CHAPTER 3: MASS RAPID TRANSIT MODES

AND MODE CHOICE

CHAPTER - 3

MASS RAPID TRANSIT MODES AND MODE CHOICE

3.1 GENERAL

The population growth in cities and urban centres has put a lot of pressure on the
infrastructure of these cities. In rapidly developing countries like India the urban
infrastructure is stretched to limit and requires very effective solutions. The rapid
development in India is not unprecedented and such development earlier took place in
several nations of Europe, America and in Japan. So, several modes of urban mass
transit are now available for solution to the problem of Urban Transit.

Popularity and patronization of Mass a Rapid Transit mode depends upon its efficacy
including punctual running of the transport mode. Unless a transport mode is available at
a regular interval and headway not more than 10 minutes, the public may not prefer to use
and they are likely to continue with the private mode of transport namely cars, two
wheelers etc. For any city, mode selection is of the foremost importance keeping in view
the demand for the various corridors. The cost of any Mass Rapid Transit system
depends upon the mode selected. It is well known that the provision of metro system is
the costliest while at grade BRTS may be the cheapest. The selection of mode for any
corridor has to be made keeping in view the demand arising in coming 10 years. The life
of any MRTS project may be as long as 100 years. Dehradun is the capital city of
Uttarakhand State and with Haridwar, Rishikesh put together, this study area is the
treasure of green forest and Scenic beauty. It is pious land of God with the gateway to
many Pilgrim place namely, Kedarnath, Badrinath and Tourist places namely Mussoorie,
Nainital and Shimla.

3.2 BENEFITS OF MASS TRANSPORT SYSTEM

The main benefits addressed by mass transport are the mobility and freedom. The
sustainability of mass transport has greater potential and major benefits occur through
immediate means of helping the environment and conserving energy. In developing
countries, like India, benefit through mass transit systems extend to urban poor with
affordable fare structure when compared with costs incurred by private transportation on
fuels, parking, congestion etc. The supply of planned and integrated mass public transport
is the only way to relieve traffic congestion and reduce hours of delay on major travel

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corridors. Moreover, supply of metro rail system in urban complex will mean a lot in terms
of sustainable means of transport that meets the mobility and accessibility needs of
people.
It is well known that when routes get congested, the need of grade separated mode of
transport is felt. The grade separated mode may be either BRTS, Metro (heavy capacity,
medium capacity or light capacity) or monorail or LRT.

India has the experience of implementing metro system (heavy capacity, medium capacity
and light capacity), monorail (Mumbai) and no experience of LRT. It is true that LRT are
of many types as these are rolling stock specific and one system of LRT once adopted,
necessitates the city authorities to remain forever with that particular rolling stock supplier.
Therefore, it is felt that MRTS system allowing various types of rolling stock should only be
adopted to avoid the dependence on these suppliers for ever. Therefore, any metro
system/rail system should be able to run on two rails wherein there will be freedom in the
future to change over to different types of rolling stock and signalling system.

There has been experience of implementation of monorail in India. However, it has not
been very encouraging for various reasons.

3.3 METRO SYSTEM WORLD WIDE

Metro system is used in metropolitan areas to transport large number of people at high
frequency. Rapid transit evolved from railways during the late 19th Century. The first
system opened was the Metropolitan Railway (London) which connected most of the main
railway termini around the city. The technology swiftly spread to other cities in Europe and
then to United States and other parts of the world. At present, more than 160 cities have
built rapid transit systems, and about twenty-five have new systems under construction.
The system is seen as an alternative to an extensive road transport system with many
motorways. The capital cost is high, with public financing normally required.
India is experiencing a rapid growth in both population and rate of urbanisation. Travel
demand is increasing by 5% annually on average, leading to sharp increase in personal
vehicles and overwhelming the limited transport infrastructure. A need was therefore felt
to develop mass rapid transit systems in metro cities of India to reduce the burden on
normal railways as well as road transport service providers. Major cities were facing a
situation of rising population and increasing vehicles which had led to problems like
congestion and pollution. To overcome these problems, Indian Cities took the initiative
towards development of urban mass transit system by starting metro rail. Metro rail
systems are operational in Delhi, Kolkata, Bangalore Jaipur, Chennai, Mumbai and Metro
projects are now being executed in various cities like, Mumbai, Chennai, Hyderabad,
Kochi, Vijayawada, Gr NOIDA, NOIDA Ahmedabad and Lucknow etc.

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London Meddellin

Taipei Paris

Delhi Kolkata

Figure 3.1: Some of the Metro Systems

3.4 OPTIONS FOR PUBLIC TRANSPORT SYSTEM

3.4.1 The following systems are mainly available for Urban Mass Transit

(i) Metro System: Metro system is a grade separated dedicated system for high
peak hour traffic densities. It is characterized by short distances of stations
spaced at 1 km, high acceleration and declaration and scheduled speeds of 30-
35 kmph.

(ii) Light Rail Transit/Metrolite: Modern trams/Street Cars running on Rails at

grade or elevated with sharp curves of 24m radius. These are extremely popular

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and operating in large number of European countries. Generally, the stations are
spaced at 500m to 1 km and have high acceleration and deceleration
characteristics. In most of the countries, they are operating at-grade with
prioritized signalling at road inter-section.

(iii) Other Rail Based Systems: A number of options are available but have not
been introduced in India. Some of these are very briefly mentioned below:

(a) Maglev: This is an advanced Rail based transit system in which Magnetic
Levitation is used to raise the vehicles above the rail surface. Rail wheel
interaction is thus avoided and very high speeds are attainable. Maglev
Levitation can either be due to attractive force or due to repulsive forces.

(b) Linear Induction Motor (LIM) Train: This is also an advanced Rail
based transit system in which propulsion is through a Linear Induction
Motor whose stator is spread along the track. The rotor is a magnetic
material provided in the under frame of train. In the technology the
tractive force is not transmitted through rail-wheel interaction, and so
there is no limitation on account of adhesion. This technology is most
appropriate for tunnels, as the height of the tunnel can be reduced to
lower height of cars.

(iv) Monorail: Monorail trains operate on grade separated dedicated corridors with
sharp curves of up to 50m radius. This is a rubber tyre-based rolling stock,
electrically propelled on concrete beams known as guide-ways. The system is
extremely suitable in narrow corridors as it requires minimum right of way on
existing roads and permits light and air and is more environment friendly. This is
prevalent only in few countries. Experience of Mono Rail in India has not been
very good.

(v) Bus Rapid Transit System: This system involves operation of buses on a
dedicated corridor (except of traffic integration) at a high frequency to achieve
PHPDT.

For providing a very high transport capacity say 20,000 PHPDT, about 200 bus
trips will be required per hour i.e., at headway of 20 seconds. Such a high
PHPDT can be achieved by providing two lanes of traffic in each direction and
elimination of traffic intersection on the route. Other way may be to go for grade
separated elevated bus service. Some of the photos of electric bus are given as
under.

(vi) Automated Guide way Transit System: The term is used for systems other
than conventional rail-based system on grade separated guide ways. The

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system can be rail based or rubber tire based but fully automated guided
systems with driver less operation.

3.4.2 The salient features of the various Transit Systems are summarized as under

Table 3.1 Salient features of the various Transit Systems

LRT (Light Rail AGT

System Transit)/Metrolite (Automated Guide way Straddle type Monorail
(elevated) Transit)

Exterior of
Vehicle

It is a transport It is a new transport It is a new transport

system that runs on system that runs on the system that runs
the exclusive beam exclusive track built on straddling on the
slab track mainly built elevated structure with exclusive beam track
over highways. lightweight vehicle. mainly built over
highways.
Rolling stock
Length (m) 30.0 (articulated
9.0 15.0
type)
Width (m) 2.5 2.5 3.0
Height (m) 3.7 3.5 5.2
Number of
3 2 2
doors
Wheel
2-2-2 2 2-2
arrangement
Weight (tare)
44 10.5 27.9
(ton)
Axle load
10tf 9tf 11tf
(max)
Type of car
Concentrated load Concentrated load Concentrated load
load
Running gear
and track
structure
Traction Rotary Motor and Rotary Motor and Rotary Motor and
system steel wheel rubber tire rubber tire
Brake system Electric brake and Electric brake and air Electric brake and air
hydraulic brake brake brake
Guidance Lateral pinched
Steel rail Guide Wheel (Rubber)
System Guidance
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LRT (Light Rail AGT

System Transit)/Metrolite (Automated Guide way Straddle type Monorail
(elevated) Transit)
Power collector Catenary Conductor rail Conductor rail
Voltage A.C. 750 V
D.C. 750 V D.C. 1,500 V
(three phase)
Track Steel rail Concrete slab Track beam
Switch
constitution Switch and crossing Lateral pinched switch Flexure track beam
The Operation
Characteristic
Maximum
80 km/h 80 km/h 80 km/h
speed
Schedule
30 km/h 30 km/h 30 km/h
speed
Minimum curve
30m 30m 70m
radius
Maximum
4% 6% 6%
gradient
Acceleration 3.5km/h/s 3.5km/h/s 3.5km/h/s
Deceleration
3.5km/h/s 4.8km/h/s 4.0km/h/s
Service brake
Emergency
4.5km/h/s 6.0km/h/s 4.5km/h/s
brake
Automatic There is few It has been developed There are three cases
Train operation example of it. aiming for automated of ATO operation in
operation. There are Japan.
many examples of
automated operation
including driverless
operation.
Transportation
capacity
1 car
60 17 45
seat
standing 90 33 60
Total 150 (30m) 60 ( L=9m) 105 (L=15m)
4 car
120 162 180
seat
standing 180 198 240
total 300 (30m+30m) 360 (6 car L=54m) 420 (L=60m)
8 car
240 324 360
seat
standing 360 396 480
total 600
(30m+30m+30m+30 720 (12 car L=108m) 840 (L=120m)
m)

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LRT (Light Rail AGT

System Transit)/Metrolite (Automated Guide way Straddle type Monorail
(elevated) Transit)
8 car PHPDT
(170% ,
24,480 17,300 (100%) 34,300
headway 2.5
min )
It is possible to deal It is possible to deal It is possible to deal
with over 24,480 with up to 11,600 with over 34,300
PHPDT of demand. PHPDT of demand. PHPDT of demand.
(train length 120m) (train length 108m) (train length 120m)
Structure
Superstructure Concrete slab Concrete slab Track beam
Pier and
Concrete Concrete Concrete
foundation
Maintainability
and cost
Track In addition to It has small It has small
grinding of surface maintenance of track. maintenance of track.
of rails, track
maintenance work
will require much
time.
Vehicle Maintenance of Maintenance of rotary Maintenance of rotary
rotary motor and motor and exchange of motor and exchange of
grinding of steel rubber tires after every rubber tires after every
wheels shall be 120,000 km running 120,000 km running
necessary. shall be necessary. shall be necessary.
Effect on
ambient
surrounding
and harmony
with urban
landscape
Effect on Its noise proof Level Crossing This system, with
ambient wheels make as between AGT and road rubber tires, makes
surrounding small noise as is not available. small noise and
rubber tires make. This system, with vibration.
rubber tires, makes
small noise and
vibration.
Because its running
surfaces are made of
concrete slab, there
remain problems like
inhibition of sunshine
or radio disturbance.

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LRT (Light Rail AGT

System Transit)/Metrolite (Automated Guide way Straddle type Monorail
(elevated) Transit)
Urban This system is Because its This system is superior
landscape inferior to other superstructure is made to AGT or LIM Train in
systems in terms of of concrete slab, terms of landscape
landscape because oppressing feeling of because its
overhead wires for view is an issue. superstructure consists
power collection of only track beams that
must be installed. have small section.
Emergency
evacuation
Evacuation other Evacuation other train Evacuation other train
train (end to end or (end to end or side by (end to end or side by
side by side) side) side)
Walk way Walk way Evacuation device
In case of In case of emergency, In this system,
emergency, supporting vehicles will supporting vehicles are
supporting vehicles engage in rescue needed for passengers’
will engage in activities. If supporting emergency evacuation,
rescue activities. If vehicles cannot do which is of no matter
supporting vehicles that, it is possible for because this straddle
cannot do that, it is passengers to type system have many
possible for evacuate to nearest actual performances of
passengers to stations through running in Japan and
evacuate to nearest evacuation passage by has a established
stations through walk. method for rescue.
evacuation passage
by walk.
Operation cost
Electric energy 2.2kwh/car-km
Rolling stock
cost
/car 7.5 Crores

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

222
Exterior of
Vehicle

It is a new transport It is Medium to Heavy Rail It is a bus operation

system that runs on the Transit (HRT) is a generally characterized by
exclusive beam slab specialized electrically use of exclusive or
track mainly built over powered rail system reserved rights-of-way
highways. carrying passengers within (bus ways) that permit
urban areas, higher speeds and
avoidance of delays from
general traffic flows.
Rolling stock
Length (m) 14.0 24.0 18 (articulated type )
Width (m) 2.6 3.0 2.0
Height (m) 4.3 4.2 3.5
Number of 44 2
2
doors
Wheel 2-2 or 3-3 Independent Axles
5 module / car
arrangement
Weight (tare) 41 12 to 16
15.0
(ton)
Axle load 17tfm 9tf to 15.3tf
2.3tf/m
(max)
Type of car Concentrated load Concentrated load
Uniform load
load
Running gear
and track
structure
Traction Linear Induction Motor
Rotary Motor and steel
system and Electromagnetic Rubber tyre
wheel
levitation system
Brake system Electric brake and Hydraulic Brakes
Electric brake and air
hydraulic brake and
brake
Regenerative brakes
Guidance Electromagnetic None/ special guide
Steel Rail
System levitation system wheels on kerbs
Power collector Catenary or
Conductor rail Not applicable
Conductorrail
Voltage D.C. 1,500 V D.C. 1500 V, A.C. 25kv None
Track Steel rail
Steel rail Road
(Electromagnetic

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

levitation system)
Switch
constitution Flexure track beam Switch and crossing Road Crossings
The
OperationChara
cteristic
Maximum speed 80 km/h 80 to 100 km/h 80 km/h
Schedule speed 30 km/h 35 km/h 20 km/h
Minimum curve
50m 100m 12m
radius
Maximum
6% 6%
gradient
Acceleration 3.5km/h/s 3.5km/h/s
Deceleration
3.5km/h/s 3.5km/h/s
Service brake
Emergency
4.5km/h/s 4.5km/h/s
brake
Automatic Train There are cases of ATO Automatic Train No
operation operation in Nagoya operation
Japan.
Transportation
capacity
1 car 75 70
32
seat
standing 42 125 40
Total 74 (L=14m) 200(L=24m) 110(L=18)
4 car 300
128
seat
standing 172 500
Total 300 (L=56m) 800(L=96m)
8 car 600
256
seat
standing 344 1000
Total 600 (L=112m) 1600(L=192m)
8 car
PHPDT
(170% , 23,100 (max 160%) 50,000
headway 2.5
min )
It is possible to deal It is possible to deal with It is possible to deal with
with over 23,100 over 50,000 PHPDT of max 6,000 PHPDT of
PHPDT of demand. demand. (train length demand.
(train length 112m) 112m)
Structure

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

Superstructure Concrete slab Concrete slab Roads

Pier and Concrete
Concrete
foundation
Maintainability
and cost
Track It has less maintenance It has less maintenance It requires maintenance
of track as there is less of track. of roads.
physical movement.
Vehicle Maintenance of rotary
As it has no rotary Maintenance of engine
motor and grinding of
motor, it is excellent on and rubber tyres shall be
steel wheels shall be
maintenance. necessary.
necessary.
Effect on
ambient
surrounding and
harmony with
urban landscape
Effect on There remain problems This system is noisy due Noise and Pollution
ambient like inhibition of to steel wheel Problems
surrounding sunshine or radio arrangement
disturbance, because
its running surfaces are
made of concrete slab.
Urban This system is inferior to Because its No such issues
landscape other systems in terms superstructure is made
of landscape because of concrete slab,
overhead wires for oppressing feeling of
power collection must view is an issue.
be installed. This system is inferior to
other systems in terms of
landscape because
overhead wires for power
collection must be
installed.
Emergency
evacuation
Evacuation other train Evacuation other train No problems
(end to end or side by (end to end or side by
side) side)
Walk way Walk way
In case of emergency, In case of emergency,
supporting vehicles will supporting vehicles will
engage in rescue engage in rescue
activities. If supporting activities. If supporting
vehicles cannot do that, vehicles cannot do that,
it is possible for it is possible for
passengers to evacuate passengers to evacuate

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Urban Maglev
System Metro/Subway Bus Rapid transit
(HSST)

to nearest stations to nearest stations

through evacuation through evacuation
passage by walk. passage by walk.
Operation cost
Electric energy 2.5kwh/car-km
Rolling stock
cost
/ car 6 to 9 Crores Few Lakhs

3.5 CHARACTERISTICS OF URBAN TRANSIT SYSTEM

3.5.1 Transport Capacity

It is product of passenger carrying capacity of a train and maximum permissible

frequency of train operation. The passenger carrying capacity is determined by number
of cars (units/ coaches), which can be clubbed to form a train and dimensions of each
car. To compare different systems uniform packing density is considered although for
different systems different crush loading may be permissible. The passenger carrying
capacity is dependent on the following:

(a) Dimensions of vehicle: Length and breadth- useful area. The car length varies
from about 9m to 24m for most of systems. The width varies from 2.5m to 3.6m.
(b) Passengers per m2: The normal to crush loading of most systems varies from 4
to 7 passengers per m2.
(c) No of Cars per train: The cars can be from 1 to 15 for most of the systems and
the train length can be up to 315m.

Table 3.2
Passenger carrying Capacity per Train (typical) for different Transit Systems

Car
Train
Car Size Capacity No of Train
Transit Capacity
S. No. (length ‘m’ x (No. of Cars Length
System passenger
breadth ‘m’) passengers /Train ‘m’
/Train
/car)
Large-type 1400 for
1 15 x 3 175 2 to 8 120
monorail 8cars
Heavy Metro 190 to 2000 for
2 21 to 24 x 2.8 to 3.6 250 8 to 15
Rail 315 8cars
3 Bus 18 x 2.5 to 3 70 to 100 1 to 2 18 100 per bus

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Car
Train
Car Size Capacity No of Train
Transit Capacity
S. No. (length ‘m’ x (No. of Cars Length
System passenger
breadth ‘m’) passengers /Train ‘m’
/Train
/car)

4 AGT 9 to 13 x 2.5 to 3 60 to 120 2 to 12 108 720

5 LRT/Metrolite 12* x 2.65 145* 3 to 6 24 200*

1360 for 8
6 Maglev 16 x 2.6 170 2 to 8 128
cars
(Standee Occupancy rate: 0.14 m2/passenger)
* Smallest combination of modules for an independent LRT

3.5.2 Need for a Grade Separated Transit System

a) A large number of intersection points.

b) High vehicular density.
c) Excessive congestion and delays on the corridors, especially during peak hours.
d) As the corridors are normally following busy areas of the city, it is not easy to find
the required areas for depots, workshops.

Additional capacity needs to be created on the corridors to accommodate more traffic on

the roads. Mere re-allocation of road space to provide for dedicated bus lanes for public
transport may not serve the purpose due to presence of large number of private vehicles,
which will continue to operate, and whose numbers will continue to rise.
Further presence of large number of inter change points will severely restrict speed of
operation of public transit system employing dedicated lanes. Considering projections of
travel demand on these corridors it is essential to provide grade separated transit system
for these corridors.

In view of levels of services that will be required to meet the travel demand on the
corridors, a fixed guide way, grade separated system may be preferable.

3.6 MODE SELECTION NORMS IN INDIA

Metro Rail Policy (2017) and the Appraisal Guidelines for Metro Rail Project Proposals
(September, 2017) issued by Government of India Ministry of Housing and Urban Affairs
(MOHUA) mandates compulsory incorporation of Alternatives Analysis in the Detailed
Project Report of Metro Rail for submitting the same to the central government while
seeking central assistance.

Guidelines for adoption of various modes – During 12th Five Year Plan, a Group were
formed to study various types of modes and lay down the criteria for their adoption. This
Group has recommended the PHPDT and other parameters for various modes as given
below:

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Table 3.3: Mode Selection-Recommendation by Working Group

On Urban Transport for 12th five-year plan
Mode Choice PHPDT in 2021 Population as per 2011 Av. trip length
census(mill.) (km.)
Metro More than 15000 More than, equal to 2 More than 7-8
in 5 Km. stretch
LRT at grade Less than, equal to More than 1 More than 7-8
10000
Mono Rail Less than, equal to More than 2 About 5-6
10000
BRT 4000-20000 More than 1 More than 5
Org. City Bus >1 Lac, 50000 in case >2 to 3
of hilly towns

However, the above recommendations are only for guidance and the decision has to be
taken case to case basis after calculating the return of the project.

3.7 SELECTION OF MODES FOR UTTARAKHAND METRO

3.7.1 Under-mentioned combinations of transport corridors in Haridwar – Rishikesh –

Dehradun area were considered to find the traffic demand:

Table 3.4 Corridor combinations for estimating demand

Options Corridors Kms

Corridor 1: Kandholi Depot to ISBT Dehradun 11.38
Corridor 2: FRI to Rajpur 13.97
1 Corridor 3 : Haridwar to Rishikesh 34.15
Corridor 4 :Nepali Farm to Vidhan Sabha 34.52
Total 94.02
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38
2a Corridor 2: FRI to Rajpur 13.97
Total 25.4
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38
2b Corridor 2: FRI to Rajpur 13.97
(Partial underground)
Total 25.4
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38
3 Corridor 2: FRI to Rajpur 13.97
Corridor 3 : Haridwar to Rishikesh 34.15
Total 59.5
4 Corridor 3 : Haridwar to Rishikesh 34.5

Traffic forecast for all the above combinations was done for the present and horizon
years 2021, 2031, 2041 and for 2051. However, to examine the suitability of different
modes, the traffic forecast figures of 2021 are being considered. These traffic figures
are available in Traffic Chapter, however, are reiterated as under:

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Table 3.5 Daily Ridership, PHPDT and ATL-2021

ATL/ Passenger Lead

PHPDT (Passengers)

Passenger km/Route
Ridership /Route km
Route Length (km)

Daily Passenger
Kilometers (km)
Daily Ridership
(Passengers)
Options

(km)

km
Metro Routes Operational
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
1 Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2,404 11,33,162 16.01 2,076 33,231
Corridor 4 :Nepali Farm to Vidhan Sabha 34.52 - - - - - -
Total 94.02 2,36,210 19,15,691 8.11 3970 32196
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
2 Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
Total 25.35 1,65,425 7,82,529 4.73 6526 30869
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
3
Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2,404 11,33,162 16.01 2,076 33,231
Total 59.5 2,36,210 19,15,691 8.11 3970 32196
Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2404 11,33,162 16.01 2,076 33,231
4
Total 34.15 70,785 11,33,162 16.01 2,076 33,231

From the above PHPDT figures, it is noticed that none of the corridors meet the laid
down norms by Government of India for the provision of metro system. It is a fact that
these PHPDT values have been arrived following the four-stage traffic modelling
technique. The actual traffic on the roads on these routes is much more and given in the
table below respectively for corridors between Haridwar – Rishikesh, Nepali Farm –
Vidhan Sabha, ISBT Dehradun – Kandholi Depot and FRI – Raipur.

Table 3.6(a) Hardwar- Rishikesh Corridor –Traffic on Road

2017 2021 2031 2041
Peak Hour Peak Hour Peak Hour Peak Hour
Location
Location Peak Peak Peak Peak
ID
Direction Direction Direction Direction
Trips Trips Trips Trips
M2 Bahadarabad Bypass 2964 3260 4075 5094
Near GurukulKangri University, NH
M5 5941 7426 9283
334 5401
Haridwar Old Road ,Prem Nagar
M9 4936 6170 7713
Ashram 4488
M8 ValmikiChowk to Railway Station 4473 4920 6151 7688

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Haridwar-Rishikesh near Rajaji

M6 4874 6093 7616
National Park ,MotiChur Gate 4431
Intersection of NH 34 and NH 7, Nepali
M4 B 3632 4540 5675
Farm (Towards Haridwar) 3302
Intersection of NH 34 and NH 7, Nepali
M4 C 4652 5815 7269
Farm (Towards Rishikesh) 4229
M10 Shyampur Railway Crossing 1828 2011 2514 3142
M 18 Madhuvan Ashram 2710 2981 3727 4658
Chandrabhaga River Bridge-
M7 883 1104 1379
NatrajChowk 803
Table 3.6(b) Nepali Farm to Vidhan Sabha –Traffic on Road
2017 2021 2031 2041
Peak Hour Peak Hour Peak Hour Peak Hour
Location
Location Peak Peak Peak Peak
ID
Direction Direction Direction Direction
Trips Trips Trips Trips
Intersection of NH 34 and NH 7, Nepali
M4 A 5121 6401 8001
Farm (Towards Dehradun) 4655
Intersection of NH 7 and Rishikesh
M3 A Road ,Bhaniyawala (Towards Nepali 4267 5334 6667
Farm) 3879
Intersection of NH 7 and Rishikesh
M3 B Road, Bhaniyawala (Towards 3190 3988 4985
Dehradun) 2900
Intersection of NH 7 and Rishikesh
M3 C Road ,Bhaniyawala (Towards Listrabad 4113 5141 6427
) 3739
M1 Jogiwala 5133 5646 7058 8822
M 19 haridwarBy pass, before Kargi Chowk 4446 4891 6113 7642

Table 3.6(c) ISBT, Dehradun to Kandholi –Traffic on Road

2017 2021 2031 2041
Peak Hour Peak Hour Peak Hour Peak Hour
Location
Location Peak Peak Peak Peak
ID
Direction Direction Direction Direction
Trips Trips Trips Trips
Sabzi Mandi , ISBT Dehradun (Hotel
M11 6123 7654 9567
Viceroy Inn) 5566
between old bus stand and prince
M 15 5895 7369 9211
chowk 5359
M 14 Rajpur road, Madhuvan Hotel 7014 7715 9644 12055

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Table 3.6(d) FRI to Raipur –Traffic on Road

2017 2021 2031 2041
Peak Peak Peak Peak
Location Hour Hour Hour Hour
Location
ID Peak Peak Peak Peak
Direction Direction Direction Direction
Trips Trips Trips Trips
M12 Prem Nagar to Clock Tower , FRI Gate 6179 6797 8496 10620
M 16 Between Connaught Place and Ghantagahr 6025 6627 8284 10355
Dasanwala Police Station, near Survey
M13 3354 4192 5240
Chowk 3049
Raturi Fast food, Nehru colony, after
M 17 2902 3627 4534
fountain chowk bus stop 2638

3.8 MAGNITUDE OF TRAFFIC ON MAJOR ROADS

3.8.1 Haridwar to Rishikesh

Traffic Volume counts for this corridor were done at the locations as shown in Fig. 3.2.
The extent of traffic and Capacity of road in PCUs is examined in Table 3.7.

Fig. 3.2 Haridwar-Rishikesh Traffic Volume Count Locations

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Table 3.7 Haridwar to Rishikesh

Locati Location ROW Number Divided / Direction Design Peak V/C*
on ID (m) of Undivided (1 Way or Service Traffic Ratio
Lanes 2 Way) level (PCU)
Capacity
(IRC-
106)
Bahadarabad
M2 24 4 Divided 2 Way 3600 1428 0.40
Bypass
Near
GurukulKangri
M5 60 4 Divided 2 Way 3600 2453 0.68
University, NH
334
Haridwar Old
M9 Road, Prem 24 3 Undivided 2 Way 2900 2680 0.92
Nagar Ashram
ValmikiChowk to
M8 40 4 Divided 2 Way 3600 2814 0.78
Railway Station
Haridwar-
Rishikesh near
M6 Rajaji National 16 2 Undivided 2 Way 1500 2066 1.38
Park ,MotiChur
Gate
Intersection of
NH 34 and NH 7,
M4 B Nepali Farm 24 2 Undivided 2 Way 1500 1969 1.31
(Towards
Haridwar)
Intersection of
NH 34 and NH 7,
M4 C Nepali Farm 24 2 Undivided 2 Way 1500 2480 1.65
(Towards
Rishikesh)
Shyampur
M10 16 2 Undivided 2 Way 1500 1019 0.68
Railway Crossing
Madhuvan
M 18 12 2 Undivided 2 Way 1500 1,684 1.12
Ashram
Chandrabhaga
M7 River Bridge- 16 2 Undivided 2 Way 1500 389 0.26
NatrajChowk

On the corridor between Haridwar and Rishikesh only locations M9, M6, M4B, M4C and
M 18 have V/C ratio of more than 0.8 and locations at M8 may also have this ratio more
than 0.8 but only by 2021. Even after four laning, V/C ratio may fall to less than 0.8 but it
may further exceed this value within 4 to 5 years. Hence, after 5 to 6 years , there will be
need of grade separated transport mode.

3.8.2 Nepali Farm to Vidhan Sabha

Traffic Volume counts for this corridor were done at the locations as shown in Fig. 3.3.
The extent of traffic and Capacity of road in PCUs is examined in Table 3.8.

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Fig 3.3 Nepali Farm to Vidhan Sabha TVC locations

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Table 3.8 Nepali farm to Vidhan Sabha

Locati Location RO Num Divided Direct Design Peak V/C*

on ID W ber / ion (1 Service Traffic( Ratio
(m) of Undivid Way level PCU)
Lan ed or 2 Capacit
es Way) y (IRC-
106)
Intersection of NH 34
M4 A and NH 7, Nepali Farm 24 4 Divided 2 Way 3600 2817 0.78
(Towards Dehradun)
Intersection of NH 7 and
Rishikesh Road
M3 A 12 2 Undivided 2 Way 1500 2596 1.73
,Bhaniyawala (Towards
Nepali Farm)
Intersection of NH 7 and
Rishikesh Road,
M3 B 12 4 Undivided 2 Way 3000 1786 0.60
Bhaniawala (Towards
Dehradun)
Intersection of NH 7 and
Rishikesh
M3 C Road,Bhaniawala 16 4 Undivided 2 Way 3000 2288 0.76
(Towards Rishikesh/
Airport )
M1 Jogiwala 24 4 Divided 2 Way 3600 2965 0.82
Haridwar By pass,
M 19 4 Divided 2 Way 3600 2529 0.70
before KargiChowk 24
V/C* Ratio - Where C* is considered as Design Service level Capacity

On the Corridor between Nepali Farm and Vidhan Sabha there are only two locations
i.e., M3A (Nepali Farm T point) and Jogiwala i.e., within Dehradun area having the V/C
ratio of more than 0.8. Even at other locations, this ration will be more than 0.8 due to
annual traffic increase. Hence, there will be need of a grade separated transport mode
within few years from now.

3.8.3 Within Dehradun City

Traffic Volume counts for this corridor were done at the locations as shown in Fig. 3.4.
The extent of traffic and Capacity of road in PCUs is examined in Table 3.9 and 3.10.

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Fig. 3.4 Within Dehradun City –TVC Location Map

Table 3.9ISBT, Dehradun to Kandholi Depot

Locat Location RO Numbe Divided / Directi Design Peak V/C*
ion W r of Undivide on (1 Service Traffi Ratio
ID (m) Lanes d Way or level c
2 Way) Capacity (PCU)
(IRC-106)
SabziMandi, ISBT
M11 Dehradun (Hotel 20 4 Divided 2 Way 3600 2806 0.78
Viceroy Inn)
between old bus stand
M 15 24 4 Divided 2 Way 3600 3277 0.91
and prince chowk
Rajpur road, Madhuban
M 14 24 4 Divided 2 Way 3600 3942 1.10
Hotel
V/C* Ratio - Where C* is considered as Design Service level Capacity

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Table 3.10 FRI to Raipur

Locat Location ROW Numb Divided / Direction Design Service Peak V/C*
ion (m) er of Undivide (1 Way or level Capacity Traffi Rati
ID Lanes d 2 Way) (IRC-106) c(PC o
U)
M12 Prem Nagar to 16 3 undivided 2 Way 2900 3062 1.06
Clock Tower ,
FRI Gate
M 16 Between 24 4 Divided 2 Way 3600 4014 1.11
Connaught
Place and
GhantaGhar
M13 Dasanwala 12 2 undivided 2 Way 1200 2000 1.67
Police Station,
near Survey
Chowk
M 17 Raturi Fast 16 3 undivided 2 Way 2900 1793 0.62
food, Nehru
colony, after
fountain chowk
bus stop
V/C* Ratio - Where C* is considered as Design Service level Capacity

Within the City of Dehradun where these corridors are proposed, V/C ratio is more than 0.8 at
5 locations i.e., 2 locations between Kandholi Depot and ISBT Dehradun and 3 locations
between FRI and Raipur. Moreover, these ratios are the figures of today and will further
increase by the time any Grade separated system is in place. Therefore, there is need of
grade separated system within Dehradun the city for which an elevated LRT system may
suitably be adopted.

V/C ratios with 2.5 % traffic growth for all the corridors for the horizon years 2021, 2031 and
2041 are given as under.

Table 3.11 Haridwar to Rishikesh

2017 2021 2031 2041
Road Road Road Road
Location PeakHr V/C* PeakHr V/C* PeakHr V/C* PeakHr V/C*
ID Location Traffic Ratio Traffic Ratio Traffic Ratio Traffic Ratio
Bahadarabad
M2 By pass 1428 0.40 1571 0.44 1963 0.55 1963 0.55
Near Gurukul
Kangri
University, NH
M5 334 2453 0.45 2699 0.50 3373 0.62 3373 0.62
Haridwar Old
Road , Prem
M9 Nagar Ashram 2680 1.12 2948 1.23 3685 1.54 3685 1.54
Valmiki Chowk
to Railway
M8 Station 2814 1.17 3096 1.29 3869 1.61 3869 1.61

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Haridwar-
Rishikesh near
Rajaji National
Park, Mot iChur
M6 Gate 2066 1.38 2273 1.52 2841 1.89 2841 1.89
Intersection of
NH 34 and NH
7, Nepali Farm
(Towards
M4 B Haridwar) 1969 1.31 2166 1.44 2707 1.80 2707 1.80
Intersection of
NH 34 and NH
7, Nepali Farm
(Towards
M4 C Rishikesh) 2480 1.65 2728 1.82 3411 2.27 3411 2.27
Shyampur
Railway
M10 Crossing 1019 0.68 1120 0.75 1400 0.93 1400 0.93
Madhuvan
M 18 Ashram 1684 1.12 1852 1.23 2316 1.54 2316 1.54
Chandrabhaga
River Bridge-
M7 Natraj Chowk 389 0.26 428 0.29 535 0.36 535 0.36

Table 3.12 Nepali farm to Vidhan Sabha

2017 2021 2031 2041
Peak V/C* Peak V/C* Peak V/C* Peak V/C*
Locatio Traffi Rati Traffi Rati Traffi Rati Traffi Rati
n ID Location c o c o c o c o

Intersection of NH 34 and
NH 7, Nepali Farm
M4 A (Towards Dehradun) 2817 0.52 3099 0.57 3874 0.72 3874 0.72
Intersection of NH 7 and
Rishikesh Road
,Bhaniawala (Towards
M3 A Nepali Farm) 2596 1.73 2855 1.90 3569 2.38 3569 2.38
Intersection of NH 7
andRishikeshRoad,Bhaniya
M3 B wala (Towards Dehradun) 1786 0.60 1965 0.65 2456 0.82 2456 0.82
Intersection of NH 7 and
Rishikesh Road
,Bhaniyawala (Towards
M3 C Listrabad ) 2288 0.76 2517 0.84 3146 1.05 3146 1.05
M1 Jogiwala 2965 0.82 3262 0.91 4077 1.13 4077 1.13
Haridwar By pass, before
M 19 Kargi Chowk 2529 0.70 2782 0.77 3477 0.97 3477 0.97

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Table 3.13ISBT,Dehradun to Kandholi Depot

2017 2021 2031 2041
Location Peak V/C* Peak V/C* Peak V/C* Peak V/C*
ID Location Traffic Ratio Traffic Ratio Traffic Ratio Traffic Ratio
Sabzi Mandi
, ISBT
Dehradun
(Hotel
M11 Viceroy Inn) 2806 0.78 3086 0.86 3858 1.07 3858 1.07
between old
bus stand
and prince
M 15 chowk 3277 0.91 3605 1.00 4506 1.25 4506 1.25
Rajpur road,
Madhuvan
M 14 Hotel 3942 1.10 4336 1.20 5421 1.51 5421 1.51

Table 3.14 FRI to Raipur

2017 2021 2031 2041
Location Peak V/C* Peak V/C* Peak V/C* Peak V/C*
ID Location Traffic Ratio Traffic Ratio Traffic Ratio Traffic Ratio
Prem Nagar
to Clock
Tower , FRI
M12 Gate 3062 1.28 3368 1.40 4210 1.75 4210 1.75
Between
Connaught
Place and
M 16 Ghantaghar 4014 1.11 4415 1.23 5519 1.53 5519 1.53
Dasanwala
Police
Station, near
Survey
M13 Chowk 2000 1.67 2200 1.83 2750 2.29 2750 2.29
Raturi Fast
food, Nehru
colony, after
fountain
chowk bus
M 17 stop 1793 0.75 1972 0.82 2465 1.03 2465 1.03

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From the above tables, it is seen that Haridwar–Rishikesh and Nepali Farm-
Vidhan Sabha corridors will necessarily need grade separated Transport system
in between 2021 and 2031.Therefore. the implementation of any grade separated
system or the measures to reduce the load on these roads by way of encouraging
the public to shift to upgraded rail system with air-conditioned EMU coaches may
be adopted.

3.9 DISCUSSIONS OF DIFFERENT MODES

There are number of alternatives which can be followed to provide the grade separated
transport system. These are mainly Heavy Metro, Medium Metro, Light Metro, Mono-
Rail, Modern Tramway and Bus Rapid Transit System. With the PHPDT demand values
in view, no corridor qualifies for Heavy Metro or Medium Metro. Therefore, decision to
be taken either the corridors are to be provided with Metrolite/Light Metro or elevated
Tramway or grade separated Bus Rapid Transit System for Internal corridors of
Dehradun and Haridwar-Rishikesh corridor and Vidhan Sabha to Nepali Farm.

DMRC does not favour the Monorail for the reasons that experience of this mode has
not been very encouraging at Mumbai. Therefore, the following four alternatives are
need to be considered.

(a) Elevated Metro Bus

(b) Metro Bus at grade

(c) Tramway(shared ROW)

(d) LRT(Light Rail Transit System-Elevated Tramway)/Metrolite

(e) Light metro.

These five Modes are discussed in the paras below.

3.9.1 Elevated Metro Bus

Since ridership is not expected to be high, e-Bus on dedicated elevated corridor may be
one of the alternative worth consideration. This system is an economical & optimised
solution developed as an alternative to MRTS. Metro Bus system is reliable, safe &
comfortable system with dedicated elevated viaduct for transporting passengers by
battery operated air-conditioned eco-friendly electric buses running at headway of 2-3
min. Like Metro rail, Metro Bus system shall also have facilities at elevated stations like
Lifts, AFC, CCTV, illumination, auxiliary substation, etc. Viaduct will be equipped with
street lights for safe operation during night. A depot may be planned which shall be used
for night halt, cleaning, maintenance and charging of buses. OCC has also been
planned for centralized monitoring of buses and station security to ensure system
reliability and passengers’ safety & comfort.

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Electric Buses may ply between 6 am to 11 pm everyday continuously to &fro from on

these corridors. During night, buses shall be stationed/maintained/charged at Depot.

3.9.1.1 Features of e-Buses

• Interchange station facility at the crossing or junctions

• Designed for 24mtrs bi-articulated bus.

• Viaduct of 8 Mtrs of width (2*4 Mts) without centre divider.

• Sleek bus stops with stainless steel/glass structure to accommodate 2
buses separate oneach direction.
• Two lifts (13 pass. each) and one staircase from road level to viaduct on
each direction.

• Road lighting masts on both side of viaduct for illumination.

• 2 buses can come in close proximity as per the loading pattern.

• For PHPDT of 2000 as in 2021, buses will be required with headway of 2.5

• A stabling maintenance depot for buses (open parking), a covered shed for
few buses say 5 numbers, storage space of 500 Sqm. & office space of
300 Sqm may be needed.
• Air-conditioned e-buses.

• On-board ticketing/AFC gates at stations based on smart card. No

conductor required.
• GPS monitoring & CCTV on e-Buses.

• Differently abled friendly e-buses and stops.

• CCTV surveillance on the platform.

• No concourse.

• Change of platforms via zebra crossing at platform level.

3.9.1.2 Charging Facilities

These are of four types as under but one of these to be followed depending their
advantage and disadvantage.

1) Overnight Charging: In overnight charging technology, the buses get their batteries
charged at depot during the night time. The buses run for a complete day on the
single charge given overnight. The average mileage achieved depends on type of
buses/manufacturer/operating conditions, which is generally in the range of 200-250
km. Since the buses have to carry power for a complete day operation, they are

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equipped with higher capacity battery banks. As larger batteries are heavier and
occupy more space, the passenger capacity of the bus gets reduced as compared to
its similar counterparts. However, the charger required at depots is of smaller rating
(40 KW to 100 KW) due to availability of longer charging time of 5-6 hours.

Fig 3.5: Sunway, Malaysia BRT: e-Buses running on dedicated elevated corridor

2) Opportunity Charging: In opportunity charging technology, the buses get charged

on opportunities whenever the bus gets standstill (depots / terminal / intermittent bus
stops).The duration of charging varies among different manufacturers and can be as
low as 15seconds, 3 Minutes and 11 minutes at intermittent stops, terminals and
depot respectively. The battery required in this type of technology is small and
compact as the charging is done on regular interval en-route. Hence the passenger
capacity of the bus gets enhanced. Charging points in this type of charging are
known as fast or boost charging stations. The rating of charger lies in the range of
200KW to 600KW depending on time available for charging.

Fig.3.6: Opportunity Charging Bus-Bombardier

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3) Trolley Bus: In trolley bus technology, a dedicated overhead equipment (OHE) is

provided all along the corridor. There is no battery required to provide traction power
to thebus and hence the cost and space requirement of battery bank gets eliminated.
Provision of pantograph is made to receive continuous power from OHE. The power
is further fed to the on-board traction motors.

Fig.3.7: Trolley Bus: Siemens, Vienna (Italy)

4) Hybrid-Electric: In hybrid-electric technology, two fuel system is used to propel the

bus. One fuel is electric battery and another fuel can be CNG, Diesel or Fuel Cell. In
this type of technology, following two options are available:

a) Buses running on battery bank which gets charged by an on-board generator fed
by fossil fuel engine running at optimised fixed speed.

b) Buses running on battery bank and engine parallelly.

Fig.3.8: Hybrid Electric-TATA & Siemens

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3.9.2 Metro Bus at Grade

These are the buses with the technology as detailed in Para 3.9.1 but run on the
dedicated route at grade.

3.9.3 Tramway

A tram (or tramcar, streetcar, trolley, trolley car or light rail) is a vehicle that runs on rail
tracks along public urban streets and also sometimes on separate rights of way. The
lines or networks operated by tramcars are called tramways. Trams are lighter and
shorter than metro or regular trains. However, some trams may also run on regular
railway tracks, provided the gauge and power supply systems work.
Most trams use electrical power, usually fed by an overhead pantograph or in some
cases by a sliding shoe on a third rail or trolley pole. If necessary, they may have dual
power systems. There are under mentioned type of trams

3.9.3.1 Low Floor Tram

Most modern trams are of partial or fully low-floor design, with the floor 300 to 360 mm
above top of rail. This allows to load passengers, including those in wheelchairs, directly
from low-rise platforms that are not much more than raised footpaths/sidewalks. This
satisfies requirements to provide access to disabled passengers without using expensive
wheelchair lifts, while at the same time making boarding faster and easier for other
passengers.
Various companies have developed particular low-floor designs, varying from part-low-
floor (with internal steps between the low-floor section and the high-floor sections over
the bogies), to 100% low-floor, where the floor passes through a corridor between the
drive wheels, thus maintaining a relatively constant level from end to end of the tram.
Passengers appreciate the ease of boarding and alighting from low-floor trams and
moving about inside 100% low-floor trams. Passenger satisfaction with low-floor trams is
high.
Low-floor trams are now running in many cities around the world, including Adelaide,
Amsterdam, Dublin, Gold Coast, Hiroshima, Houston, Istanbul, Melbourne, Milan,
Prague, Riga, Strasbourg, Sydney, Vienna, Zagreb, Helsinki and Zürich.

3.9.3.2 Ultra low floor

The Ultra-Low Floor or (ULF) tram is a type of low-floor tram operating in Vienna, Austria
as of 1997 and in Oradea, Romania, with the lowest floor-height of any such vehicle. In
contrast to other low-floor trams, the floor in the interior of ULF is at sidewalk height
(about 18 cm above the road surface), which makes access to trams easy for
passengers in wheelchairs or with baby carriages. This configuration required a new
undercarriage. The axles had to be replaced by a complicated electronic steering of the
traction motors. Auxiliary devices are installed largely under the car's roof.

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3.9.3.3 Articulated
Articulated trams have two or more body sections, connected by flexible joints and a
round platform at their pivoting midsection(s). Like articulated buses, they have
increased passenger capacity. In practice, these trams can be up to 53 metres, while a
regular tram has to be much shorter. The articulation is normally suspended between
car-body sections.
An articulated tram may be low-floor variety or high (regular) floor variety. Newer model
trams may be up to 72 metres long and carry 510 passengers at a comfortable 4
passengers/m2. At heavy loading this would be even higher.

3.9.3.4 Tram-train
Tram-train operation uses vehicles that are suited for use on urban tram lines and also
meet the necessary indication, power, and strength requirements for operation on main-
line railways. This allows passengers to travel from suburban areas into city-centre
destinations without having to change from a train to a tram.
It has been primarily developed in Germanic countries, in particular Germany and
Switzerland. Karlsruhe is a notable pioneer of the tram-train.

3.9.3.5 Tram Systems in the World

Throughout the world there are many tram systems dating from the late 19th or early
20th centuries. However, a large number of the old systems were closed during the mid-
20th century because of such perceived drawbacks as route inflexibility and
maintenance expense.
Since 1980 trams have returned to favour in many places, partly because their tendency
to dominate the roadway, formerly seen as a disadvantage, is now considered to be a
merit. New systems have been built in the United States, Great Britain, Ireland, France,
Australia and many other countries.

The six largest tram networks in the world by track length (over 160 km) are:

• Melbourne: 250 km
• St. Petersburg: 220 km
• Amsterdam: 200 km
• Berlin: 190 km
• Moscow: 181 km
• Vienna: 172 km

Other large systems greater than 100km include (but are not limited to)Antwerp,
Belgrade, Bremen, Brussels, Bucharest, Budapest, Dresden, Gothenburg, Hanover, The
Hague, Kiev, Leipzig, Manchester, Milan, Oslo, Paris, Prague, Riga, Silesian
Interurbans, Sofia, Stuttgart, Tricity, Toronto, Warsaw, Zagreb and Zurich.

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The longest single tram line in the world is the 68 km Belgian Coast Tram, which runs
almost the entire length of the Belgian coast.

3.9.3.6 Tram Systems – Advantages and Disadvantages

Public transit services involve a trade-off between speed and frequency of stops.
Services that stop frequently have a lower overall speed, and are therefore less
attractive for longer trips. Metros, light rail, monorail, and bus rapid transit are all forms of
rapid transit, which generally signifies high speed and widely spaced stops. Trams are
often used as a form of local transit, making frequent stops. Thus, the most meaningful
comparison of advantages and disadvantages is with other forms of local transit,
primarily the local bus.

Advantages

• Vehicles run more efficiently and overall operating costs are lower.
• In general, trams provide a higher capacity service than buses.
• Typically, light rail systems attract between 30 and 40% of their patronage from
former car trips. Rapid transit bus systems attract less than 5% of trips from cars.
• Creates dramatically less pollution when carrying the same load than buses.
• Trams are generally bidirectional (i.e. driver cabs at both ends). The major
advantage of a bidirectional tram over a unidirectional vehicle (tram or bus) is
that stub terminals are used rather than turning loops, allowing a major saving in
rail infrastructure and sometimes-expensive real estate.
• Trams can adapt to the number of passengers by adding more cars during peak
hour (and removing them during off-peak hours). No additional driver is then
required for the trip in comparison to buses.
• Multiple entrances allow trams to load faster than suburban buses, which tend to
have a single entrance.
• Passenger comfort is normally superior to buses because of controlled
acceleration and braking and curve easement. Rail transport such as used by
trams provides a smoother ride than road use by buses.

Disadvantages

• The capital cost is higher than for buses, even though a tramcar usually has a
much longer lifetime than a bus. However, the capital cost is much lower than for
metro rail systems.

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3.9.3.7 Trams Worldwide

(a) Czech Tara T3 (b)Tram in Molochne (Ukraine)

(c) Alstom Citadis 302 in Adelaide (d) Puerto Madero Tramway in

(Australia) Buenos Aires

3.9.3.8 Tram units

Single unit of tram is made of 3, 5, 7 or 9 units with its length of 23 M, 33, m, 43 M and
53 M.

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3.9.3.9Trams Proposed for Chandni Chowk, Delhi

(a) Salient Features

DMRC has Planned a Tramway system for Chandni Chowk, Delhi in April 2015. 2.1
Km of total alignment of 4.86 km was elevated. It was proposed to run 3 car units to
run at 5 minutes interval for the PHPDT of 2000. Salient feature of the tram are given
as under.

Table 3.15: Chandni Chowk Tram way-Salient Features

(a) Width 2.40m

(b) Configuration 100% Low floor

(c) Distance between Bogies 11,245mm

(d) Wheel Diameter 590mm/510mm

(e) Coupler Height 350 mm
(f) Double leaf door Clearance 1300 mm

(g) Number of Double leaf door per side 6(min value)

(h) Vehicle Weight <50,000 Kg
(i) Maximum acceleration rate 1.2 m/s2

(j) Service Brake Deceleration rate 1.2 m/s2

(k) Emergency brake deceleration rate 2.8 m/s2

(l) Minimum Curve radius 25 m
157 for 21 m length
(m) Capacity 280 for 33 m length
370 for 43 m length
(n) Axle Load 10 Tonne

(o) Maximum operational Speed 80 Kmph

Modern Tramway may be one of the mode worth considering. It may either be provided
with overhead traction or third rail or the ground power which has been done in
Bordeaux and being very costly. However, in the case of Dehradun, overhead traction
may be desirable to keep the cost low.

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(b) Standard Cross-section of Elevated portion of The Tramway proposed at Chandni

Chowk

3.9.4 Light Rail Transit System(Trams with dedicated RoW)

Light Rail Transit (LRT) System are nothing but Tramways with the dedicated right of
way (RoW). There is no sophisticated signalling system for LRT except that the signals
for controlling road traffic in some of the cities of the world are provided if these are
running through the crossings on the roads. The cost of LRT may be higher as
compared to Tramways to the extent that segregated ROW in the form of either land at
grade or elevated via duct need to be provided. As regards rolling stock, these are
exactly same Tram cars being used for Tramways. To keep the capital cost low and
upto PHPDT upto 15000, this system may be preferable where roads are narrow and
these LRTs can be run on elevated via duct. This system was proposed in 2015 for part
portion of Chandni Chowk Tramways.

3.9.5 Metrolite / Light Metro

Metrolite /Light metro is the metro rail but to cater to the PHPDT only up to 25000.

Metrolite/Light Metro trains may consist 2 to 3 cars. The cars of width 2.9m and length of
about 22m may be sufficient to meet the PHPDT demand of 25000.

3.9.5.1 Light Metro System of Trivandrum

DMRC has prepared the Detailed project report for the Light metro Rail system for
Trivandrum and Kozhikode. The salient parameters of the rolling Stock of this
technology are given as under.

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Table 3.16 Light metro Rolling stock

22.0m long, 2.9m wide modern rolling stock

with ring bolster bogies and aluminium or
a. General
stainless steel body-3 coaches per train to
start with and 4 coaches finally

b. Axle load 16 Tonnes

600 passengers with 6 persons/sqm.

c. Capacity of 3 coach unit
750 passengers with 8 persons/sqm.

d. Class of accommodation One

f. Emergency evacuation Through front door.

g. No. of doors Three on each side 1.5m width.

h. Gauge Standard(1435 mm)

i. Minimum radius 60 Metre

j. Maximum Gradient 6%

Cross-section of Proposed Light Metro View of the Light metro Viaduct from
at Trivandrum under side

Kualalumpur Light Metro

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3.10 VARIOUS COMBINATIONS OF THE CORRIDORS

3.10.1 Passenger-Km per Route –Km
The combinations and Passenger-Km per route Km are given in the table below:

Table 3.17 Combinations, Passenger-Km, PHPDT and Passenger-Km per Km-2021

Route Length (km)

Ridership /Route
Daily Passenger
Kilometers (km)

ATL/ Passenger
Daily Ridership

km/Route km
(Passengers)

(Passengers)

Passenger
Lead (km)
Options

PHPDT

km
Metro Routes Operational
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
1 Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2,404 11,33,162 16.01 2,076 33,231
Corridor 4 :Nepali Farm to Vidhan Sabha 34.52 - - - - - -
Total 94.02 2,36,210 19,15,691 8.11 3970 32196
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
2 Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
Total 25.35 1,65,425 7,82,529 4.73 6526 30869
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 79,349 2,322 4,08,793 5.15 7,022 36,176
Corridor 2: FRI to Rajpur 13.97 86,076 2,252 3,73,736 4.34 6,193 26,887
3
Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2,404 11,33,162 16.01 2,076 33,231
Total 59.5 2,36,210 19,15,691 8.11 3970 32196
Corridor 3 : Haridwar to Rishikesh 34.15 70,785 2404 11,33,162 16.01 2,076 33,231
4
Total 34.15 70,785 11,33,162 16.01 2,076 33,231

3.11 INCREASE IN PHPDT

In the table below PHPDT figures for the Years from 2021 to 2051 are given for all the
combinations.

Table 3.18 PHPDT figures for various years

Route PHPDT (Passengers)
Options Routes Length
(km) 2021 2026 2031 2041 2051
Kandholi Depot to
ISBT,Dehradun 11.38 - 3,900 4,287 5,277 6,678
Vidhan Sabha to Nepali
Farm 34.15 - 3,028 3,583 5,024 6,867
FRI to Raipur 13.97 - 4,869 5,416 7,240 9,559
Option 1 - All 4 Haridwar to Rishikesh 34.52 - 3,666 4,480 6,445 8,933
Corridors Total 94.02

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Route PHPDT (Passengers)

Options Routes Length
(km) 2021 2026 2031 2041 2051
Kandholi Depot to
ISBT,Dehradun 11.38 2,322 2,584 2,845 3,517 4,302
Option 2A - FRI to Raipur 13.97 2,252 2,480 2,724 3,329 4,035
Corridor 1 & 2 Total 25.35
Option 2B - Kandholi Depot to
Corridor 1 & 2) ISBT,Dehradun 11.38 2,322 2,584 2,845 3,517 4,302
(Considering
FRI to Raipur 13.97 2,252 2,480 2,724 3,329 4,035
Corridor 1
partially
Underground) Total 25.35
Kandholi Depot to
ISBT,Dehradun 11.38 2,322 2,584 2,845 3,517 4,302
FRI to Raipur 13.97 2,252 2,480 2,724 3,329 4,035
Option 3 -
Corridor 1 & 2 Haridwar to Rishikesh 34.15 2,404 2,919 3,433 4,954 6,837
and Corridor 3 Total 59.5
Option 4 - Haridwar to Rishikesh 34.15 2,404 2,919 3,433 4,954 5,416
Corridor 3 Total 34.15 6,837
3.12 COMPARISON OF VARIOUS OPTIONS
It is felt that a comparison of various modes needs to be done for taking decision for
Uttarakhand Metro. Such comparison is given in the table below.

Table 3.19 Comparison of Different Types of Mass Rapid Systems

Heavy Electric
Parameter Medium Metro Light Metro LRT/Metrolite
Metro Bus
Axle Load 17 T 16T 16T 12 T 10 T
More than
PHPDT More than Upto
25000 and Upto 25000 Upto 15000
range 45000 8000
upto 45000
Number of 6 cars or 3 to 6 units/cars Electric
4 to 6 cars 2 to 3 cars
cars more train Bus
2.6m to 2.7m Length 24
2.9 m/3.2 m 2.9m/3.2m
Car 2.9m wide Length 12 M and m
wide wide
dimensions 22 m long unit length 25m, Width
22 m long 22 m long
37m 2.5 M
300 persons 300 persons 200 persons 150 per
Car capacity 300 per Train
per car per car per car bus
Box Girder/ Box Girder/ I-Girder/
Box Girder/ U Box
Viaduct U Girder/ U Girder/ Integrated I-
Girder/ double Girder/ U
particulars double u double U Girder/Box
U Girder Girder
Girder Girder Grider

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Heavy Electric
Parameter Medium Metro Light Metro LRT/Metrolite
Metro Bus
Length of
185m to
platform 140m 90m 50-80m 50m
210m
required
Rs. 250 175 80
CAPEX/km 225 Crores/Km 120 crore/km
Crore/Km crore/km crore/km
O&M/km Depends on No. of Passengers carried/day and number of train trips
Deck width 7.0 to 8.5
9 m to 10 m 8.5m to 9.0 m 7.0 to 8.5 m 7.0 to 8.5 m
of viaduct m

25m to
Distance 25m to 37m 25m to 37m 25m to 37m 25m to 37m
37m
between spans spans spans spans
spans
pillars
Speed
80 KMPH 80 KMPH 80 KMPH 60 KMPH 50 KMPH
( Max)

3.13 RECOMMENDATIONS

DMRC has examined 4 alternatives combining the different transport corridors of the
study area of Uttarakhand Metro. A parameter namely passenger km per route km for
the proposed corridors/combinations has been calculated in the table 3.20 for the year
2021. The value of these parameter for all the combinations are reiterated in the table
below:

Table 3.20 Passenger-Km/Route-Km

Passenger-
Options Metro Routes Km
km/route-Km
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 36,176
Corridor 2: FRI to Rajpur 13.97 26,887
1 Corridor 3 : Haridwar to Rishikesh 34.15 33,231
Corridor 4 :Nepali Farm to Vidhan Sabha 34.52 -
Total 94.02 32196
2(A) & Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 36,176
Corridor 2: FRI to Rajpur 13.97 26,887
2(B)
Total 25.35 30869
Corridor 1: Kandholi Depot to ISBT Dehradun 11.38 36,176
Corridor 2: FRI to Rajpur 13.97 26,887
3
Corridor 3 : Haridwar to Rishikesh 34.15 33,231
Total 59.5 32196
Corridor 3 : Haridwar to Rishikesh 34.15 33,231
4
Total 34.15 33,231

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From the Peak Hour Peak Direction Traffic figures in the table 3.18, it is seen that
PHPDT figures increase to 6678, 9559, 8933 and 6867 in the year 2051 for Kandholi
Depot to ISBT Dehradun, FRI to Rajpur, Haridwar to Rishikesh and Nepali Farm to Vidhan
Sabha corridors respectively. As per metro policy and existing norms, none of these
corridors may be considered by Government of India for metro. While metrolite with its
carrying capacity upto 15000 may be adequate and may come in the zone of
consideration.

Hence, all the corridors are recommended only for metrolite but in the phased manner.

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