1,750 3,500 3,500 2,500 3,500 3,500 1.750

20,000

Figure 5.4.3 Typical Section of Elevated Railway

Source: JICA Study Team

3) Standard Elevated Station

The substructure of the elevated stations shall be a single center pier which supports the platform
and concourse the same as the general elevated section. Since the cantilevers which support the
concourse and platform are long, pre-stressed concrete is proposed for the cantilevers.

The rail level shall be set at about 13.5 m above the road surface level taking the construction gauge
height (clearance 5.5. m or more) for road, girder height, overhead clearance below the girders of
the concourse floor, and track height into account. The width of a station shall be set at 15 to 17 m
taking the platform width of 4 to 5 m (including stairs and escalator) and double track width of 5.8
m into account. Platform length shall be set at 65 m taking one train length of 60 m and allowance
length of 5 m into account. The concourses shall be constructed for the stations used by many
passengers, but they shall not be constructed for the stations used by few passengers, which will be
provided with simplified passenger loading facilities. Installation of elevators and escalators in each
station are shown in the Table 5.4.4.

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Table 5.4.4 Lift equipment to be installed in each station

Equipments to be Equipments to be Equipments to be

Station Station Station
installed installed installed
St. 1 Escalator, Elevator St. 8 - St. 15 Escalator, Elevator
St. 2 Escalator, Elevator St. 9 Elevator St. 16 Elevator
St. 3 Elevator St. 10 Elevator St. 17 Elevator
St. 4 Elevator St. 11 Escalator, Elevator St. 18 Escalator, Elevator
St. 5 Elevator St. 12 - St. 19 Elevator
St. 6 - St. 13 Elevator St. 20 Elevator
Elevator (in case of
St. 7 - St. 14 - St. 21
elevated structure)
Source: JICA Study Team

The drawing shown in Figure 5.4.4 is the standard cross section of an elevated station and
pedestrian deck and stairways which connect the concourse level and sidewalk may be required
depending on the situation.

3,050

17,000

600 2,000 3,000 1,375 3,050 1,375 3,000 2,000 600

2,000 500
2,500

13,500
2,500

2,500
6,000

1,400 3,500 3,500 3,200 3,500 3,500 1,400

20,000

Figure 5.4.4 Elevated Station Standard Cross Section

Source: JICA Study Team

4) Study and Positioning the Location of Station-1; JM TEMPLE

(1) Required Conditions for Positioning the Location of Station-1; JM TEMPLE

Station-1(JM TEPMLE) is the starting station, and is planned to be built in the central part of Pune
City. To finalize the exact location of station-1, required conditions for positioning of station-1
definitively are shown as follows:

 To be most convenient for passenger access to the main facilities, for example, public
facilities and large commercial stores in the city center.
 To be easy for passengers to move from the road to concourse floor and platform floor.

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 To be easy and convenient for passengers transferring to the Station of the Pune City Metro
Line 2.
 To be a moderate structural plan for construction.
 To take into account the doubling back for trains arriving at the starting station.

Examination of Extracted Location

The following 3 options were examined and compared.

Option 1: Positioning at Shivaj Maharaj Road

Metro Line2
(Elevated)

Road Underpass Plan Station 1

Metro Line1
(Underground)

Station 2

Figure 5.4.5 Plan and Section of Option-1

Source: JICA Study Team

Evaluations

 Location Condition: Positioning at the most central area in the city. (Very good)
 Convenience for Passengers: Easy to rise from road level to concourse and platform floor.
(Good). Normal height between concourse floor and platform floor (Good).
 Convenience and easy to transfer to Metro station: Short distance to transfer due to
positioning near the station of the Pune city Metro Line 2, and same concourse level. (Very
good)

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 Structural and constructional plan: The road underpass structure is planned to be built near
Station-1, and be completed beforehand. A rigid frame pier structure shall be built over the
underpass. There is no difficulty with the construction and structural issues particularly.
(Good).
 The Function of doubling back: A turnout device shall be mounted on the rail near the
station. This can be implemented by conventional technology so there is no difficulty.
(Good).

Option 2: Positioning at Jangali Maharaj Road

Change Station Location Metro Line2

(Elevated)

Station 1

Flyover
Metro Line1
(Underground)

Station 2

Figure 5.4.6 Plan and Section of Option-2

Source: JICA Study Team

Evaluation

 Location Condition: Positioning in the central area of the city. (Good)

 Convenience for Passengers: Easy to rise from road level to concourse and platform floor.
(Good). But, a high climb from concourse to platform floor. (Not good)

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 Convenient and easy for transfer to Metro station: Short distance to transfer due to
positioning near the station of the Pune city Metro Line 2. (Good). But, passengers must
walk along inclined pedestrian deck for changing levels between both platforms. (Not
good)
 Structural and constructional plan: The height of the Station-1 reaches over 20 m due to the
need for a flyover across the viaduct of Metro Line 2. (Not good)
 The Function of doubling back: Doubling back is operated along the loop. Rail structure is
simple, but if an accident happens on the loop, the problem remains until repairs are
completed. (Not good

Option 3: Positioning at Samgaam Bridge Road

Metro Line2
(Elevated)

Flyover

Metro Line1
(Underground)
Station 1
Station 2

Figure 5.4.7 Plan and Section of Option-3

Source: JICA Study Team

Evaluation

 Location Condition: Positioning outside the central area of the city. (Not good)
 Convenience for Passengers: Easy to climb from road to concourse floor. (Good). Normal
height from concourse floor to platform floor (Good).

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 Convenient and easy to transfer to Metro station: Short distance to transfer due positioning
near the station of the Pune city Metro Line 2, and same concourse level. (Very good)
 Structural and constructional plan: Typical elevated station structure (good) can be adopted,
but additional land acquisition is required outside of the road to build piers and foundations.
(Not good)
 The Function of doubling back: A turnout device shall be mounted on the rail near the
station. This can be implemented by conventional technology so there is no difficulty.
(Good).

(2) Definitive Position of Station-1; JM TEMPLE

As the result of the above examination, it is proven that Option-1 is the most suitable plan
considering location, convenience for passengers, ease for transferring, and structural and
contractual plan. Accordingly, the location of the Station-1 (JM TEMPLE) in option-1 is proposed.

Station 1

Station 2

Figure 5.4.8 Definitive Location of Station-1

Source: JICA Study Team

5) MULA River Bridge

The Bridge over the MULA River is located near Station-10 and is planed to be constructed
upstream from the existing Road Bridge crossing the river. Two feasible methods can be planed.
One is setting the typical girder span the same as the other elevated sections, and the other is for
long continuous girders for the purpose of reducing the number of piers constructed in the river.

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(a) The Plan Setting Typical Girder Spans cross the River

Pune City Single-Span 4-Single-Span Single-Span

PC-BoxGirder PC-BoxGirder L=120m PC-BoxGirder

30m 25m 25m 30m 30m 30m 30m 25m 25m 25m 25m
A1 P1 P2 P3 A2

13m 13m
Road Level
Riverbed

4-Span Continuous
25m PC Box Girder L=120m
30m 30m 25m
25m 30m 25m 25m
30m 30m
25m
A1 P1
P2
9m

A2

Figure 5.4.9 Profile and Plan of Typical girder span

Source: JICA Study Team

Technical Features

 The equipment for typical PC-box girder for construction of other sections is available for
use. (Good)
 Relatively many substructures and temporary cofferdams are necessary. Construction
schedule for Foundation and substructure need a long period (Not Good)
 Temporary bridge for construction piers and girder erection is required along the whole
width of the river. (Not Good)
 The reduction of the cross-sectional area of the river during the construction is greater.
Therefore, it is necessary to confirm the impacts on the river in consultation with the
authority of river administration. (Not Good)

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(b) The Plan for Long Continuous Girder cross the River

Pune City Single-Span 2-Span-Continuous Single-Span

PC-BoxGirder PC-BoxGirder L=120m PC-BoxGirder

30m 25m 25m 35m 50m 35m 25m 25m 25m

25m
A1 P1 P2 A2

13m 13m
Road Level
Riverbed

3-Span Continuous
25m PC Box Girder L=120m
35m 25m
25m 50m 25m 25m
30m 35m
25m
A1 P1
P2
9m

A2

Figure 5.4.10 Profile and Plan of Long Continuous Girder

Source: JICA Study Team

Technical Features

 Cantilever method is the type of the method in which a girder is overhanging and extending
from the pier-head sequentially using a temporary working-truck. There are a number of
proven methods that are employed when the construction space under the girder is not
assured. (Good)
 Since special equipment is needed for the cantilever, construction of the superstructure
costs more than plan (a). (Not Good)
 Length of the temporary bridge is about half of the width of the river because there is only
one pier in the river. The reduction of the cross-sectional area of the river is small; to the
impact on the river is small during construction. (Good)
 While there is only one Pier, the scale of the temporary cofferdam becomes larger. (Not
Good)

Detail survey and study for the bridge crossing the river will be implemented in a coming step of the
basic design phase and detail design phase, meeting with the authority of river administration. After
that, details of the bridge will be defined.

The meeting with the river administration authority will discuss:

 To confirm accumulated water level records for the past at the cross section of the river
where the new bridge will be constructed.

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 To confirm whether further rehabilitation plans for the river are established or not
 To confirm obtaining of permission for using the area inside the river to construct the new
bridge
 To confirm the possibility of the working in the area inside the river during the rainy
season, and documents that shall be submitted to the river administration authority for
obtaining the approval of the work.

5.4.2 At-grade Section

1) General at-grade section

The LRT shall run on both sides of the road and fences shall be constructed on both sides of the
carriageway side and footpath side to avoid entering of vehicles and pedestrians. The general cross
section is shown in Figure 5.4.11 and Figure 5.4.12. Regarding the structure of the track refer to
5.5.1 Track Facility.
34,000

3,000 1,725 1,725 2,550 3,500 3,500 2,000 3,500 3,500 2,550 1,725 1,725 3,000

Footpath Carriage Carriage Carriage Carriage Footpath

1,435
24,550

Figure 5.4.11 General at-grade Section in PMC (Unit: mm)

Source: JICA Study Team

45,000

LRT LRT
8,550 8,550
BRT BRT
5,000 1,725 1,725 1,550 3,500 3,500 11,00 3,500 3,500 1,550 1,725 1,725 5,000

Footpath & Cycle Carriage Carriage Carriage Carriage Footpath & Cycle

1,435
31,550

Figure 5.4.12 General at-grade Section in PCMC (Unit: mm)

Source: JICA Study Team

2) At-grade Station

Platforms will be constructed on the both sides of the road for at-grade stations. The width of a
platform shall be 2.5 to 3.0 m and the length of the platform shall be 62 m taking train length of 60
m and allowance length of 2 m into account. The height of the platform must be adjusted for the
specifications of the rolling stock and 300 mm or less is proposed for the height. General cross
sections for at-grade stations are shown in Figure 5.4.13 and Figure 5.4.14.

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34,000

3,000 2,900 1,375 1,725 3,500 3,500 2,000 3,500 3,500 1,725 1,375 2,900 3,000

Platform Carriage Carriage Platform Footpath

Footpath Carriage Carriage

300
1,435
19,450

Figure 5.4.13 At-grade Station in PMC (Unit: mm)

Source: JICA Study Team
45,000

LRT LRT

7,000 7,000
BRT BRT
4,000 2,900 1,375 1,725 3,500 3,500 11,000 3,500 3,500 1,725 1,375 2,900 4,000

Platform Platform
Footpath & Cycle Carriage Carriage Carriage Carriage Footpath & Cycle

300
1,435
28,450

Figure 5.4.14 At-grade Station in PCMC (Unit: mm)

Source: JICA Study Team

3) The Method of Traffic Control in the Intersection

The railway is planned to cross an intersection near station-12. A traffic signal system would be
employed to control the Vehicles crossing the railway and to prioritize railway traffic across the
intersection.

Figure 5.4.15 Location of Intersection

Source: JICA Study Team

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Sign
Controal
Rail Way

Rail Way
Sign
Controal

3,500 3,500 3,500 2,000 3,500 3,500 3,500

45,000

Figure 5.4.16 Traffic Control Plan in Intersection

Source: JICA Study Team

5.4.3 Depot and Workshop

A depot and workshop will be provided beside the line. The depot is for stabling and light
maintenance of rolling stock and the workshop is for heavy maintenance of rolling stock. Maintenance
of the main tracks will be conducted at night while service is suspended. The fleet of the trains should
be stabled in the depot so that the track is cleared for maintenance work and for passing of
maintenance vehicles in the night.

Location of the Depot

The depot requires a huge land space more than 11 ha for stabling all the rolling stock and its
maintenance. The candidate for the location is south of St 18. The area adjacent to St18 in the
depot complex is also planned for commercial space and office space.

Access track to the depot is branched from west of St18 and from where it drops down and crosses
under the elevated main line with grade separation.

Facilities of Rolling Stock Depot and Workshop

The following facilities and tracks will be provided in the rolling stock depot.

 Stabling tracks: for storage of trains

 Inspection track: for regular inspection and occasional repair of rolling stock
 Washing track: for manual washing of the trains
 Train washing plant: to wash the outside of the train automatically by passing through an
automated train wash machine

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 Wheel re-profiling machine: to re-profile the wheel tread without dismantling the wheel set
 Mounting and dismounting track: for mounting/dismounting the bogies to/from the body.
The track will have a pit and lifting jacks and will be provided in the workshop
 Stabling track for maintenance vehicles: for storage of trackwork vehicles
 Shed for road rail vehicle: for storage and maintenance of road rail vehicle that will be used for
track maintenance and emergency rescue

Maintenance of Rolling Stock

Maintenance of Rolling Stock is classified as follows.

 Pre-departure inspection (daily inspection): check the function for running

 Regular inspection (monthly inspection): checking condition and function of major devices.
 Important parts inspection (semi overhaul): detaching important parts such as bogies and brake
equipment to inspect and restore
 General inspection (overhaul): disassemble all the major parts to inspect and restore

Interval and duration of each maintenance item is indicated in Table 5.4.5.

Table 5.4.5 Interval and Duration of Inspection

Class Interval Duration

Pre-departure inspection One day 1 hour
Regular inspection 3 months 8 hours
Important parts inspection 3 years 20 days
General inspection 6 years 30 days
Source: JICA Study Team

Number of Tracks for Storage and Inspection

The depot and workshop are planned to have enough inspection and storage tracks for year 2038
when the number of train sets will be 40.

Required number of tracks for inspection becomes as follows.

Table 5.4.6 Number of Tracks for Strorage and Inspection

Class of Required
Track calculation
inspection number
36 trains will be in operation.
Pre-departure Peak hours (6 hours/day) are not available for
2
inspection inspection.
Inspection track
36/(24-6)=2
Regular
8 hours x 40/90=6 (hours/day) 1
inspection
Important parts
20 days x 40/(6 x 365)=0.37
Mounting/dismounting inspection
1
track (workshop) General
30 days x 40/(6 x 365)=0.56
inspection
Source: JICA Study Team

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Required number of inspection tracks is 3, however, including occasional inspections 4 tracks are
required.

Interval of important parts inspection is 3 years, however, general inspection is required every 6
years, therefore, the actual interval of important parts inspection becomes 6 years. Required
number of tracks in the workshop becomes 0.92. tracks for 1 train may be enough but it is difficult
to plan the schedule of heavy maintenance without idling time.

Including occasional repair tracks for 2 trains will be required for the workshop.

Based on the calculation above the following number of tracks will be provided.

Stabling track: 2 train sets x 18 tracks

Washing track: 2 train sets x 2 tracks
Inspection track: 4 tracks
Mounting/dismounting track: 1car x 4 tracks

Considering the increase of passengers after 2038, the number of trains will increase by reducing
the headway, therefore, space on the stabling track for 10 more train sets is provided. Layout of
Depot is indicated in Figure 5.4.17.

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St18

Space for
Train washing plant commercial and
office buildings

Stabling track for

trackwork vehicle
Stabling track

Washing
Shed for road rail
vehicle
Inspection track

workshop
Wheel re-profiling machine

100m
Site area：12ha

Figure 5.4.17 Layout of depot and workshop

Source: JICA Study Team

Maintenance of the tracks

Vehicles for trackwork will be stabled in the same complex in the rolling stock depot and workshop.

The following vehicles will be prepared for trackwork

Flat wagon: for carrying the materials for trackwork

Track inspection car: measuring the alignment of the track
Road rail vehicle: vehicle that can run on both road and rail. Will be used for hauling the
flat car or LRT trains.
Figure 5.4.18 shows a sample of a road rail vehicle.

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Figure 5.4.18 Sample of Road Rail Vehicle (Manila LRT Line 1)

Source: The photo was taken by JICA Study Team

5.5 Railway Systems

5.5.1 Overall System Concepts

1) Selection of Optimum Transportation System

<Future Demand Forecast>

In response to the result of the future demand forecast discussed in Chapter 3, it is projected that
peak-hour passenger demand (PPHPD) will be approximately 7,000 persons in 2018 and 15,000
persons in 2038.

The “Detailed Project Report on Pune Metro Project” (July 2009) by Delhi Metro Rail Corporation
mentions that Experience has shown that in mixed traffic conditions, comprising slow and fast
moving traffic prevailing in most of our cities, road buses can optimally carry 8,000 persons per
hour per direction. Bus-based transportation system could be suitable for traffic density with less
than 8,000 persons per hour.

As shown in the following figure quoted from the Ministry of Land, Infrastructure, Transport and
Tourism in Japan, it describes the optimum transportation system in relation with PPHPD and
Operation Speed. Passenger demand for the proposed corridor is suitable for an LRT system as
indicated below. On the other hand, MRT has great potential for its capacity with more than 20,000
persons.

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hour//direction 8.0

MRT
Appropriate System for Pune-
PPHPD
pax//hour

2.0 Hinjawedi Corridor AGT

Monorail
10,000pax
（10,000

1.5
LRT
LRT

0.5
Tram
Bus

10km/h 20km/h 30km/h 40km/h

Operation Speed

Figure 5.5.1 Applicable System and Passenger Demand

Source: JICA study Team

<Corridor Alignment>

The alignment has been set under the basic policy that an alignment basically passes through public
land space along a corridor as mentioned in Chapter 5.1.1. Land acquisition for private land is one
of the biggest issues in any county when a transport system is constructed.

In terms of flexibility of alignment setting, the LRT system has a big advantage in comparison with
the MRT system. Minimum radius curvature of LRT is 20 meters, while MRT is 200 meters in
general. This feature can largely contribute to the reduction of land acquisition area.

The next figure indicates our proposed alignment and minimum radius curvature with less than 200
meters. On the proposed corridor, it often falls below 200 meters, and minimal radius is 50 meters
near Shivaji Nagar. Land acquisition along the entire route can be minimized by introducing an
LRT System. The detail information on minimum radius is described in Figures 5.1.8 ~ 5.1.12.

If an MRT system had been selected for this corridor it would have required re-alignment and huge
additional land acquisition due to the minimum radius of curvature. From the viewpoints of demand
forecast, alignment and land acquisition, it is concluded that the optimum solution is to introduce a
flexible system, an “LRT system”

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Figure 5.5.2 Proposed Alignment and Min. Radius Curvature

Source: JICA Study Team

2) Concept of LRT Systems

In terms of future passenger demand, it is most suitable to adopt an LRT (Tram) system as a
mid-capacity transportation system. An LRT (Tram) system basically operates a vehicle by
receiving electric power from an overhead catenary during running. However, an LRT (Tram)
system with on-board electric power storage is proposed in this study. This is a battery-driven rail
system which can operate continuously without any disruptions of electricity supply (hereinafter
called a “Battery Tram System”).

The next figure describes basic concept of the Battery Tram system. The electric power can be
recharged to an on-board rechargeable battery at the station during passenger’s boarding and
alighting time through the station post (Battery and Charger). In addition, it is possible to utilize
regenerative energy for recharging its battery. This energy is generated by braking behavior, and it
can contribute much to the improvement of energy efficiency. By adopting a high efficiency and
easy maintenance motor, the operation and maintenance cost can be reduced.

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Figure 5.5.3 Basic Concept of Battery Tram System

Source: JICA Study Team

3) Advantages of Battery Tram System

A Battery Tram System equips a rechargeable battery on board as a power storage device and
provides electrical power from its battery to on-board facilities and equipment for driving and
control. It therefore does not need to receive electric power continuously from an overhead catenary
line during running. The following advantages for a Battery Tram system are specified compared
with conventional LRT system (power supply from overhead catenary) and MRT system (see Table
5.5.1). The system enables:

 To stably operate under any electric circumstances;

 To eliminate the construction, operation and maintenance cost of an overhead catenary;
 To preserve the city’s landscape;
 To reduce energy consumption by regenerative energy use;
 To reduce the number of traction substations;
 To reduce the land space for substation facilities; and
 To minimize life-cycle cost (LCC).

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 Table 5.5.1 Comparison among Rail-based Transportation Systems

Systems
Battery Tram System Conventional LRT System MRT System
Final Report

Items

Image

On-board Battery
Power Source *Battery is recharged at station through Overhead Catenary Overhead Catenary
overhead catenary

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Passenger’s Demand ~ 15,000 PPHPD ~ 15,000 PPHPD 25,000 PPHPD ~

20m 30m
200m
Min. Curve Radius
Advantage to pass through road intersection Advantage to pass through road intersection
* R=100m for mixed use sections * R=100m for mixed use sections
70‰ 70‰
30‰
Max. Gradient
Easy to pass through road grade separation Easy to pass through road grade separation
Excellent
Energy Saving with Regenerated Energy Good Good
(Approximately 20% energy saving)
Operation Continue
With only on-board battery, a tram can
Operation in Power Failure Operation Suspended Operation Suspended
transport passengers from origin to
destination station (21.6km).
Source: JICA Study Team and General Information
Preparatory Survey on the Urban Railway Project
in Pune City
 Table 5.5.2 Comparison among Rail-based Transportation Systems (continued)
Systems
Battery Tram System Conventional LRT System MRT System
Final Report

Items

Interval of Substations Not Necessary Interval: 3km Interval: 5km (DC1,500V)

(Feeding Voltage) (DC750V) Interval: over 20km (AC25,000V)
Necessary Land Area for Not Necessary Medium Large
Traction Substation
Overhead Catenary System Not Necessary Necessary Necessary
for Running
(or Third-rail system)
Capital Cost Estimation E&M: 95.7 E&M: 90.7 Total: 196 (Munbai Metro No1)*1
(crore Rs./km) Civil: 86.2 Civil: 86.2 Total: 199 (Hyderabad Metro)*1
*1
Total: 181.9 Total: 176.9 Total: 125 (Delhi Airport Metro)

*2
Total: 243 (Pune Metro No.1)
Total: 130 (Pune Metro No.2)*2

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Operation & Maintenance 11.8 13.4 18.9 *2
Cost Estimation in average
(crore Rs./km/year)
Source: JICA Study Team and General Information
*1: Calculated based on the report from Feedback Infrastructure Services Private Limited
*2: Estimated based on “Detail Project Report on Pune Metro Project (2008)”, Delhi Metro Rail Corporation
Preparatory Survey on the Urban Railway Project
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4) Features of Battery Tram System

The features of a Battery Tram system are summarized as follows.

 It is possible to stably operate under any electric power situation.

 For the at-grade section, a “Resin” track structure", in which the rail is fixed by resin is
employed for the purpose of vibration suppression and noise reduction. The elevated section
adopts a T-shape rail and slab structure with the rail tied directly to the slab.
 To operate a tram under an unstable electric power situation, it is proposed to employ a tram
equipped with electric power storage. The vertical distance between the rail surface and the
floor level is designed as a low floor with fewer steps in which barrier-free design is taken into
consideration.
 At the station electric power storage facilities that mate with the on-board storage are
furnished to recharge the on-board storage from the station side. To recharge the on-board
storage, this system provides a rapid recharge function to complete the recharge in a short term.
Meanwhile, the station post is recharged slowly by a power supply from a substation.
 At every station, the fare is collected automatically by automatic ticket gate and IC card/token
to avoid congestion in the vehicle. An IC card/token is issued manually by staff at the station.
The necessary information is recorded on IC chips embedded in plastic cards. This is possible
because these IC chips are rewritable and reusable.
 To manage road traffic at the intersections of at-grade sections, LRT signals are established at
the intersection. This implements an LRT Priority Signal measure to assure the punctuality and
operates simultaneously with traffic signals subject to coordination with the road
administrator.
 To realize efficient operation, the information on train operation and location are centralized at
the Operation Control Center (OCC). The OCC monitors and manages this information.
 To increase the safety in the elevated section, an automatic block system, which allows only
one train to enter a block section, is employed and it is also equipped Automatic Train Stop
(ATS) function so that a train can be stopped automatically in the event of an emergency.
 As a backbone of the transmission network, optical fiber cable is to be installed along the
entire route and it connects the OCC, stations, depot and other facilities. A radio system is
installed to communicate between the ground facilities and the vehicles. At the stations,
passenger information, public address and CCTV systems are furnished for the purpose of
information provision and passenger safety.
 To remotely control and monitor the condition of necessary facilities, facility monitoring and
control systems will be installed in the operation control center.
 A Maintenance Management Information System (MMIS) is implemented to manage assets
and to schedule maintenance works.

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5.5.2 Track System

1) General

The track structure is basically different from a mass rapid transit system since LRT operates at the
ground level and crosses the intersections using road space. Basic principles on rail selection and
cant setting have been differentiated. The track system is summarized in the following table

Table 5.5.3 Outline of Track System

Items At-grade Section Elevated Section

Rail Grooved Rail T-shape Rail
Track Structure Resin Slab
Design Speed Max. 80km/h Max. 80km/h
Design Load Axle Load 12t Axle Load 12t
Radius of Curvature Minimum 20m Minimum 20m
Longitudinal Gradient Max. 70‰ Max. 70‰
Cant Not necessary* Necessary
Limited Speed on Turnout Passing through low speed Passing through low speed
※ Cant in at-grade sections would affect road traffic due to the uneven surface, and may cause huge
damage for tracks and then frequent maintenance works.
Source: JICA Study Team

2) Features of Track System

(1) Rail

As shown in the following figure, a grooved rail is constructed for the at-grade section, however
T-shape rail (equivalent to UIC54 or JIS 50kgN) is to be used for the elevated section.

Although T-shape rail is generally used for mass rapid transit system (MRT), a grooved rail has a
groove on the head of a rail and it plays a role as a guardrail. It is not necessary to set wheel flange,
therefore it’s possible to construct itself in uniform surface between rail and pavement.

T-shape Rail Grooved Rail

UIC54

Figure 5.5.4 Comparison of Rail Section

Source: “Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

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(2) Track Structure

Basically the ballast track is applied for the depot area and the slab track for the elevated section.
For the at-grade section, a “Resin” Track is employed which is not jointed by bolts but fixed by a
special resin. This can reduce vibration and noise; therefore, it is suitable for the at-grade section.
As it is completely fixed with resin, it has advantages such as high sealing performance, and
prevention of deterioration by water leakage. This Resin Track is widely used in Europe。

The comparison of track structure is shown in the following table.

Table 5.5.4 Comparison of Track Structure

Structure Resin Track Slab Track Ballast Track

Section Implemented At grade Section Elevated Section Depot
Roadbed RC、PC Concrete RC Concrete Ballast
Rail Joint Fixed in Groove by Special Jointed with Slab by Bolts Jointed with Sleeper by
Structure

Resin Bolts
Pavement Concrete Asphalt Concrete Concrete
Surface Asphalt Concrete Block Asphalt Concrete
Block Lawn
Lawn
Vibration Small Moderate Moderate
Track Irregularity None None Often
Rail Wear Little Corrugations occur Little
Function & Performance

Deflection Pat＋Special Resin Hard resin under a rail Ballast

Measure
Water Leakage Water Proofed by Special Prevented by Resin High Drainage
Resin Performance
Checking Not necessary for Inner Impossible to check inside Necessary to check rail
(Inner Structure) Checking such as bolts due to fasteners
pavement
Rail Possible to replace a rail Necessary to pave again Possible to replace a rail
Replacement without pavement removal after pavement removal without pavement removal
Electric Not necessary No countermeasure No countermeasure
Corrosion
Construction Moderate Moderate Low
Cost

O&M Low Moderate High

Source: “Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

Concrete Slab

Grooved Rail
Resin

Figure 5.5.5 Cross Section of Resin Track (Reference)

Source: “Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

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5.5.3 Rolling Stock System

1) General

Rolling stock must function to stably operate under any electric power situation and to ensure
passenger’s safety by reducing the difference in height between the vehicle and the ground

2) Characteristics of Rolling Stock

It equips an electric power storage system (battery*1) on board, therefore it can be operating stably
in case of unstable or blackout situation. The recharging of the on-board battery can be done during
boarding and alighting at the station or the on-board battery can be recharged through a Station Post
(Battery Charger) and additionally regenerative energy generated by braking motion. In order to
reduce the barriers for passengers, the tram is designed as a low-floor system.

3) Basic Data on Rolling Stock

Basic performance data and image of rolling stock are shown in the following table and figure.

Considering a passenger friendly and convenient system, LRV is designed as 100% low-floor
vehicle.
Table 5.5.5 Basic Performance of Rolling Stock

Items Details Remarks

Basic Train Set 2 cars 3 modules per 1 car × 2cars
Passenger Capacity Approximately 460 persons Passenger Capacity = Seating＋Standing
Capacity
Approx. 690 persons under congestion rate
of 150%
Gauge 1,435mm Standard Gauge
Minimum Radius of 20.0m
Curvature
Maximum Gradient 70‰
Maximum Speed 80km/h
Maximum Acceleration 4.0km/h/s
Deceleration 5.5km/h/s（Normal） Track Brake for Emergency
6.0km/h/s（Emergency）
Electrical Power Supply DC 600V Battery Driven（Only recharge at the
station）
Brakes Regenerative Brake and From the result of an energy consumption
Mechanical Brake simulation, energy saving by regenerative
braking is assumed to be an approximately
20% reduction.
Train Protection System Automatic Train Stop (ATS)
Dead-man’s Device
Train Radio Equipped
Operating Condition for Towed operation by Coupler
Emergency
Source: JICA Study Team

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Table 5.5.6 Basic Specification on Rolling Stock

Items Details
LRV 100％ Low-floor Vehicle
Width of LRV 2,650mm
Length of LRV 60m （30m car×2 cars）
Other Facilities Master Controller, Speed Meter, Radio Facility, Monitors, Train Destination
Indicator, Onboard Information Board, Broadcasting Equipment, Air Conditioning,
Signal Lamp (Front, Back) etc.
Source: JICA Study Team

30mCar 30mCar
Length 60m

Figure 5.5.6 Image of Rolling Stock

Source: JICA Study Team

Figure 5.5.7 Image of Seat Placement (30m Module)

Source: JICA Study Team

4) Clearance Gauge for Rolling Stock

In general, the clearance gauge has not been set for LRT systems in Europe. From the safety
viewpoint, it however, could be set at 40cm away from both sides of the rolling stock. If any
structural objects exist in the median such as poles, an additional 40cm between the vehicle and the
object should be set.

The height of the vehicle is approximately 3,800mm with the pantograph retracted. The overhead
catenary which is installed only at the station to recharge the on-board battery, is temporarily set at a
height of 5,000mm from ground level.

Basic concepts of the cross sections are shown in the following figure.

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Width of Single Track Width of Double Track

Space for Track (Single Track) Space for Track (Double Track)
6,500mm 6,500mm

400mm 400mm 400mm 400mm 400mm

Car Width Car Width

2,650mm 2,650mm

Distance between Center of Tracks

3,050mm

Width of Double Track with Center Pole

Space for Track (Double Track)

6,900mm+Pole Width

400mm 400mm

Car Width
2,650mm 40mm 40mm

Distance between Center of Tracks

3,450mm+Width of Structure

Figure 5.5.8 Basic Concept of Cross Section

Source:“Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

5.5.4 Signaling System

1) General

Signaling provides for highly reliable and secured operation of the Tram system. This study
proposes a mixed structure with at-grade and elevated sections, therefore the Signaling facilities are
optimized depending on the situation and location. The following table summarizes the Signaling
system for at-grade and elevated sections.

Table 5.5.7 Outline of Signaling System

Items At-Grade Section Elevated Section

Train Detection System Track Circuit
Transmitter
Train Protection Visual Check by Driver Automatic Block
System Automatic Train Stop (ATS)
Signal Light System Two Aspect Signal Light Color Light Signal (Three Aspects)
Route Control System Route selection by centralized control from OCC or
portable remote controller by driver
Interlocking System － Relay Interlocking Device
Source: JICA Study Team

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2) Systems Configuration

(1) Train Detection System

The Train Detection System enables collection of the information on the position of trams on the
line.

In the elevated section as well as at the location where turnouts are located, a train is detected by a
track circuit. By using tram location information, the OCC controller can monitor the locations of
all trams in operation, and control the turnout remotely from OCC. In the elevated section, an
Automatic Block System and Automatic Train Stop System can assure the safety and operation
speed using the tram location information.

(2) Train Protection System

Train Protection System ensures safe tram operation and ensures the safe distance between trams.
Train protection is assured by the driver’s visual confirmation for at-grade sections as a tram
operates at relatively slow speed. On the other hand, an automatic block signal system is installed in
the elevated section which allows only one tram in each block section.

With an Automatic Train Stop system, a tram will be stopped automatically by an emergency brake
if a driver misses a stop sign at a block signal, etc.

(3) Signal Light System

An indication of signal lights is designed in 3 aspects; Proceed, Slowdown and Stop.

The tram location information is transmitted to the road traffic signals for appropriate traffic control
i.e. extension of green signal duration or reduction of red signal duration.

(4) Route Control System

Sensors of the remote controller for turnouts are installed along the track. A driver operates the
portable remote controller for switching the turnout. Inside the depot area and lead-in track, the
turnouts can be controlled remotely by the OCC controller.

(5) Interlocking System

By using the train detection information, the Interlocking system basically detects vacancies at
points and track sections, and controls switching or locking of turnouts and control signals, but it is
not limited to the abovementioned functions. It is installed at the station where the turnout is located
and the lead-in-track to the depot area.

(6) Operation Control Center (OCC）

The Operation Control Center is established to manage and control the LRT system. An Operation
Management System which has the following functions is installed in the OCC.

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① Train Schedule Management

There are two types of train diagrams; one is a scheduled diagram, and the other is the actual
diagram which is drawn based on actual train operation. Both diagrams can be indicated
independently or integrally on the same display. It helps the OCC controller to understand
any delay in tram operation well.

② Train Location Indicator

Train location information collected by the train detection system can be shown on the route
map. The train number is also shown on the same map.

③ peration Monitoring System

The Operation Monitoring System continuously monitors the scheduled and actual diagrams.
If a delay from the scheduled diagram exceeds a certain time, the system automatically
raises an alarm on the display.

Traffic Signals at Intersections

During operation in the at-grade section, a tram is running in the road space. It is necessary to take a
measure to ensure the tram’s punctuality in the mixed road space where trams, cars, motorcycles,
buses, rickshaws and pedestrians exist.

If a tram is approaching the intersection, the punctuality of tram operation will be assured by
reducing the red signal or extending the green signal. In Pune Municipal Corporation (PMC), a BRT
priority signal has been installed on the BRT route as shown in the picture below. Such system
could be beneficial to introduce LRT Priority Signals for the LRT system. It can give priority to a
tram when a tram approaches the intersection. At the intersections without traffic signals, it is
proposed to install traffic signals as well as the LRT signal.

Figure 5.5.9 BRT Priority Signals along BRT Route in PMC

Source: JICA Study Team

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5.5.5 Telecommunications System

1) General

The telecommunications system is significant to exchange information supporting the safe and
secure operation. For the purpose of comfortable usage, this system also provides passengers with
several items of information such as train approaching, departing time, delay information.

Table 5.5.8 Outline of Telecommunications System

Functions Facilities Remarks

Backbone Transmission Optical Fiber Cable  Constructed along the main line
Network Broadband Radio  Connected between OCC and each base
Radio System Central Radio Server  Including Recording Function
Radio Base Station
Train Radio
Handy Radio
Public Address System Public Address (PA)
Information Board  Sign for Train Approaching
Telephone System Dedicated Telephone  Dedicated Line within the company
Clock System Clock  OCC, Stations, and LRVs
Surveillance Camera CCTV  Each Station, Major Intersections, Bridges,
Depot
 Video data is transmitted to OCC through
optical fiber cable.
Facility Monitoring and SCADA  Remote facility control, Information
Control System collection of equipment failures
Maintenance Management MMIS
Information System
Source: JICA Study Team

2) System Configurations

(1) Backbone Transmission Network

The Backbone Transmission Network transmits the train location, video and passenger information
among the OCC, depot and stations etc.

 It makes it possible to communicate with the OCC, Depot and Stations and other facilities.
 It forms a fault-resistant structure with a dual cable network in preparation for cable breaks and
equipment failure.
 The network cable is accommodated between the tracks in the at-grade section and inside the
trackside cable trough in the elevated section.

Other than optic fiber cable, the broadband radio system as a backbone transmission network will be
considered.

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(2) Radio System

The Radio System makes it possible to communicate among the OCC controller, drivers, and
maintenance staff etc. by voice and data communication. It covers all trackside and inside buildings
as a call-enabled area.

Furthermore, it can issue a warning at the same time from the OCC controller to drivers and
maintenance staff and record a call log between the OCC controller and drivers in the OCC
recording device.

(3) Public Address System

By using the train location information collected from the track circuit, the Public Address System
announces the train approaching to the stations through the information board (text data) and by
speaker (voice data).

In case of operational problems due to accidents, its system can send text and voice information
from the OCC controller to the passengers through the broadcasting equipment.

(4) Clock System

The Clock System is installed to operate and manage the LRT system with unified time. A master
clock could be placed in the OCC, and servant clocks in stations, the depot and on board. Servant
clocks will be synchronized with the master clock through the backbone transmission network. This
helps to control the entire LRT system under the same time system.

(5) Surveillance Camera System (CCTV)

Surveillance cameras will be installed at platforms and ticket booths to monitor suspicious
individuals and ensure passenger security. The information retrieved from the cameras is
transmitted to the OCC, and the OCC controller can monitor these video pictures on the monitor.

(6) Facility Monitoring and Control System (SCADA)

The Facility Monitoring and Control System can collect the failure information on facilities
equipped in substations, stations, wayside, the OCC and the depot, and issue a warning on the OCC
monitor and output an alarm. This failure information will be stored in the system as a history.

(7) Maintenance Management Information System （MMIS）

The MMIS functions in maintenance planning and asset management to keep the LRT system in the
best condition without any negative impacts to passenger transportation.

① Maintenance Plan
This produces maintenance and repair schedules for each facility in consideration of the
condition of the inspection cycle/facilities and hours worked.

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② Asset Management
This system manages the numbered facilities and keeps a history (purchase, failure, repair
etc.). In addition, it examines the life-cycle cost of each facility by calculating its asset value
and makes a list of facilities with a short life span.

5.5.6 Substation System

1) General

This chapter mentions the power supply system for the Battery Tram system without overhead
wires.

It consists of a facility to receive the power from the electric power company, a substation facility to
convert the received voltage to an electric voltage for the purpose of railway system usage, and
distribution facilities to distribute it to each facility at the station, along the wayside and other
operation-related facilities. Since the battery tram does not need an overhead catenary or a traction
substation for this system, the land space for a traction substation could be eliminated.

2) System Configurations

(1) BSS（Bulk Substation)

The BSS receives the electric power from MSEDCL（Maharashtra State Electricity Distribution Co.,
Ltd.） in Pune. In order to supply power to every station and substation along the line, a Bulk
Substation is constructed at each end point of the route. Receiving voltage is 22kV each and
converted to 6.6kV. In a normal case, the area of electric supply extends to a Switching Post
(mentioned in the following (2) SW Post).

To establish redundancy, it is required to possess the ability to supply electric power from one BSS
to the entire line in case of emergency.

(2) SW Post（Switching Post）

In order to establish redundancy, a Switching Post (SW Post) is constructed in the middle of the
distribution line in case multiple BSS have been constructed. A circuit breaker in the SW post is
normally open. If failures happen at one of two BSSs and it disables the power supply, the circuit
breaker of the SW Post will be closed so that the other healthy BSS can supply the electric power.
This function increases the reliability and redundancy of the system.

(3) Station Post

A Station Post (located at each station) converts the distributed electricity of 6.6kV from the BSS to
AC voltage, supplies the electricity to the load of the station such as lighting and elevators etc. In
addition, the battery post will be equipped in order to realize rapid charge of the on-board battery
when the train stops at the station. A PCS (Power Condition System) is equipped at the primary side

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of the battery and converts to DC600V, which is the charging voltage of the battery. DC circuit
breakers are equipped on both sides of the battery, and charging/discharging could be switched by
DC circuit breakers. The following figure describes a concept of switching charge/discharge by DC
circuit breaker.

Figure 5.5.10 Switching scheme of charge/discharge of the battery

Source: JICA Study Team

(4) Depot SS（Substation）

The Depot SS is a substation for supplying the electric power to the Depot. It supplies the electric
power to equipment and facilities in the depot as well as makes it possible to recharge LRVs which
are parked in the depot.

(5) SCADA（Supervisory Control And Data Acquisition）

SCADA is equipped at the Operational Control Center (OCC). It plays roles to; (a) control each
piece of equipment at the station post and substation (b) supervise the states of each post.

5.5.7 Automatic Fare Collection System

1) General

Fare is a significant financial source to operate a tram adequately. There are several types of fare
collection systems. The system should avoid disruption at the station and/or in the train, and ensure
the expandability with other public transportation systems. In this study, the contactless IC
card/token is adopted as the ticket type, and the tickets will be sold at ticket booths near the station.
The following table summarizes the fare collection system. The details are indicated in Annex 2.

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Table 5.5.9 Outline of Automatic Fare Collection System

Methods Detail Method Remarks

Type of Fare Collection Ticket Gate
Type of Ticket Contactless IC Token IC Card for Train Pass
Contactless IC Card
Standard of IC Card Felica Suitable to process huge amount of
passengers
Others Possible system to use commonly Need to follow the movement of Indian
among BRT, Bus, MRT and LRT in Common Mobility Card
the future
Source: JICA Study Team

2) Features of Ticketing System

(1) Ticketing Type

There are some issues for fare collection method such as ticket issuing and fare collection at every
ride. However, they can be solved with a “Pre-paid” and “Post-paid” card system. This card system
is suitable for this kind of transportation system because it does not need to issue the ticket every
time at the station and it is re-writable and re-usable.

The advantages of an IC card system are:

i) to be compatible with different operators and different fare systems by writing several pieces
of information on the card such as boarding station, boarding time etc.
ii) to promote the efficiency of train operation by reducing fare collection by an employee on
board
iii) to ensure the reliable fare collection among other operators; and
iv) to understand the passenger trends.

Table 5.5.10 Advantage of IC Card

Advantage of IC Card Advantage of Commoditized Ticket

User‘s Benefit  Possible to get on a train smoothly  Possible to use one card for several
 Cashless System transport systems
 Reduce time for fare adjustment  Seamless transfer to other transport modes
 No need to take out from pass case  Improvement of convenience by integration
 congestion relief at station/ticket gate with other functions such as goods purchase
Operator’s  Alleviation of Traffic Jams by reducing  Possible to set flexible fare structure
Benefit the stop time at the station  Possible to take actions for promotion of
 Reduction of Maintenance Cost utilization
 Anti-counterfeit
 Customer retention by unification with
credit card
 Downsizing of station and congestion
relief at station/ticket gate
Social Benefit  Promotion of IC Card Recycling
 Alleviation of Traffic Jams by reducing the stop time at the station
 Downsizing of station and congestion relief at station/ticket gate
Source: “Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

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In India, the IC Card system has been employed for Metro systems. It is mentioned that the
proposed Pune Metro system plans to adopt the contactless IC card system. Consequently, this study
decided to employ a contactless IC card system for several passes and IC token for single trips in
order to facilitate share usage with other systems.

(2) Standard of IC Card

One of the biggest railway operators in Japan, the East Japan Railway Company, has employed the
contactless IC card system called “Suica”. This is a “Felica” system which was developed by Sony.
As shown in the following table, the IC Card system is standardized throughout the world by the
International Organization for Standardization (ISO).

Table 5.5.11 Major Standards for ISO/IEC14443 (Contactless IC Card)

Proposed Processing
Standard CPU Examples
Company Speed
Type A Philips N/A 106kbps~ Japan (Fukushima)「IC Card」
Infinion Japan 「IC Telephone Card」
Card for entering or leaving a building etc.
Type B Motorola Built-in 106kbps~ Japan 「Resident Registration Card」 etc.

Type C Sony Built-in 211kbps~ Japan (JR East)「Suica」

(FeliCa) Japan (JR West)「ICOCA」
Hong Kong「Octopus」
Singapore「ez-link card」
India（Delhi）「Travel Card」
Thailand（Bangkok）「Metro Card」
Electronic Money「Edy」 etc.
Source: “Study on the Elementary Technology for LRT System”, Japan Transportation Planning Association

This study decided to employ Type C (Felica). It is important for a transportation card to assure the
processing ability and speed.

On the other hand, the “Common Mobility Card” system has been considered in India for the
purpose of having a unique transportation card system. It should be taken into consideration to
realize shared usage.

(3) Ticket Gate

The automatic gate, which is installed at the ticket gate or the ticket collection gate, is a machine
that reads or collects tickets on behalf of the station staff. The types of automatic gates are for both
entrance and exit. At the entrance, the gates read the necessary information from the IC card and
write the entrance record on it. At the exit gate, the gate again reads the card and the fare is adjusted
and confirmed based on the entrance record. It is suitable to employ “Flap type” gates as the
simplest gate from the point of processing speed.

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5.6 Possibility to Develop Station and Surrounding Area

5.6.1 The study about the scale of facilities

TOD （Transit Oriented Development）is an urban development method to create a mixed-use

residential and commercial area around the node of public transportation, which will maximize access
to public transport. This will provide easy access from residences to offices/schools/ shops by Public
Transportation. TOD will also encourage transit ridership, and it will result in stable ridership and
will be beneficial for the operator of the public transportation.

To develop mixed-use (commercial and residential) facilities around the station along with
development of public transportation will allow the public transpiration operator to increase income
from non-rail businesses (e.g. real estate, shops, hotels, etc.).

Currently St 2 Shivaji Nagar Station area has a function as a transfer station/point to long distance
buses, city buses, railways, taxis and rickshaws. Future development of MRT and BRT will make
some stations transfer stations, such as JM Temple Area、Pune University Area, State Hospital Area,
and Wakad Chawk Area.

Location of these LRT stations should be close to the BRT/MRT stations and easy transit access
should be secured for passengers. Development of these transit stations is expected to encourage
people’s use of LRT, and also to attract private investors to this LRT business.

Potential and possibility to develop the following stations are discussed in this chapter.

 Station-2 Shivaji Nagar Station：

Redevelopment plan to connect LRT Station with Shivaji Nagar Bus Terminal, Shivaji Nagar
Station, Pune Metro Station

 Station-12 State Hospital Station：

Proposal to connect BRT station, City Bus Terminal and LRT Station to the State Hospital

 Station-18 LRT Depot (RGIP Phase 4）：

Possibility to develop the Depot site for commercial use.

 Station-15 Wakad Chawk2：

Possibility to develop as transfer station to BRT and long-distance buses on NH-4.

5.6.2 Station-2 Shivaji Nagar Station

(1) Current situation of Shivaji Nagar Station Area

St-2 Shivaji Nagar Station is proposed to be located near the junction of University Road and
Shivaji Road, approximately 150m south of the Shivaji Nagar Bus Terminal. Shivaji Nagar
Station of the Indian Railway is also located near the Bus Terminal, 150m from the Bus Terminal.
As shown in Figure 5.6.1, this area contains hotels, restaurants, cafés, shops, and schools and is

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crowded with passengers, students, auto-rickshaws, taxis, motorcycles and private cars in general.
A new station of PUNE METRO Line 1 is planned to be constructed under the Bus Terminal, and is
expected to cause more traffic in this area.

In order to mitigate the traffic congestion in this area, PMC proposed to construct a skywalk from
the Bus Terminal towards Mandai along the Shivaji Road, but the plan was canceled because of the
insufficient user rate expected.

Shivaji Nagar Bus Terminal is one of the four Bus Terminals for long distance buses in PUNE. This
Bus Terminal owns 153 buses, and the number of buses that comes to / goes from Shivaji Nagar
Bus Terminal per day is between 800 and 1,100. This number of buses and frequency of Bus
arrivals/departures are far beyond the expected number when the terminal was built in 1968.
According to the Maharashtra State Road Transport Corporation (MSRTC), owner of this Bus
Terminal, this Bus Terminal obviously must be expanded, but it is difficult to find available area
around the existing terminal.

In order to secure smooth bus operations, MSRTC desires to improve the traffic flow of the area by
limiting the encroachment by small shops, taxis, and rickshaws around the Bus Terminal.

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Source: Base map : PMC Land Use Development Plan, PMC Web.
Proposed Metro Line and Station: General Alignment Drawing of Pune Metro 2008, DMRC
Proposed LRT Line & Station : JICA study team

Figure 5.6.1 Proposed location of LRT Shivaji Nagar Station

Table 5.6.1 shows the summary of the current situation of Shivaji Nagar Bus Terminal and Railway
Station area.

Table 5.6.1 LRT Shivaji Nagar Station Area: Target sites for redevelopment

Land Ownership Land Use Area F.S.I Plot

Shivaji Nagar Bus Bus Terminal, Bus Depot, 2
MSRTC 10,600m 2.0 A
Terminal Drivers Accommodation, etc.
Plaza and Car Parking 2
3,100 m 2.0 B
Spaces（bikes and cars）
Indian Railway
Shivaji Nagar Hostel for family members of
（Possibility to be partially 3,100 m2 2.0 C
Station Area Indian Railway Staff
purchased by PMC ）
2
Slum 3,500 m 2.0 D
Slum Improvement
Slum Area Slum 11,500 m2 2.5 E
Corporation
Source: Land Use Development Department, PMC

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Figure 5.6.2 Station2 Shivaji Nagar Staion Surrounding Condition

Source: Boundary of the land from Land Use Development Plan PMC, Proposed Metro Line and Station from General Alignment Drawing of Pune Metro 2008, DMRC, Information of Shibaji Nagar Bus Terminal from Maharashtra State Road Transport Corporation, others from JICA Study Team

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(2) Study on possibility to redevelop around the Shivaji Nagar Station

With the proposed LRT station (St-2) and new station of Pune Metro under the Bus Terminal, this
area will be an intermodal center for several public transportation modes. Because of this, this
area has a high potential to be re-developed as a mixed use center with a TOD Concept, and
redevelopment of this area is assumed to encourage development of the local economy.

In addition, integration with Railways, long-distance buses, city buses, taxis and rickshaws, and the
new Pune Metro at this station will raise the value of this area, and is expected to increase the
convenience of the LRT system and attract more passengers.

On the other hand, this intermodal center with mixed-use development will attract more taxis,
rickshaws, and private vehicles, and integrated and comprehensive redevelopment of this area is
required to improve the traffic circulation of this area as well as to encourage commercial
development.

Accordingly, the possibility to re-develop this area was studied based on the following objectives;
 to improve traffic congestion of this area,
 to enhance passenger convenience as an intermodal center of public transportation,
 to encourage local economic activities by re-development based on the TOD concept.

The following three optional scenarios were studied and pros and cons. of these options were
compared.
- Option 1： Skywalk to connect LRT St 2 with the Bus Terminal and Metro Station, and
redevelopment of the Bus Terminal are proposed.
- Option 2： Skywalk to connect LRT St 2 with the Bus Terminal, Pune Metro Station, and
Shivaji Nagar Station Plaza, and redevelopment of the Bus Terminal and Station Plaza are
proposed.
- Option 3： Skywalk to connect LRT St 2 with the Bus Terminal, Pune Metro Station, and
Shivaji Nagar Station, and redevelopment of the Bus Terminal, Station Plaza and Slum area
in front of the Station.

The following instructions given by PMC office are applied to this study.

1) F.S.I.
 Government owned land, and development for public use : F.S.I 2.0
 Redevelopment of Slum Area : F.S.I 2.5
 There is a discussion that F.S.I of the area within 500m from Metro Station is changed to
4.0. The case which is applied F.S.I 4.0 was also studied.

2) Exemption of floor area for FSI calculation

 Floor area for Public Car Parking can be exempted from the floor area calculation.
(ceiling height should be between 2.4m to 2.8m.

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 There is no rule for parking space for public buses at this moment. However, according to
the discussion/advice from PMC, there is a possibility to establish an additional rule for
exempting the public bus parking space. The bus parking area was exempted from the
calculation.

3) Building Height Limitation

 According to the PMC office, the building height limitation for Shivaji Nagar Area is
100m.

Table 5.6.2 Comparison of re-development scenario options of

Shivaji Nagar Station Area
Option 1 Option 2 Option 3
Target Sites A A, B, C A,B, C, D, E
2 2 2
Site Area A : 10,600m A : 10,600m A : 10,600m
2 2
B+C:6,200 m B+C+D:9,700 m
2
E: 11,500 m
2 2 2
Limit of Total F.S.I.2.0 and A : 21,200m A : 21,200m A : 21,200m
2 2
Floor Area F.S.I. 2.5 B+C:12,400 m B+C+D:19,400 m
2
E: 28,800 m
2 2 2
F.S.I. 4.0 A : 42,400m A : 42,400m A : 42,400m
2 2
B+C:24,800 m B+C+D:38,800 m
2
E: 46,000 m
Development Use of Bus Terminal Complex: Bus Terminal Complex:ditto Bus Terminal Complex:ditto
Contents Buildings Bus Terminal, Bus Depot, Station Plaza: Station Plaza:
Metro Station, Waiting City Bus Stops, Taxi, ditto
Space, MSRTC Office, Stands, Rickshaw Stands, Indian Railway Complex:ditto
Accommodations for Bus etc. Slum Redevelopment
Drivers, Commercial & Indian Railway Complex: Building:
Office uses, etc. Public Parking Spaces, Public Parking Spaces,
Hospital for family Commercial and
members of Indian Residential uses.
Railway Staff, Staff
Accommodations, Public
Service Facilities (post
office, clinic, etc.)
Commercial & Office Use.
Building Bus Terminal Complex:10F Bus Terminal Complex:10F Bus Terminal Complex:10F
Capacity Indian Rail Complex : 11F Indian Rail Complex : 11F
(FSI 2.0) Slum Redevelopment.
Building:13F

2 2 2
Leasable Area 10,000m 16,000m 34,000m
Building Bus Terminal Complex:16F Bus Terminal Complex:16F Bus Terminal Complex:16F
Capacity Indian Rail Complex : 22F Indian Rail Complex : 22F
(FSI 4.0) Slum Redevelopment.
Building:22F
2 2 2
Leasable Area 26,000m 39,000m 71,000m
Public Parking Nil 80 Cars, 400 Bikes 200 Cars, 700 Bikes
Spaces
Source: JICA Study Team

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Figure 5.6.3 Optional Scenarios for Redevelopment of Shivaji Nagar Station Area
Source: JICA Study Team

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Table shows a comparison of the three options’ pros and cons.

Table 5.6.3 Comparison of the Three Options

Option 1 Option 2 Option 3

Pros * Skywalk from LRT station to * Skywalk from LRT station, * Re-development of the Bus
Bus Terminal and Metro Bus Terminal, Metro Station, Terminal, Station Plaza,
Station will reduce and Railway Station, will Slum etc, will make
pedestrian crossings around improve connectivity among rearrangement of the traffic
the Bus Terminal. several public transportation circulation system and
* Redevelopment of the Bus modes. integration of public
Terminal will improve its * Capacity of Bus-Terminal transpiration possible.
function and reduce traffic will be expanded, and traffic * Maximize utilization of area
congestion/confusion congestion around the area with node of public
around the Bus Terminal. will be reduced. transportation with TOD
* Resettlement of residents is Concept.
not required. Hostel for the * Redevelopment of the Slum
family members of Indian area will improve
Railway staff will be in the image/impression of the
redeveloped building. Station area.
Cons * Only Bus Terminal’s * Area which has high * Resettlement of residents in
redevelopment is not potential for re-development Slum Area is required.
enough to improve the traffic with node of public * Coordination with MSRTC,
congestion in the area. transpiration modes will not Pune Metro, Indian
* Coordination with MSRTC be developed. Railways, and Slum
and Pune Metro is required. * Coordination with MSRTC, redevelopment are required.
Pune Metro, and Indian
Railways is required.
Source: JICAStudy Team

(3) Summary and Issues

In order to improve the traffic circulation around the Bus Terminal and Railway Station, and
improve the convenience of intermodal connectivity, redevelopment of the wider area including the
Station Plaza is recommended (Option 2 or Option 3).

From the view points of effectiveness for activating the local economy, Option 3 will provide more
opportunity for commercial development, and is expected to attract more private investors.
However, this Option 3 requires resettlement of slum residents, and necessary procedures, including
guarantees, should be discussed carefully before implementation.

For further study on the possibility and feasibility, coordination with MSRTC, the owner of the Bus
Terminal, Indian Railway, the owner of land around the station, and Pune Metro SPC, is required.
As Pune Metro SPC is under the process of formulation as a joint corporation of PMC, PCMC,
State Government, and Indian Railway, coordination with this Pune Metro SPC will help to
coordinate with MSRTC and Indian Railway as well.

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5.6.3 St 12 State Hospital Station

(1) Land and Future Development Plan

St 12 State Hospital Station is planned to be located in front of the Chest Hospital in the State
Hospital Site. The reasons for proposing the station at this location are summarized as follows;

Proposed new BRT Station is planned to be located in front of the Chest Hospital.

- The junction at the South Corner of the Hospital Site is the transfer point from / to buses to /
from auto rickshaws, as it is the road to the residential areas such as Samarth Nagar and Kirti
Nagar etc.
- Availability of the land within the Hospital Land. (limited available land in front of the
General Hospital)
- As 60m of ROW for the University Road is secured in front of the State Hospital, which is an
extra 15m over the typical ROW (45m) in PCMC. PCMC has a plan to construct a City Bus
Terminal in the median (with 15m width), adjacent to the planed BRT Station.

Consequently, this station (St 12) seems to have a potential to be a transfer station from/to BRT,
City Bus and LRT. The State Hospital Site, with an area over 20ha, contains the State General
Hospital (300 beds), the Chest Hospital ( 200 beds), Staff Quarters, a School and College, etc.
Therefore, residents and students are seen in the hospital site.

The State Hospital has a plan to develop some new hospitals/institutions in the future in the site: a
center hospital, a medical university, a college of paramedics, and staff quarters. Details of this
plan have not been studied yet, but the proposed location of these additional hospitals are shown in
the Figure. 5.6.4

Source: Satelite Image from Google Map, Location of propose facilities from interview survey with State Hospital

Figure 5.6.4 Future Site Layout Plan of State Hospital

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(2) Study on the possibility of the Hospital Station

To locate St 12 adjacent to the BRT Station and City Bus Terminal, which are planned to be in the
median of the University Road, will enable integration of LRT with BRT and City Bus Services and
St 12 becomes a transit station. As St 12 will be elevated, it will be connected to BRT and Bus
Terminal by elevators and staircases.

A Pedestrian Overpass will provide safe access from the Hospital Site to St 12, the BRT station and
City Bus Terminal. All passengers of BRT, Bus and LRT will be able to access the Hospital Site
via the Pedestrian Overpass without crossing the road on the ground.

As this integrated transit station is expected to attract more passengers rather than hospital visitors,
public parking for motorcycles / bicycles will be required for people from residences and students.

A transit station in front of the large hospital is assumed to have potential to develop commercial
facilities. The space above the City Bus Terminal and Public Bike Parking Space are proposed to be
for commercial use. It is expected that commercial developments in and near this station would
have many customers, such as hospital visitors (patients, families and staff), staff in the colleges,
residents who use the BRT/Bus/LRT, and future staff/visitors of the planned hospitals.

A universal design should be applied to all station buildings and pedestrian overpasses, and covered
walkways within the hospital site.

In addition, due to the scattered buildings in the state hospital site, connectivity from station to each
hospital building is one of the critical issues regarding accessibility. For the time being, Rickshaw
stands at the station will help patients to /from the hospital buildings. But internal circulation Buses
from the hospitals to the station, and a network of covered footways will be helpful.

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Figure 5.6.5 Development Option of State Hospital Station

Source: JICAStudy Team

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5.6.4 St 15 Wakad Chowk 2

The proposed LRT line crosses NH-4 at the JAKAT NAKA fly-over on the West side of Wakad
Chowk in PCMC. This NH-4 is a route for Long Distance Buses to Mumbai, and many passengers
were observed to get on/off the buses from the bus stop under the flyover. There is a public parking
space for motorbikes under the flyover, and it is fully occupied in general.

People waiting for buses on NH-4 near the flyover Bike parking space under the flyover

In the Wakad area, several large-scale new township developments are on going now, and a significant
increase of population is forecast for this area. The majority of the target population of these new
developments are now employees of Hinjawadi Industrial Area. However, residents that are working
in PUNE but prefer to stay in the Wakad area due to the expensive housing cost in the PUNE area, are
also an important target of this market.

Consequently, St 15 Wakad Chawk2 station will be a transfer station to BRT, and also be a transit
point for City Buses / Long Distance Buses on NH-4. In addition, it is also expected that this station
will have a high demand for Park & Ride from residents of the new township developments.

In this area, construction work on the road expansion with 45m ROW is now on going, and acquisition
of the land and demolition of the buildings has been started. On the other hand, new housing
buildings are under construction along the road. Currently, most of the lands along the street are
categorized as “residential” in the PCMC land use plan. As most of the lands are owned by private
owners, the available land has not been confirmed yet in this area, therefore, the possibility to develop
a Park & Ride facility is studied with temporary sites as shown in Figure.5.6.8.

For this study, F.S.I 1.8, which is for the area along a BRT corridor is applied.

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Figure 5.6.6 Study on development of P&R facilities at St.15

Source: JICAStudy Team

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5.7 Construction Plan

5.7.1 Elevated Area

For the elevated area, the main issues and subject location are pointed out as follows;

 Erection method for PC-Box Girders

 Construction Plan for Typical Elevated Station
 Station-5 adjacent to Road Flyover Structure
 Intersection with National Highway-4
 MULA River Bridge

1) Erection Method for PC Girders

Basically, the Cast-on-stage method and pre-cast segment method will be employed for the
construction of the PC girders. And also the track crane method or other method will be adapted
depending on site condition.

(1) Cast-on-stage Method

Technical Features

 The method is carried out by installing a stage supporting the cast-in-place girder on the
ground. It is the most popular erection method.
 Assembling of a temporary stage, fabrication girder, and dismantling of the stage are
repeated for each interval construction section which contains a single or multi span.
 The method can be used to fabricate curved girders.
 Suitable in the conditions where there are no obstacles below the girders.
 Stiff ground condition which is able to support the temporary stage is required.

Figure 5.7.1 Image of Construction by Cast-on-stage method

Source: Japan Hopepage of Civil Engineering Contractors Association, Inc, /
Building of the Pier in the Project of Purple-Line, Bangkok

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Profile Section
25,000
▽R.L

500
2,000
PC Box Girder
13,500

Pier
Pier

Figure 5.7.2 Profile and Section of Cast-on-stage method

Source: JICA Study Team

(2) Pre-cast Segment Method

Technical Features

 The method is employed to relatively large-sized bridges, such as long length viaducts in
urban areas or expressways. The method requires preparation of a fabrication yard which
can intensively produce numerous precast segments in a short period.
 Segment fabrication and erection work are a constant repetition of the cycle, therefore, over
time an increase in the workmen's skill can be expected.
 From division of labor between mechanized production and girder erection, significant
reduction in the erection period is possible
 The Central Control by mechanized erection equipment can ensure consistent quality.
 Since there is a standard post-fabrication period for the segments, deformation by
dry-shrinkage and creep can be reduced after erection of the girder.
 Also in the report of the Pune Metro plan, the method has been proposed for elevated
sections

Figure 5.7.3 Image of construction by precast segment method

Source: FUJI P.S CORPORATION HomePage/Buildng of Nabeta Bridge in the
Second Tokyo-Nagoya Expressway, 2000 Japan

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Procedure of Girder Erection

Stet 1 : Install Pier Segment

Pier Segment

Trailer Track Crane

Stet 2 : Transport and Set Erection Girder

Lift Device

Stet 3 : Lift Segment

Erection Girder

Stet 4 : Arrange Alignment of Segments, Work of Unreinforced

J i t

Unreinforced Joint

Stet 5 : Tensioning

Prestress Cable

Stet 6 : Transport Erection Girder for Next Span

Move to Next Span

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2) Construction Plan for Typical Elevated Station

The typical elevated station is planed to be built in a widened space in the road median strip. The
section of elevated station and road lane after completion are shown below.

3,050

17,000

600 2,000 3,000 1,375 3,050 1,375 3,000 2,000 600

2,000 500
2,500

13,500
2,500
2,500

6,000
3,400 3,500 3,500 3,200 3,500 3,500 9,400
30,000

For example, Construction procedure on the Station-9 is examined as follows.

(1) Existing Condition

30,000
Footpass Footpass
4,000 3,500 3,500 2,000 3,500 3,500 10,000

(2) Excavation, Build Footing and Leg of Column

30,000
Footpass
3.500 Width for Work 14,500 3.500 3.500 5,000
Working Pass Width for Excavation
3,500 10,000 1000

7,000
1,000
2,500

Temporary Temporary
5,000

Wall Wall
300
1,200

Aggregate Foundatiion
Assumed Rock Stratum

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(3) Build Column

30,000
Footpass Footpass
1,500 3,500 10,500 2,500 3,500 3,500 5,000

3,500 7,000

(4) Erection of PC-Girder

30,000
Footpass Footpass
1,500 3,500 10,500 2,500 3,500 3,500 5,000

3,500 7,000

(5) Build Concourse Beam

30,000
4,000

3,500 10,000
Footpass
3,500 13,500 1,000 3,500 3,500 5,000

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(6) Work of Platform Beam

30,000
Footpass
3,500 14,500 1,000 3,500 3,500 5,000

(7) Work of Rail, Platform and Roof

30,000
Footpass
3,500 14,500 1,000 3,500 3,500 5,000

(8) Work of Concourse floor and Lift Utilities

30,000
3,500 Footpass
14,500 1,000 3,500 3,500 5,000

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(9) Completion

3,050

17,000
600 2,000 3,000 1,375 3,050 1,375 3,000 2,000 600
2,000 500
2,500
13,500
2,500

2,500
6,000

Footpass Footpass
3,400 3,500 3,500 3,200 3,500 3,500 9,400

30,000

3) Station-5 adjacent to Road Flyover Structure

Station-5 is planned to be located close to an existing road flyover, therefore the construction of
station-5 is expected to be done in difficult and congested conditions. The section of elevated station
and road lane after completion is shown below.

3,050

17,000
600 2,000 3,000 1,375 3,050 1,375 3,000 2,000 600
2,000 500
2,500
13,500
2,500

2,500
6,000

3,000 3,900 3,200 3,500 3,500 6,400 2,000

17,100 8,500 8,400
34,000

Figure 5.7.4 Station-5

To ensuring construction space and to make the impact on traffic as small as possible, the
Construction procedure is planned as below;

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(1) Existing Condition

Source: JICA Study Team

34,000

17,100 8,500 8,400

3,000 6,100 3,500 3,500 1,000 6,400 2,000

(2) Excavation, Build Footing and Leg of Column

34,000
Footpass
Width for Work 14,000 3,100 8,500 6,400 2,000
Working Pass Width for Excavation
3,500 10,000 500

7,000
1,000
2,500

Temporary Temporary
5,000

Wall Wall
300
1,200

Aggregate Foundatiion
Assumed Rock Stratum

(3) Build Column

34,000
Footpass Footpass
1,500 14,000 5,100 8,500 6,400 2,000

3,500 7,000

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(4) Erection of PC-Girder

34,000
Footpass Footpass
1,500 10,500 5,100 8,500 6,400 2,000
Scaffolding
3,500 7,000

(5) Build Concourse Beam

4,000

Scaffoldig
3,500 10,000
Footpass
13,500 3,600 8,500 6,400 2,000

34,000

(6) Work of Platform Beam

Footpass
8,500 6,400 2,000

6,600
10,500

34,000

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(7) Work of Rail, Platform and Roof

Footpass
8,500 6,400 2,000

10,500 6,600

34,000

(8) Work of Concourse floor and Lift Equipment

6,400 Footpass
8,500 2,000

10,500 6,600

34,000

(9) Completion

3,050

17,000
600 2,000 3,000 1,375 3,050 1,375 3,000 2,000 600
2,000 500
2,500
13,500
2,500

2,500
6,000

Footpass Footpass
3,000 3,900 3,200 3,500 3,500 6,400 2,000
17,100 8,500 8,400
34,000

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4) Intersection with National Highway-4

The existing road viaduct crosses over National Highway-4 at an intersection where many vehicles
drive through. An elevated railway is planned to run at a higher elevation on parallel alignment
with the road viaduct. Constriction is required to be planned so that it does not stop existing road
traffic. Construction procedure in the intersection is planned as below;

(1) Existing Condition

10,000

26,000
Footpass
3,500 3,500 10,000 3,000 3,000 2,000

Existing Section of NH4

26,000
3,500 3,500 3,500 4,000 3,500 3,500 3,500

(2) Excavation, Build Footing and Leg of Column

10,000

26,000
Width for Excavation
3,500 3,500 10,000 3,500 2,250 6,500
1,800 1,000
5,000

300

Temporary Temporary
1,900

Aggregate Wall
Wall Foundatiion
Assumed Rock Stratum

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(3) Build Column

10,000
26,000
Scaffolding
3,500 3,500 10,000 3,500 8,000

1,800

(4) Erection of PC-Girder

10,000

26,000

3,500 3,500 10,000 3,500 8,000

Section of NH4 at Erected Girder

Girder Span 30,000

▽R.L
2,000 500
Piar

Piar
14,000

Temp.Girder H800
Steel Bent 26,000
3,500 3,500 3,500 4,000 3,500 3,500 3,500
6,000

9,500 8,0000 9,500

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(5) Completion
3,050

2,000
14,000
10,000 26,000

3,500 3,500 10,000 3,000 3,000 3,000

1,800

Section of NH4 at Completion

▽R.L

2,000 500
30,000

11,000

14,000
26,000

4,000 3,500 3,500 3,500 4,000 3,500 3,500 3,500

Plan of NH4 at Completion

3,500 3,500

Exist
10,000

26,000

Flyover
3,000 3,000 3,000

25,000 30,000 25,000

Eleveted
9,000

Railway

4,000 3,500 4,000 3,500 4,000

3,500 3,500 3,500 3,500

32,000

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5) MULA River Bridge

Two feasible methods can be planed. One is the plan for

setting typical span girders the same as the other elevated
sections, and the other is the plan for a long continuous
girder for the purpose of reducing the number of piers
constructed in the river. The latter construction plan using the
cantilever method, which is generally employed for River Figure 5.7.5 Image of Cantilever
Bridges, is examined below. Source: Construction Step Figures method
Sourse: Homepage of Simizu Corporation/
shown below are made by Study Team Cantilever Erection System

(1) Build Temporary Bridge

(2) Build Temporary cofferdam and Foundation of Piers

A1 P1 P2 A2

A1 P1
P2
A2

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(3) Build Pier Column

A1 P1 P2 A2

A1 P1
P2
A2

(4) Build Segment on Pier-head

A1 P1 P2 A2

A1 P1
P2
A2

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(5) Erection by Cantilever

A1 P1 P2 A2

A1 P1
P2
A2

(6) Construction of side of span on temporary stage

A1 P1 P2 A2

A1 P1
P2
A2

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(7) Completion

Pune City 2-Span-Continuous

PC-BoxGirder L=120m

35m 50m 35m

A1 P1 P2 A2

3-Span Continuous
PC Box Girder L=120m
35m
50m
35m
A1 P1
P2 A2

5.7.2 Land Acquisition

To implement this LRT project, land acquisition will be required and these land acquisitions are
shown in Table 5.7.1

Table 5.7.1 Land Acquisition Plan

St. Size of land

Site Kilo post Current condition Reasons
No. acquisition
1 Roadside area in 5K900M ~ 5K980M There are many Land acquisition is required for Approx.
2
PMC in southern and buildings along the the construction of a flyover 740m
part of Mula River 6K200M ~ 6K350M two lane road. bridge and elevated station.
Width is approx. 3.2 m and
length is approx. 230 m.
2 Around NH-4 13K020M ~ 13K520M There are public Land acquisition is required to Approx.
2
spaces along the maintain the current road lanes 4,000m
two lane road. and for the construction of a
flyover bridge. Width is approx.
8.0 m and length is approx.
500 m.
3 Hinjawadi IT Park 16K900M Planned phase 4 Land acquisition is required Approx.
2
Phase 4 area areas are currently for the construction of a rail 11,000m
private areas. yard and St. 18.
4 Hinjawadi IT Park 15K400M ~ 21K400M There are two lane Land acquisition is required for Approx.
2
from Phase 1 to roads with dividing the construction of a flyover 19,680m
Phase 3 area strips and pedestrian bridge and elevated station.
sidewalks in some Width is approx. 3.2 m and
portions with gaps. length is approx. 6,000 m.
Approx.
Total size of land acquisition 2
134,420m
Source: JICA Study Team

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MIDC PCMC PMC

St. 19
(17KM600) St. 18
(16KM900) St. 17
St. 15 St. 13
(15KM450)
St. 20 (12KM800) (10KM600)
(18KM700)

Depot St. 16
(14KM700) St. 14
St. 12
(11KM490)
(8KM655)

St. 11
St. 21
NH-4 (7KM650)
(21KM600)

St. 10
(6KM350)
Mula River
St. 9
(5KM550)
St. 8
(5KM000)

4 3 2
St. 7
(4KM250)

1
St. 6
(3KM720)
St. 5
(2KM300)
St. 4
Legend (1KM800)
St. 2
: Station (0KM590)
: Elevated Structure (Viaduct) St. 3
(1KM000)
: At-grade Structure St. 1
: Depot (0KM250)

Figure 5.7.6 Location of Land Acquisition

Source: JICA Study Team

5.8 Schedule for Implementation

5.8.1 Schedule before the Construction

The items that shall be implemented before the start of construction are the Feasibility Study, Basic
design, preparation of EIA, financial arrangements, preparation work, establishment of an
administration organization, selection of the consultants and selection of the contractor. Some of these
items will be divided into more detailed procedures. Schedules for these items are shown in Table
5.8.1. The Feasibility study, basic design and preparation of EIA are to be implemented in the
middle of 2013. Selection of the contractor will be completed in the middle of 2016.

5.8.2 Construction Schedule

A gradual start of operation that has two phases is proposed for the targeted first operation before the
end of 2018. The first phase (phase 1) is the section from St.5 to St. 18 with the length of 14.6km and
construction will be started from the middle of 2016. Test runs will be completed before the end of
2018. The second phase (phase 2) are the sections from St. 1 to St. 5 and St. 18 to St. 21 with the
length of 6.75km. Construction will commerce in 2018 and will be completed before the end of 2020.
These phase 1 and phase 2 and schedule for construction procedures are shown in Figure 5.8.1 and
Table 5.8.1.

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St. 19
(17KM600) St. 18
(16KM900) St. 17
St. 15 St. 13
St. 20 (15KM450)
(12KM800) (10KM600)
(18KM700)

Depot St. 16
(14KM700) St. 14
St. 12
(11KM490)
(8KM655)

St. 11
St. 21
NH-4 (7KM650)
(21KM600)

St. 10
(6KM350)
Mula River
St. 9
(5KM550)

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St. 8
(5KM000)
St. 7
(4KM250)

St. 6
(3KM720)
St. 5
(2KM300)
St. 4
Legend (1KM800)
St. 2
: Station (0KM590)
St. 3
: Elevated Structure (Viaduct)
(1KM000)
: At-grade Structure St. 1
: Depot (0KM250)

Figure 5.8.1 Construction and Operation Phase

Source: JICA Study Team
Preparatory Survey on the Urban Railway Project
in Pune City
 2013 2014 2015 2016 2017 2018 2019 2020 2021
Item
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12
DPR (Utiity Relocation/Additional Topo
Study/Design Survey) Additional Works and Approval
Formalities
Preparation of EIA/RAP
Environmental Assessment
Plan for Land Aquicision and Resettlement

L/A
Financing
JICA PSIF

Removal or Relocation of Obstacles

(High Voltage Cable, Trees)
Draft Final Report

Preparatory Works
Relocation of Utilities

Establishment of Operation
Establishment of SPV
Company

Consultant Selection of Consultant

Tender Preparation Preparation of Tender Document

Contractor Selection of Contractor

Phase １

Foundation and Substracture

Superstracture

Elevated Stations
Constraction of Elevated
Section Station Ｅ＆Ｍ Works (including power
supply)

Track Works

Signal & Telecom Works

Railroad-bed Works

Track Works

Construction of At-grade
At-grade Stations
Section
Station Ｅ＆Ｍ Works (including power

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supply)

Signal & Telecom Works

Site Preparation/Earthworks

Shops
Constraction of Depot
Ｅ＆Ｍ

Power Supply, Signal/Telecom, Track

Works Order
Procurement of Rolling Stocks
Rolling Stock
Test Run

Phase 2

Foundation and Substracture

Superstracture

Elevated Stations
Constraction of Elevated
Section
Station Ｅ＆Ｍ Works (including power
supply)

Track Works

Signal & Telecom Works

Procuremwent of Rolling Stocks

Rolling Stock
Test Run

Table 5.8.1 Implementation Schedule

Preparatory Survey on the Urban Railway Project
in Pune City

Source: JICA Study Team