Ahmedabad metro.

PROJECT DESIGN STUDIO
Guided by,
Dr. Debasis Sarkar
Associate Professor
IEM, PDPU
Submitted by,
ABHISHEK PARMAR (20MCL001)
AXAY SHARMA (20MCL002)
DHRUVIL DEVANI (20MCL003)
ANJALI JAIN (20MCL004)
AASH PANKHANIYA (20MCL005)
PHASES OF AHMEDABAD - GANDHINAGAR
METRO RAIL PROJECT
AHMEDABAD - GANDHINAGAR METRO RAIL PROJECT 1

TABLE OF CONTENTS
 Introduction
 Salient Features
 Feasibility Studies
 Development Phase
 Implementation Phase
 Execution Phase
 Monitoring & Control

INTRODUCTION
 The historic city of Ahmedabad is amongst the major metropolitan cities in India. With the increasing opportunities for
trade and commerce as a centre of higher education, the population of city is already touching 6 million and this heavy
growth continues.
 Metro Rail System:
• Line 1: APMC - Vasna - Aaykar Bhawan Sabarmati - Akshardham (North - South Corridor)
• Line 2: Kalupur - Aaykar Bhawan - Thaltej (East - West Corridor)
 It was established in Feb. 2010 and the Phase - 1 of the project was approved in Ahmedabad Metro is a rapid transit
system for the cities of Ahmedabad, Gandhinagar. It is being built by Gujarat Metro Rail Corporation (GMRC) Limited
(formerly MEGA), a Special Purpose Vehicle company constituted in 2018 to implement all metro projects in Gujarat.
 Construction of Ahmedabad Metro started on 14 March 2015, and Phase-1 is expected to be completed by 2023. A
section of East - West corridor was inaugurated on 4 March 2019 by the Indian Prime Minister Narendra Modi and was
opened to the public on 6 March 2019.
 Phase 2 with a length of 28.254 km was approved by India's central government on 19 Feb. 2019. Tendering for its
construction began in January 2020. Construction work is expected to begin by 2021.

SALIENT FEATURES
 Gauge (Nominal): 1435 mm
 Route Length (between two dead ends)
 Number of stations

Summary of PHASE - 1

Summary of PHASE - 2

FEASIBILITY STUDIES
AHMEDABAD - GANDHINAGAR METRO RAIL PROJECT

Land Requirement for Major Components
MRTS Structure (including Route Alignment), Station Building, Platforms, Entry/Exit Structures, Traffic
Integration Facilities, Depots, etc.
 Receiving/Traction Sub-stations
Radio Towers
Temporary Construction Depots and work sites.
Staff quarters, office complex and operation control center (OCC)

 Land required for Receiving Substation
The details of land permanently required for depot, running sections and stations are indicated in the Tables below.
 Land required for Depot

 Abstract of land requirements for different components of this corridor is given in further mentioned tables.
However, the land requirement is summarized below:
• Govt Land permanently required for stations, Depot, Ramp and running section 86.768 ha.
• Private Residential and Commercial Required for stations, Ramp and Running section 5.348 ha.
• Total land required for the project is 92.116 ha.
 Summary of Land Requirements
 Summary of Temporary Land Requirements

 Summary of Permanent Land Requirements

 Traffic Forecast
 Speed
 Designed Speed: 80 kmph
 Scheduled Speed
• North - South Corridor: 33 kmph
• East - West Corridor: 32 kmph
Maintenance Facilities
 East – West Corridor: Apparel Park
 North – South Corridor: Vasna

 Length wise total Road Network in KM
 Mode share in study area  Trips by purpose

 Desire Line Diagrams
by AMC
by GUDA

TRAIN OPERATION PLAN
The PHPDT capacity provided on the two in
different years of operation is tabulated below.

 Percent of Benefits
ECONOMIC APPRAISAL
Economic benefits are social and environmental benefits which are quantified and then converted into money cost and
discounted against the cost of construction and maintenance for deriving Economic Internal Rate of Return (EIRR).
Economic appraisal of a project starts from quantification of measurable economic benefits in economic money values, which are
basically the savings of resource cost due to introduction of the metro line. Economic savings are derived from the difference of
the cost of the same benefit components under ‘with’ and ‘without’ metro line.

QUANTIFIED BENEFITS
 Environmental Benefits Quantified
 Environmental Benefits Quantified

 Total Estimated Cost (at March 2014 prices)
• Corridor-wise details of Capital Cost
 Total Estimated Completed Cost
• Year-wise Investment (Completion Cost including cost of land)
•Financing
•The estimated investment for the construction of phase one of the metro is $1.65bn. The Government of India and the Government of
Gujarat committed to provide $305.46m each, while the Japan International Cooperation Agency will provide $931.13m as a loan. The
state government also agreed to provide a subordinate debt of $111.59m.

DEVELOPMENT PHASE

DEVELOPMENT PHASE OF THE PROJECT
• Gujarat infrastructure development
board (GIDB) engaged delhi metro rail
corporation for preparation of the
detailed project report for metro rail
system for ahmedabad and gandhinagar .
• The study has been divided into various
stages involving preparation of feasibility
report for selecting the corridors to be
taken up for metro construction.

• Based on the feasibility reports following routes were finalized:-

Based on the above mentioned study, the Detailed Project Report is prepared for
Phase-I of Ahmedabad Metro. The report deals with the following:
 Estimation of travel demand and projection of sectional and station traffic loads for the horizon years.
 Appropriate technical solutions to carry the projected volume of traffic.
 Environmental Impact Assessment and Environmental Management Plan.
 Estimation of Construction cost.
 Proposed Fare structure and project viability.
 Financing plan and Economic viability.
 Implementation strategy.

TRAFFIC DEMAND FORECAST
Four stage transport planning process has been adopted to carry out transport demand forecasts. This comprises
of trip generation(number of trips that originate and end in each zone), trip distribution(number of trips that
occur between each origin zone and destination zone), modal split(determination of the choice of travel mode)
and trip assignment(assigning traffic to a transportation network).
DAILY RIDERSHIP ON AHMEDABAD METRO CORRIDORS IN HORIZON YEARS
Daily ridership on the Ahmedabad metro rail network in 2021 is expected to be 4.6 lakh passengers. The average
trip length will be 6.68km in year 2021. Corridor wise total daily ridership for the years 2021, 2031 and 2043 and
PHPDT are shown in Table.

IMPLEMENTATION PHASE

Implementation Phase
 Purpose: To begin physical construction of project
 Tasks:
i. Finalize pre-construction activities including project agreements financial, contractual, and
interconnection
ii. Realize construction and equipment installation
iii. Realize interconnection
iv. Realize project commissioning leading to facility/community project operation
 Output: Completed project (operation)

1
•Approval to the Detailed Project Report to be taken from Gujarat State Government
(Cabinet approval).
2
•The DPR to be forwarded to the Ministry of Urban Development(GOI) and Finance
Ministry with the request for approving the Metro project and for financial
participation through equity contribution in the GMRC.
3
•Signing of an MOU between Gujarat State Government and Government of India
giving all details of the Joint Venture bringing out the financial involvement of each
party, liability for the loans raised, the administrative control in the SPV, policy in
regard to fare structure, operational subsidy, if any, etc.
Actionrequiredfor
Implementingthe Ahmedabad-GandhinagarMetro

4
• The State Government should formulate the funding plan unbundling of PPP
component for executing this project and get the same approved by the
Government of India. The loan portion of the funding will have to be tied up
by State Government in consultation with the Government of India.
5
• The Government should freeze all developments along the corridors
suggested for any constructions within 50 m. of the proposed alignment a
system of no objection Certificate should be introduced so that infructuous
expenditure at a later stage is avoided

To enable the Ahmedabad Metro rail project to be implemented without any loss of time and
cost-over run, effective institutional arrangements need to be set up.
Institutional Arrangements
Organizational Set up of AMRC
High Power Committee
Empowered Committee
Group of Ministers
Committee which are formed

IMPLEMENTATION SCHEDULE

Major issues while implementing project
Land acquisition:-
Land acquisition will cost approximately Rs. 770 crore in Phase-1 of the Ahmedabad metrorail
project. Till now, about 50% of the land has been acquired and remaining land, needed for
constructing various utilities, will be completed soon.
One person from nava vadaj approached the high court and complained that GMRC officials
negotiated terms of land acquisition and promised them higher return but after they
surrendered their lands for the metro project the authorities did not keep their promise.

The official said, “The issue at Thaltej is about the width of DP(Development
plan) road that connects Thaltej chowkdi with Thaltej Gam. The issue is being
handled by the AMC. Once AMC finishes its work, GMRC will take over. ”

Satellite image

EXECUTION PHASE

SCOPE OF WORK
Underground and elevated structure
Geotechnical investigation
Construction methods
Land requirements
Utility services
Traffic diversion during construction

Underground and elevated structure
Cut and Cover Method of Construction of Underground Stations
Cut and Cover mainly consists of following steps:
1. Diversion of utilities
2. Construction of support walls
3. Excavation between the support walls along with the installation of struts between the two
walls to keep them in position.
4. Construction of tunnel/structure and removal of temporary struts.
5. Back filling and restoration of the surface

GEO-TECHNICAL INVESTIGATIONS
To determine the required strength characteristics of the underlying soil/rock strata to design
the foundation of the structure proposed to be constructed at various location and the
subsurface profile of the underlying strata.
Standard Penetration Tests
Grain Size Analysis
Atterberg’s Limits
Field Density and Moisture Content
Chemical Analysis of Soil and Water
Rock Test Analysis

Construction methods
Reduction in construction period due to concurrent working for substructure and superstructure.
For segmental, pre-cast element (of generally 3.0m length), transportation from construction depot
to site is easy and economical.
Minimum inconvenience is caused to the public utilizing the road as the superstructure launching is
carried out through launching girder requiring narrow width of the road.
As the pre-cast elements are cast on production line in a construction depot, very good quality can
be ensured.
The method is environment friendly as no concreting work is carried at site for the superstructure.

Few Methods used while construction
Elevated viaduct consisting of pre-stressed concrete “Box” shaped Grinders on the
single pier with pile/open foundations
Underground tunneling by TBM(Tunnel Boring machine) using EPBM(Earth Pressure
Balancing Method) technology
Some portion by NATM(North Austrian tunnelling method) and UG station by the cut &
cover with TOP-DOWN methodology.

Land requirements
Land Requirement for following Major Components (MRTS Structure, Station Building, Platforms,
Entry/Exit Structures, Traffic Integration Facilities, Depots, Receiving/Traction Sub-stations)
Land for Underground stretches
Land required for elevated stretches
Land for Switch-over Ramps
Land for Traffic integration
Land for Traction and Receiving Substation and Radio Towers
Land Requirement for Stations & Running section

Utility Services
The DMRC has collected details of various utilities from concerned agencies/organizations directly for the entire alignment. Large
number of sub-surface, surface and overhead utility services viz. sewers, water mains, storm water drains, telephone cables, O.H
electrical transmission lines, electric poles, traffic signals, etc. are existing along the proposed alignment.
These utility services are essential and have to be maintained in working order during different stages of construction, by
temporary/permanent diversions or by supporting in position. Since these may affect construction and project implementation
time schedule/costs, for which necessary planning/action needs to be initiated in advance.
Traffic Diversion during Construction
Only temporary diversion plans will be required during construction of the Metro corridors under MEGA Metro Rail Project
network. At the onset, all encroachments from road ROW will have to be removed. These encroachments vary from ‘on-
street’ parking to informal activities. During the construction of works on underground sections by cut and cover, it is
proposed that temporary decking may be provided by blocking the road carriageway partially to permit ‘through’ as well as
right-turning traffic movements.
Total blockage of traffic along the section will be done wherever reasonably good alternate road is available. Keeping in view
of future traffic growth and reduction of carriageway due to Metro construction, implementation of traffic
management/diversion plans shall become inevitable for ensuring smooth traffic movement.

Signalling & Train Control
‘CATC’ (Continuous Automatic Train Control System) based on “CBTC” (Communication based Train Control System) which includes
ATP (Automatic Train Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision) subsystems using radio
communication between Trackside and Train.
Train operations planned to be Driverless.
Telecommunication and Fare Collection
 Integrated System with Fibre Optic cable, SCADA, Train Radio, PA system etc
 Train information system, Control telephones, and Centralized Clock System.
 Automatic Fare collection system with POM and Smart card etc.

 Structural System of Viaduct
 Superstructure
 Substructure
 Foundation Recommendations
 Deck simple spans
 Epoxy bonded joints and Shear Keys
 Construction of stations
 Grade of Concrete
 Reinforcement & Prestressed Steel
 Road width required during Construction

LAYOUT OF CASTING YARDMetro is a rail service that is specialized and serves the people of a big city and its suburbs only. Also it is provided for fast transportation
from one sub-hub of city to another. On the metro site many activities are going on like plotting of point with the help of total station also
many other construction work like pile construction, pile cap, pier cap, pier ,shear key, crash bearings. Also there is pre-cast yard where
they made reinforcement cage also girders, parapet wall.

MONITERING & CONTROL

TYPES OF MONITERING
Water Quality
Air Quality, Noise and Vibration
Soild Waste Monitoring
Ecological Monitering
Workers Health & Safety

Water Quality Monitoring
Though it is expected that, no impact on water quality is anticipated, monitoring of water quality may be required to assess the
impact of the project during construction and operation phase. Water quality parameters shall be monitored during the
construction phase and also for atleast 3 years after the complition of the project.
Water Quality Monitoring Programme
ITEAM DESCRIPTION
Parameter to be monitored pH, Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Total Dissolved
Solids, Chlorides, Nitrates, Sulphates, Iron, Calcium, Total Nitrogen, Lead, Total Phosphates,
oils and grease.
ocation during construction As per decision of Engineer in Charge 17 Locations: 2 Depots (Apparel Park and Giyaspur),
3 construction yards (Vastral, Doordarshan and Giyaspur), 4 Labour Camps, 1 Surface Water
(Sabarmaiti River), 4 samples on E-W and 3 samples on N-S alignment)
Location during operation Locations: one sample each at 2 Depots, 1 surface water sample, 6 samples (3 on each
alignment) Surface drainage: 2 samples at Depots to check the runoff water quality.
Frequency for surface water
& ground water
Once in a season; for three season in a year; for Eight years . Surface drainage: one sample
during rainy season.
Standards CPCB (IS 10500:2012)

Air Quality, Noise and Vibration
Ambient air quality and Noise levels should be monitored during the construction phase and for at least three years after the
completion of the project. Vibration monitoring during construction will be carried out at 12 predefined locations (Archaeological
Monuments) and other locations as per the requirement.
Air Quality Monitoring Programme
ITEMS DESCRIPTION
Parameters to be monitored PM2.5, PM10, SO2, NOx, CO, HC
Location during construction 15 samples as per decision of Engineer in Charge 15 locations: 2 Depots
(Apparel Park and Giyaspur), 3 construction yards (Vastral, Doordarshan
and Giyaspur), 4 Labour Camps, 2 Dumping sites (vastral and river front at
Motera) and 4 sensitive locations (2 on each alignment)
Proposed Site during
operation
8 Locations: 2 Depots (Apparel Park and Giyaspur) and 2 Dumping sites
(vastral and river front at Motera) and 4 sensitive locations (2 on each
alignment)
Frequency Twice in a week for each season for three season in a year for eight years.

NOISE QUALITY MONITORING PROGRAMME
ITEMS DESCRIPTION
Parameters to be monitored Leq, L90, L50, L10, Lday, Lnight, Lday-night
Location during construction 15 samples as per decision of Engineer in Charge 15 locations: 2 Depots
(Apparel Park and Giyaspur), 3 construction yards (Vastral, Doordarshan
and Giyaspur), 4 Labour Camps, 2 Dumping sites (vastral and river front
at Motera) and 4 sensitive locations (2 on each alignment)
operation
8 Locations: 2 Depots (Apparel Park and Giyaspur) and 2 Dumping sites
(vastral and river front at Motera) and 4 sensitive locations (2 on each
alignment)
Frequency Twice in a week for each season for three season in a year for eight
years.

VIBRATION MONITORING PROGRAMME
ITEMS DESCRIPTION
Parameters to be monitored Construction: Field Measured Average Ambient vibration (VdB) & Vibration
due to TBM Operation (VdB). For Operation: Vibration due to Metro Train
Operation (VdB).
Location during construction 13 Locations as per decision of Engineer in Charge 7 archaeological
monuments, 2 locations vertically above U/G section, 4 sensitive locations (2
on each alignment)
operation
13 Locations as per decision of Engineer in Charge 7 archaeological
monuments, 2 locations vertically above U/G section, 4 locations (2 on each
alignment)
Frequency Construction: Continuous 6 month monitoring for tunneling section at 2
locations at a time. Once during construction for 4 sensitive locations on
elevated section. Operation: Monitoring 3 times in a year for 3 years at U/G
section (9 locations); and 4 sensitive locations for elevated section.

ECOLOGICAL MONITORING
The project authority in coordination with the Department of Gardening and Plantation, AMC shall monitor the status of
ecology/trees along the project corridors at regular interval during construction phase in order to maintain the ecological
environment. The plantation/afforestation of trees by Department of Gardening and Plantation, AMC will be reviewed regularly
for MEGA during construction Phase.
SOLID WASTE MONITORING
Solid Waste Monitoring at labour camp is included under Solid Waste Management for labour camp. Solid Waste Monitoring
during operation phase at Depots area included in Solid Waste Management at Depots.

 As all knows, safety is important thing in
any of the work. There should be safe
environment for all people. In our site,
they are also taking care of safety.
 All of the people like workers, engineers,
interns; they are providing helmets, shoes,
jacket.
 There was whole different department
called ‘SHE - Safety, Health and
Environment’ for taken care of safety.
There was medical center also at
construction yard.
 There is Accident Communication Flow
Chart in which whole process is given to
follow during any accidents.

SAFETY NORMS

CONTROL
Air Pollution Control Measures
Noise Control Measures
Vibration Control Measures

AIR POLLUTION CONTROL MEASURES
During the construction period, the impact on air quality will be mainly due to increase in Particulate Matter (PM) along haul roads and
emission from vehicles and construction machinery. All the vehicles, machinery and equipments to be engaged for the construction
work shall be attached with the latest, advanced pollution control measures available in the country and those shall conform to the
relevant Indian standards.
Contractor shall install barriers around the open construction sites before commencing the work. The Contractor shall sprinkle water at
construction sites to suppress dust. The Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning facility at the
exits from work sites.
NOISE CONTROL MEASURES
There will be an increase in noise level due to construction of the proposed Metro corridors. The increases in levels are
marginal; hence local population will not be adversely affected. However the exposure of workers to high noise levels
especially, near the engine, vent shaft etc, need to be minimized.
This could be achieved by: Job rotation to the extent possible, Automation, Construction of permanent and temporary noise
barriers, Acoustic enclosures should be provided for individual noise generating construction equipment and the workers
exposed to noise should be provided with protective devices.

VIBRATION CONTROL MEASURES
An actual vibration impact shall be carried out prior to the start of construction and during the
construction on the basis of detailed soil investigation and TBM activities involved.
Detailed geotechnical investigation is required prior to the tunnel construction. By adopting
good construction practices, generation of vibration will be controlled during construction.

Viaduct
RailingErectiononViaduct
PieArmWork
TBM-1Breakthrough
TBM-2Breakthrough
KalupurUGTunnel

 Construction work first started on the 6 km between Apparel Park to Vastral Gam section of the Blue Line in 2015,
which opened to the public on March 6, 2019.

Ahmedabad metro.

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