NIKHIL YADAV-PUNE METRO & WHY DELAYED!!!

Pune Metro- Why DELAYED!!
NIKHIL YADAV
MBA – MARKETING
PUMBA , PUNE

CONTENTS
 Introduction – Metro in India
 Brief history
 Concerns for Pune metro
 Learnings & conclusion

Metro
 Metro conjures up a very big picture and we may have a
feeling that it is high time we have Metro in Pune
 Nothing wrong, but first we need to be clear about what
metro is and what metro is not !
 What Metro is not –
 Metro is not a magic wand which will make the traffic
problems of the city disappear
 Metro is not a system which Pune should have, simply
because it is the most advanced mass transport system
 Metro is not a system which Pune should have, simply
because Pune is now a big, growing metropolitan city –
IT, industrial, education hub….
 Metro is not a system which Pune must have whatever
be the impact and price to be paid

Metro
What metro is –
 Metro is the most expensive mass transport system in the
world with a costing of about Rs 200 crores per km or
more depending on metro type and site conditions
 Metro operation, maintenance, security is also a very
expensive affair
 Metro train has a high carrying capacity (about 1000 to
1500 passengers for number of SG coaches - 4 or 6)
 Metro needs to have a certain minimum number of
passengers to make it viable in view of very high capital
and operating costs
 Metro is irreversible and permanent - for lifetime of city!
Hence decision about metro has to be purely need based
and taken rationally, sensibly and responsibly !

Benefits of a metro
 Advantages of metro
 Requires 1/5th energy per passenger km compared to road-based
system.
 Causes no air pollution in the city.
 Causes lesser noise level
 Occupies no road space, if underground and only about 2
metres width of the road, if elevated. Carries same amount of
traffic as 5 lanes of bus traffic or 12 lanes of private motor cars
(either way), if it is a light capacity system.
 Is more reliable, comfortable and safer than road based
system
 Reduces journey time by anything between 50% and 75%
depending on road conditions.

 Need of metro in Pune
Increasing traffic congestion due to rising per capita
income
 7th largest city
Pollution control

Pune Metro proposal
 DMRC (Delhi Metro Rail Corporation) appointed by PMC submitted a
report for Metro in Pune. This report was originally approved by PMC in
great haste in January 2010 without any independent study,
transparency and public consultations. Now after two and half years
State Government has also approved the DMRC report in June 2012.
 Report available on PMC website – www.punecorporation.org
• No one need be against Metro as a mode of mass transport. But we
citizens have a right to know what DMRC’s metro proposal is, whether it
will be really useful for us, what impact it will have on us and our city,
what financial burden will be put on us and then decide whether we
want it !
 As PMC has not provided information to citizens about Pune Metro plan,
this citizen-friendly presentation has been prepared for public
information and awareness and is based on a study of DMRC’s report
from a citizens’ perspective.

Pune Metro presentation
Basic key considerations
Suitability of DMRC plan for Vanaz–Ramwadi Elevated Metro assessed on
following considerations -
1) Metro route feasibility, viability and whether convenient,
really useful for majority of citizens
2) Elevated metro
– Impact on city, people, road traffic
– Compliance with rules

Pune Metro routes – Phase I
DMRC’s recommendation for Pune Metro – Phase I
Standard gauge Elevated metro as under :
 Corridor 2 – Vanaz to Ramwadi
 Length - 14.925 km
 Capital cost - Rs. 2217 crores + taxes
 Total completion cost – Rs. 3000 crores approx.
with central taxes only
Costs based on September 2008 prices – Actual
cost of execution could be much higher

Pune Metro routes – Future
 Corridor 1 – Pimpri Chinchwad to Swargate
(Phase I - but under hold as PCMC has not approved it)
 Length - 16.589 km
- Elevated 11.57km – PC to Shivajinagar
- Underground 5.019km – Shivajinagar to Swargate
 Capital cost - Rs. 4911 crores + taxes
 Total completion cost - Rs. 6500 crores approx with central
taxes only (based on September 2008 prices)
 Phase 2
1) Swargate – Katraj (4 km)
2) Deccan – Tilak road – Swargate – Shanker seth road
– Race course – Bund garden (11 km)
3) Pataleshwar – University – Aundh – Hinjewadi (18 km)
 Total Phase I + II – 64.5 km

Karve Road
Mumbai – Bangaluru highway
Phase1 – Metro line 1 - 16.6 Kms
BRTS Phase I Stretch
BRTS Phase II Stretch
BRTS Phase II Stretch ( City Core Area )
Bengaluru Pune Mumbai Highway
Leged
To
Bangaluru
Katraj
PCMC
Pataleshwar
Swargate
Hinjewadi
Phase1 – Metro line 2 -14.9
Bund
Garden
Vanaz
Deccan
Gymkhana
Ramvadi
Phase I
•Metro Line 1
1. Elevated
2. Underground
•Metro Line 2
Phase 2

Metro Issues
1) Metro on road
 Elevated metro has to run on road at a height of about 10 mtr.
There will be a flyover like structure called via duct with pillars
on road. Reduction in total road carriageway width by about 3
mtr.
– likely increase in traffic congestion as road widening not possible and
no guaranty of substantial reduction in number of vehicles due to metro
– Central lane BRT will not be possible
– Normal bus service also affected due to less road width
 9 mtr of central road portion will be barricaded during
construction– traffic chaos as no suitable alternative diversion roads
available (example Karve road, J M road, Maldhakka road, Sasoon
road, Railway station area)

WITH UNDERGROUND METRO
Before
METRO
Road without METRO Same Road with METRO
(Concept picture)

Metro on road
Nal stop
junction

Metro on road
Deccan junction

Metro Issues
2) Metro station on road
 35-40 mtr wide,140 mtr long and 23 mtr (7-8 storey) high metro station
– insufficient clear space for station (example Nalstop station)
– demolition of road side buildings, land acquisition required
– increase in pollution as vehicle exhaust gases cannot escape upwards
 Station platform at 12 to 17 mtr height (4-5 storey) above road level –
access could be a problem – large number of steps to be climbed (As
per DMRC report - Executive summary, pg 12 – Provision for escalators
only in paid area. No lifts for disabled persons at present – future
provision being kept in civil work)
 Station entry/exit will block footpath, unsafe for pedestrians who will
have to walk on congested road
 Bus stops will be shifted inconveniencing bus passengers
 No parking space possible at metro stations due to location in
congested areas (DMRC report - Executive summary, pg 12) –
people using own vehicles will not be able to use metro

7 Storey
High
Station
TYPICAL METRO STATION
(indicative concept drawing)
4 Storey
High
Platfor
m

Metro station - Karve Road (indicative concept drawing)

Vanaz-Ramwadi Elevated Metro Issues
3) Metro alignment on road
 Metro cannot be at road centre in case of obstructions or sharp
turn on road which metro cannot take
 Existing Paud phata flyover will shift metro to Paud phata -
SNDT road further reducing road width on the congested road
 Metro alignment not possible at existing road turnings, for
example Khandujibaba chowk,Sancheti chowk,Railway station
– metro will deviate from road centre
– demolition of road side buildings, land acquisition required
 Railway crossing at Pune Railway Station – big problem as
very busy rail route
 River crossings may also pose problem, land acquisition
required

Metro Alignment
– Paud phata

Metro Alignment – Khandujibaba
chowk
Deccan Gymkhana
Ground
Chitale Bandhu
Janseva
Dinning Hall
Deccan Post
Office
J. M. Road
(Reference: DMRC Report)

Metro Alignment – Sancheti chowk
Courtesy : V I T ‘S PVP College of Architecture, Pune. Project by : IV th year B.Arch.
Civil Court
Sancheti
hospital
College of
Engineering
Hostels
C.O.E.P
Ground
Kalaniketan
Tata Indicom

Metro Alignment – Railway station

4) Violation of fire safety norms and DC rules in
metro construction
 Insufficient space for metro stations and alignment
 Part or full demolition of buildings required
 Metro construction will encroach on footpaths and side
margins of road side buildings
 Metro construction could be very close to existing buildings
without sufficient circulation space in between
 Natural light, ventilation for buildings will be affected
 Clear access to building from road may get blocked
 All portions and floors of building will not be accessible for
fire engines
 Rescue in case of emergencies will be severely hampered

5) Shifting of surface and under ground utilities required
(water, sewage, storm water drain, electricity, telephone, traffic signals)
– serious problems in physical shifting
– poor co-ordination between different agencies
– availability of suitable space for relocation will be a problem
– citizens will suffer due to disruption/disconnection of services during
shifting, relocation, replacement
6) Traffic management during construction - big problem
(regulation, re-routing, diversion etc.)
– suitable roads for traffic diversion not available
– severe traffic congestion & unsafe road conditions
– insufficient traffic police strength for traffic regulation
– people will suffer as mobility seriously affected
– pedestrians will face serious problems
– fate of disabled will be worst

7) All future options on road will be closed permanently – flyovers,
subways, BRT, monorail, walkways, trees, beautification etc.
8) Risks & trauma
 Risk to existing buildings due to operation of heavy machinery, crane
movement etc.
 Safety risk for people, accident hazard
 Health risk and severe inconvenience for people residing or working
in construction site area due to noise, vibrations, air pollution etc.
 Patients, senior citizens, students will be seriously affected
 Mental trauma to citizens due to continuous disturbance, disruption of
utility services, mobility problems, changes in daily life pattern,
rehabilitation due to demolitions, land acquisitions etc.

9) Loss for citizens
 Loss of business due to construction activity and difficulty
for customers, goods carriers to access the business
premises
 Loss of livelihood
 Loss of value of premises due to various reasons
 Loss of time for travel on road
 Loss due to increased fuel consumption
 Loss of life and property in case of emergencies where
premises are inaccessible for fire engines, ambulances due
to metro alignment, metro stations

10) Visual impact & quality of life
– Hundreds of trees on road will be cut (eg JM road)
– Building side margins and road side open spaces,
beautification will vanish
– Metro track will be like a continuous flyover on road cutting
off view of sky
– Huge metro stations across entire road width and very close
to road side buildings will be eye sores
– Elevated track and stations together will give basement effect
on road
– View of historical monuments, statues affected
– This extreme visual pollution on prime roads will reduce
quality of life for citizens

Statue of Rani Jhansi at Balgandharva Chowk
Pre Metro
Post METRO
Concept picture

Pune Metro plan
Some important questions -
 Why no transparency and people not taken into confidence
 Why their views, suggestions, objections not invited before taking decision
• Why Integrated Master plan for Traffic & Transportation considering
various mobility options and transport modes not prepared before taking
any decision in the matter of very expensive mass transport like Metro
• Why independent study of DMRC report not done by PMC
 Why DMRC not asked to do detailed feasibility study for proposed routes
for both elevated & under ground metro, standard gauge & broad gauge
• Whether all other concerned agencies consulted before finalizing
metro plan, for example Town planning, Traffic police… .
 Whether realistic estimates prepared for metro related works
 How will funds be generated ..
 Who would have ownership of Metro – public accountability ?

Metro Issues
Impacts where ?
 All these impacts on roads which are vital arterial links for the city
– Paud phata, Karve road, JM road, Maldhakka road, Bund garden road..
 Roads already congested with traffic volume exceeding road capacity
 Central lane BRT also planned on the roads
 Areas fully developed and further road widening not possible
 Massive metro columns and stations would reduce carriageway width
which may cause serious traffic congestion problems
 Situation worse during construction phase as half the road carriageway
width would be blocked
 Suitable alternative roads of adequate capacity not available for traffic
diversion
 Traffic and mobility will become a nightmare for citizens seriously affecting
their daily life
 Situation for pedestrians will become terrible and highly unsafe

 Station location
– For metro to be useful, most important is convenient access
to metro station for people using different transport modes,
example walk, cycles, buses, rickshaws, own vehicles
– Proper footpaths, road crossings, cycle stands, feeder bus
routes and bus stops, rickshaw stands, vehicle parking space
are a must for maximum people to use metro. This is also
necessary for sufficient rider-ship and financial viability of
metro
– However all this is not possible for metro stations located on
congested routes – stations are proposed even at such
congested locations as Nal stop, Garware college

Concerns about Pune Metro DPR
 Whether it will fit in with other transport systems like BRTS etc.
Having an integrated multimodal transport system is necessary.
 FSI problem.
 Narrowing of road width in case metro isn’t underground.
 Inconvenience to pedestrians, problems regarding parking etc.
 Land acquisition problems. Disruption in existing infrastructural
fabric of the city.
 DPR was made by DMRC which only forecasted the traffic demand
of the metro system and identified potential locations and was
passed hastily.
 Presupposed the need for a high capacity network rather than to
evaluate whether one was needed.
 Concerns regarding overground metros in densely populated areas.

 Investors would necessarily depend on some form of
Government support in the form of viability gap
funding, higher taxes,free or subsidized land
concessions etc. – all of which would be paid by
citizens.
 Safety and health risk
 Traffic management while construction
 Future options after metro construction become very
limited.

Pune Metro costing
DMRC cost estimate based on September 2008 prices – how realistic it is?
Cost escalation possible in case of following -
 All direct and indirect items/works not considered adequately
 Detailed surveys and studies not done to assess work quantum
 Delays due to hurdles in obtaining required statutory permissions
 Delays due to problems in land acquisition
 Delays due to non-availability of site clearances
 Delays due to improper assessment of work and difficulties in execution
 Delays due to shifting of utilities
 Delays due to non-availability of funds
 Delays due to commercial / legal issues…….
Escalation in project costs as work progresses is a usual experience
– how will the additional funds be raised ?

Metro funding
Proposed funding of metro capital cost
1) SPV model – Special Purpose Vehicle under State control eg.DMRC
 20% each - by Central Government and State Government as equity
 60% - by PMC, loans from banks/financial institutions, other sources
2) PPP model – Not very successful elsewhere as Metro is social sector
 BOT – Private firm responsible for financing, designing, building,
operating and maintaining entire project.
– State Government’s contribution limited to cost of land only.
– Private operator will demand certain assured high rate of return
– Can become burden on city and citizens
 Other PPP models – Both public and private sector assume
separate responsibilities

Metro funding
Other sources of revenue
 Sale of 4 FSI proposed for 500 mtr stretch on both sides of metro
corridor
 Property development of Govt. land with 4 FSI & with involvement of
Developers
 Lease rentals
 Advertisements
 Parking rights leasing
 Co-branding rights to corporates
 50% cess on tax for registration of vehicles
 Surcharge on fuel (petrol, diesel, CNG)
 Metro tax @ 2% on pay rolls of all establishments with more than 100
employees
 Surcharge @ 10% on luxury tax on earnings of Star hotels
 Professional tax @ 1%
 Surcharge on property tax
 Entry tax on all commercial vehicles…….

Do we want all this to happen in Pune?

Vanaz-Ramwadi Elevated Metro
IMPACTS
 Project to be implemented through fully developed areas and along
highly congested routes
 Great hardships, inconvenience and unsafe conditions for citizens during
construction phase as well as losses due to various reasons
 Safety risk, health risk, mental trauma for citizens
 Shifting of utilities - a major problem
 Demolition of buildings, land acquisition, rehabilitation
 Cutting of trees
 Violation of fire safety norms and DC rules
 Traffic congestion will increase – during construction and even after
 Bus service and BRT will be affected – further shift to private vehicles?
 Visual pollution
 City skyline permanently damaged
 Future options on road permanently closed

Learnings & Conclusion
 Decision making in most urban local bodies (ULBs)
needs to be transparent and participative, as not being
done in case of Pune.
 Decision making needs to be scientific rather than on an
ad-hoc approach.
 Despite guidelines to the contrary from MoUD, transport
planning in most Indian cities is done in separate project
silos with different modes being treated independently
rather than as parts of a single integrated solution.
 Least‐cost planning considering supply and demand side
options has to be done in order to reduce burden on aam
junta. This should be done accounting for the socio-economic
impact this project will account for.

Conclusion
Metro
There is a big question mark both on Vanaz-Ramwadi metro route
and elevated metro on this route. Hence implementation of metro as
per present DMRC report is not in city’s interests.
 Alternatives - How should Metro plan be ?
 Bus for shorter distances where road width insufficient for metro
 Other routes outside core city areas can be considered for metro eg.
HCMTR (High capacity mass transit route), ring road etc.
 In case necessary to run metro in developed areas with congested
roads, it should be underground only.
 It can be elevated on city outskirts where road width more than 40 mtr.
 Surface metro should be considered if sufficient road width is available

Vanaz-Ramwadi Elevated Metro
What needs to be done –
• Independent study and appraisal of DMRC report by third
party experts
• Citizens should be given adequate opportunity to present
and explain their suggestions and objections to the expert
committee
• Study for techno-economic evaluation of alternatives with
cost-benefit analysis
• PMC should take people into confidence and give
information about the metro project and impacts in a
language and format they will understand
• Final decision about Metro should only be taken based on
above independent studies and in consultation with the
public

Wake up call for Pune
 Metro very costly irreversible project and decision will impact city
tremendously
 No response from Government to suggestions, objections submitted
 Decision if proved wrong later would be disastrous for the city. Ultimately it
is we citizens who will suffer
 Metro if later found unviable and not useful for majority of citizens, would
be a permanent back-breaking financial burden for the city - And basic
traffic problem will remain unsolved and get worse
 Once Tenders are floated and contract awarded, it becomes very difficult to
stop the project
 Normally citizens wake up only when work reaches their door step and it is
too late by then
 Everyone should understand what is being planned, what is most likely to
happen, how it will affect us as citizens and the city as a whole...
 Please think and decide whether you want all this to happen…
And speak out, react before it is too late !

NIKHIL YADAV-PUNE METRO & WHY DELAYED!!!

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