We are not against Metro as a mode of mass transport. Why Pune Metro project has become a matter of great concern is because despite serious issues, DMRC’s Pune Metro DPR was blindly approved by Pune Municipal Corporation (PMC) without any independent study, transparency and public consultations. Subsequently PMC has also approved a proposal to grant 4 FSI in the Metro influence zone of 500 mtr on either side of Metro corridor. It is necessary that Citizens should have information about the Metro and 4 FSI plans so that they can form own opinion regarding whether they would want these plans to be implemented. This presentation giving basic information about the Metro & 4 FSI plans and related issues & impacts has been prepared in a citizen friendly language & format for public information and awareness. (Updated in September 2014).

1. Pune Metro
-- You should know about it!
By Prashant Inamdar
A worried citizen
Updated September 2014 http://bit.do/PuneMetro-PrashantInamdar

2. Pune Metro – why matter of concern?
 DMRC (Delhi Metro Rail Corporation) was appointed by Pune Municipal
Corporation (PMC) as Consultants for Pune Metro. DMRC submitted
DPR (Detailed project report with plan) for Pune Metro in June 2009.
 We and other citizen groups / experts studied the Metro DPR and found
several serious issues which were informed to PMC and State
Government. However PMC totally ignored the issues raised and
blindly approved the Metro DPR in great haste in January 2010.
 We are not against Metro as a mode of mass transport.
Why Pune Metro project has become a matter of great concern is
because despite serious issues, DMRC’s Pune Metro DPR was
approved by PMC without any independent study, transparency and
public consultations.
 This presentation has been prepared for public information and
awareness based on our study and interpretation of Pune Metro DPR

3. Yes, we need a good public transport!
• Traffic in Pune has become a very serious problem due to ever
increasing number of vehicles on road
• We definitely need a very good public transport to solve the problem
• There are various public transport options available – city bus service,
BRT, Tram, LRT, Monorail, Metro….
• Heirarchy must be followed and city bus service should get first priority
– good bus service also a must as feeder service for Metro
• The city may need a number of transport modes which should form an
integrated multimodal transport system providing commuters with
desired connectivity and convenient interchange facility
• IMPORTANT – Any Transport system we choose must be need based,
efficient, affordable, people friendly and fit into the fabric of the city

4. Metro
 Metro conjures up a rosy picture, we all feel that Pune should also have
Metro, but simply having Metro will not do - it must be convenient & useful.
 Metro is a good mass transport system – but not a magic wand which will
make the city’s traffic problem disappear!
 Metro on a few routes will not be the solution to city’s traffic problem
– Pune being a radial city needs a vast network of public transport routes
• Metro is the most expensive mass transport system costing about Rs 250
crores per km (for elevated metro) or more as per 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
• Metro needs to have a certain minimum number of passengers per trip - to
make it viable in view of very high capital and operating costs
• Metro possible only on limited routes due to high cost, practical constraints
• Metro has no flexibility – once constructed, route cannot be changed
• Metro is irreversible and permanent - for lifetime of city!
• Hence decision about Metro needs to be taken very diligently

5. Pune Metro routes – Phase I
• Corridor 1 – Pimpri Chinchwad to Swargate
• Length - 16.589 km
- Elevated 11.570km – PC to Shivajinagar
- Underground 5.019km – Shivajinagar to Swargate
• Capital cost - Rs.7422 crores (with Central taxes only)
• Corridor 2 – Vanaz to Ramwadi
• Length - 14.925 km – Fully ELEVATED
• Capital cost - Rs.3447 crores (with Central taxes only)
Total cost of Phase I – Rs.10869 crores
Total completion cost – Rs.11802 crores (incl State taxes &
interest)
Costs revised based on August 2014 prices
– Actual cost of execution could be much higher

6. Pune Metro routes – Phase II
1) Swargate – Katraj
2) Chinchwad – Nigdi (15 km for (1) & (2))
3) Deccan – Tilak road – Swargate – Shanker seth
road – Race course – Bund garden (11 km)
4) Pataleshwar – University – Aundh – Hinjewadi
(18 km)
Total Phase II – 44 Km
Total Phase I + II – 75.5 km

7. PCMC- Swargate Route
PCMC to Agriculture College – Elevated
Agriculture College to Swargate – Underground
PCMC (START) – Old Pune Mumbai highway(service road) –
(2) Tukaram nagar – (3) Bhosari – (4) Kasarwadi –
(5) Fugewadi – (6) Dapodi – River crossing – (7) Bopodi –
(8) Khadki – (9) Range hill – Agriculture college*–
(10) Shivajinagar – Police ground – Shivaji road –
(11) Pataleshwar – (12) PMC – River crossing –
(13) Budhwar peth – (14) Mandai – (15) Swargate (END)
# Numbered locations are 15 metro stations (1 to 9 Elevated
and 10 to 15 Underground)
*Metro passes through the Agriculture college campus

8. Vanaz-Ramwadi Route
(1) Vanaz (START) – Paud road – (2) Anandnagar – (3) Ideal
Colony – Paud phata – Karve road – (4) Nal stop –
(5) Garware college – (6) Deccan – JM road –
(7) Pataleshwar* – Sancheti chowk – (8) Civil court – River
crossing – Ambedkar road – (9) Mangalwar peth – (10) Pune
Railway station – Railway crossing – Jehangir hospital –
(11) Ruby hall clinic – (12) Bund garden – River crossing –
Nagar road – (13) Yerawada – (14) Kalyani nagar –
(15) Ramwadi (END)
# Numbered locations are 15 metro stations
*Pataleshwar is protected ancient archaeological site
– Metro proposed within the 100 mtr ‘No construction zone’
Both corridors cross at Barve chowk but not interconnected
as one is underground and the other elevated

9. 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
Courtesy : V I T’s PVP College of Architecture – Pune. Project by : IV th year B.Arch. students 2009 -10

10. Vanaz-Ramwadi Elevated Metro Issues
Project is to be implemented through densely populated
areas along highly congested arterial roads – Paud road, Paud
phata, Karve road, Jangli Maharaj road, Sancheti chowk, Sangam bridge,
Maldhakka, Railway station, Jehangir hospital, Bund garden road….
1) Metro columns on road
 Elevated Metro has to run on road at a height of about 10 mtr. There
will be a flyover like structure called viaduct on piers at road median
– Reduction in road carriageway width by about 3 mtr.
2) Metro alignment on road
 Metro will deviate from road centre where obstructions, sharp turns on
road which Metro cannot take, example Paud phata, Deccan corner….
3) Metro station on road
 35 mtr. wide,140 mtr. long and 23 mtr. (6-7 storey) high Metro station
– road widths inadequate
– parking space not possible due to congested locations
4) Building demolitions, land acquisition required for (2) & (3) above

11. Vanaz-Ramwadi Elevated Metro Issues
5) Violation of fire safety norms and DC rules in Metro construction
 Insufficient space for Metro stations - part / full demolition of buildings
 Metro construction could be very close to existing buildings
 Rescue in case of emergencies could be severely hampered
6) Shifting of surface and under ground utilities required
 Serious problems in physical shifting, coordination between agencies
7) Road blockage / Traffic management during construction
 9 mtr of central road portion will be barricaded during construction
 Suitable roads for traffic diversion not available
 Severe traffic bottlenecks and mobility will be seriously affected
8) Large number of trees on the corridor will be cut (example JM road)
9) Visual impact
 Metro track will be like a continuous flyover on road with huge metro
stations across entire road width
10) Inordinate delays and cost escalation due to various reasons

12. Metro on road
Karve road

13. Metro on road
JM road

14. Metro Alignment
– Paud phata to SNDT

15. Metro Alignment – Deccan corner
Deccan Gymkhana
Ground
Chitale Bandhu
Janseva
Dinning Hall
Deccan Post
Office
J. M. Road
(Reference: DMRC Report)
Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10

16. 7 Storey
High
Station
TYPICAL METRO STATION
(Indicative concept drawing)
4 Storey
High
Platform
Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10

17. Some other important issues
Land for Metro depots not available ??
• Corridor 1 - PCMC to Swargate
Metro depot proposed within the Agriculture college
– Area required 11.5 hectares
– Metro to run inside the college premises for length of about 1 km
• Reported that Agriculture college unwilling to provide land
• Corridor 2 – Vanaz to Ramwadi
Metro depot proposed at old kachra depot site
– Another project ‘Shivsrishti’ already approved at same site
– Area beyond site hilly and under BDP
• Issue not yet sorted out
Overlapping of Transport options
• Local train route, BRT corridors, grade separated highway, rapid
transit riverside road overlap with Metro corridors
– will impact metro ridership, also wastage of public money

18. Utility for citizens?
Low ridership
• Metro capacity is up to 30000 phpdt (peak hour peak direction traffic)
Break-even point between bus transport and Metro is 15,000 phpdt
Most likely maximum phpdt for Vanaz- Ramwadi route will be
6203 in 2018, 8519 in 2021 and 10982 in 2031 --- indicates very low
ridership.
 This means that the Metro route is not suitable or convenient for people
in the area considering their origin and destinations
 Bus connectivity to proposed Metro stations not good
 With no parking space at Metro stations, commuters will not be able to
use own vehicle to travel up to the station.
 High passenger density areas not covered example Shivajinagar railway
station and ST bus stand, Pune railway station and ST bus stand.
Though Metro route passes through nearby areas, Metro stations are not
directly accessible from within the premises.
 Due to such reasons utility of Vanaz-Ramwadi Metro will be low and also
expected reduction in traffic on road may hence not take place - which
means increased congestion on roads with reduced carriageway width
– This defeats the very purpose of having Metro !

19. DMRC report
- why independent study needed
• DMRC are Metro technology experts
• We are not questioning DMRC’s technical competence and capabilities
regarding design and implementation of metro projects – Issues raised are
not about metro technology
• What is being questioned is selection of metro route and type in terms of
transportation needs, practical feasibility considering site constraints,
viability and social impacts
• Issues raised are area specific for Pune – related to Traffic &Transportation
• All these vital issues have not been addressed by DMRC at all
Hence the need for independent review and appraisal of DMRC report
# Note - Govt. of India has also given extensive comments on DMRC’s DPR
and advised that the DPR be reworked on realistic basis

20. Conditions by Govt. of India
Some of the conditions for approval of Pune Metro project are -
• Integration of various modes of transport
• Improvement in city bus service
• First and last mile connectivity for Metro
• Comprehensive Mobility Plan
• Single department at city level for transport issues
• Setting up of Urban transport fund
• Setting up of Unified Metropolitan Transport Authority (UMTA)
• Setting up of Traffic information management control centre
• Advertisement policy for funds to public transport
• Parking policy where parking fee represents true value of land
• Reworking DPR on realistic basis with deliberation on issues raised by
various stakeholders to ensure sustainability of the project

21. Comments by Govt. of India
Central Government has given extensive comments on Pune Metro DPR
• Alternatives analysis needed for other modes of mass transit like BRT,
Light Rail etc. before arriving at the decision of Metro – But not done
• Regarding funding pattern not as per policy
• Regarding cost escalation factor considered
• Regarding land requirement
• Regarding land acquisition cost
• Regarding disaster management, security measures, cyber security
• Regarding basis for choosing smaller width of coach
• Regarding basis for selecting standard gauge
• Regarding low ridership, over provision of train capacity
• And several others………
Why so many comments and conditions by GOI – indicative of flaws,
deficiencies, discrepancies in the DPR ?

22. Is PMC/ GOM serious about Pune Metro?
Chronology of events -
• Final DPR submitted by DMRC – June 2009
• Approval by PMC GB – January 2010
• Return of proposal by GOM as no approval for Corridor 1 by PCMC
• Fresh approval by PMC GB only for Corridor 2 – June 2010
• Approval by GOM and submission to GOI – June 2012
• Return by GOI as DPR for two corridors and proposal only for one
• Fresh approval by GOM for both corridors – October 2013
• Submission by GOM for approval to GOI – December 2013
• Only conditional ‘in principle’ approval by GOI – February 2014
• Extensive comments on DPR by GOI
• Submission of reply by PMC / GOM to GOI – August 2014
Metro work completion as per original plan – March 2014
But even the basic approval for Metro plan still not in hand……

23. Elevated vs Underground
 Most of the drawbacks / problems with elevated metro discussed earlier
do not exist in case of underground metro.
Some additional points -
• Expected life of elevated metro much less than underground metro –
due to above ground steel & concrete structures.
• Safety level less than underground metro – safety of structure,
earthquake safety, road safety, safety in view of terrorist threat etc.
• Underground metro need not follow road alignment – can take best and
shortest route – useful for many more commuters than elevated metro
• Elevated Metro stations not possible at desired locations eg. within the
Railway station with direct access – possible with underground metro
• Interconnectivity of elevated metro route with other routes cannot be
done – possible with underground metro
• Basic capital cost of underground metro is higher – however saving due
shorter route length, less land requirement and acquisition cost….

24. Elevated vs Underground
 Real cost of elevated metro –
 Certain aspects need to be considered for elevated metro costing…
 Cost of disadvantages discussed earlier
 Cost of delays due to various reasons because of elevated type metro
 Cost per year of life of elevated metro and underground metro should
be compared (Life of underground metro much higher than elevated
metro)
 Cost of impacts of elevated metro on people and the city should be
considered (a) hardships, losses, risks, trauma, health issues,
displacement, rehabilitation citizens would face (b) land acquisition,
demolitions, reconstruction, litigations (c) increase in traffic holdups,
travel time, fuel cost, pollution due to metro route on congested roads
(d) tree cutting and environmental impact (e) permanent disfigurement of
city (f) fall in quality of life…..
All such costs need to be factored in the cost for elevated
metro to know it’s real cost for the city.

25. Decision regarding Metro - elevated or underground
 Chapter 4, pg 1 of DMRC report - Underground metro preferable over
elevated on numerous considerations if corridor is on busy roads
– means Pune should ideally have underground metro
 Direct cost of underground metro is no doubt higher than elevated metro
– but cost cannot be the sole criterion for decision
 Maximum utility, feasibility, impacts and what fits into the fabric of the city
considering ground reality are the most important factors
 Any Metro will not do – Metro is a very high cost, long term commitment
and only what suits best and most useful for the city should be chosen
 Should elevated Metro be chosen simply because it is less expensive –
even if such a metro will not be of expected use, will become a permanent
burden for the city, will have severe adverse impacts for the city and
citizens…..The sensible answer in such case will be NO!
 Pune generates very high revenue for the Government. If underground
Metro is what the city needs, Pune should get underground Metro
irrespective of cost – And if it is absolutely unaffordable, it would be better
not to have Metro rather than having a flawed elevated Metro!

26. Mumbai Elevated Metro scenario
 Line 1 : Versova – Andheri – Ghatkopar (Elevated) – 11.4 km
• Building demolitions, Metro close to standing buildings, Major problems
in shifting of utilities, Fire safety norms & DC rules violated, Great
inconvenience and hardships for citizens
• Original estimate – Rs.2356 crores, Actual cost – Rs.4321 crores
• Original fares – Rs.9 to 13, Proposed fares – Rs.10 to 40
• Planned completion – July 2010, Actual completion – May 2014
• Delay and cost escalation mainly due to issues related to elevated metro
 Line 2 : Charkop – Bandra – Mankhurd (Elevated) – 32km
• Original estimate – Rs.6376 crores, Revised estimate (Reliance) – Rs.11000 crores
• Planned completion – 2015 Work not yet started
 Line 3 : Colaba – SEEPZ (Underground) – 32.5 km
• Estimate – Rs.23136 crores, Planned completion – 2021 Work to start early 2015
 Decision reportedly taken to have all future metro lines in Mumbai fully
underground due to problems faced with elevated metro.

27. Elevated vs Underground Metro costing
- Case study for Mumbai
 Elevated - Line 1 – 11.4 km
• Planned completion – July 2010, Actual completion – May 2014
• Delay – 4 years
• Original estimate – Rs.2356 crores, Actual cost – Rs.4321 crores
• Final cost per km – Rs.379 crores
• Delay and cost escalation mainly due to issues related to elevated metro
 Underground - Line 3 – 32.5 km
• Estimated cost – Rs.23136 crores
• Bhoomi pujan done in August 2014
• Cost per km – Rs.712 crores
• Delays not expected as experienced for elevated metro
 Cost per km of underground metro 1.88 times that of elevated metro
 Ratio will be still smaller if cost of impacts added to elevated metro cost
# Above reality check based on figures reported in the Press

28. Metro funding
1) SPV model – Central Government - 20%, State
Government - 20%, PMC -10% and balance 50% loans
2) Other sources of revenue – burden on citizens?
• Sale of 4 FSI proposed for 500 mtr stretch on both sides of
metro corridor
• Property development of Govt. land with 4 FSI and
involvement of Developers
• Increase of development charges by 100%
• 1% surcharge on stamp duty for transactions of sale etc.
• 50% cess on tax for registration of vehicles
• Surcharge on fuel (petrol, diesel, CNG)
• Surcharge on property tax
• Professional tax @ 1%
• Metro tax @ 2% on pay rolls of all establishments with more
than 100 employees

29. Why 4 FSI ?
 DMRC has proposed densification along Metro corridor up to 500 mtr on
both sides by providing 4 FSI at a premium
Reason 1 - to increase ridership of Metro
• Basically this proves that Metro ridership is not enough for viability
• Densification proposed in areas which are already dense
• No assurance that densification along metro corridor will increase
Metro ridership – most probably it will NOT! (Figures in PMC’s Draft DP
also show that ridership will not increase because of 4 FSI)
Reason 2 - to raise funds for Metro
• Funding plan not finalized by PMC
• PMC has no idea about quantum of funds required from 4 FSI premium
• No basis for taking decision about 4 FSI which has potential to raise
tens of thousands of crore rupees
 IMPORTANT - Will it be possible for PMC to provide necessary
infrastructure, services, amenities as per standards for the additional FSI
– Answer can only be NO as PMC has not been able to provide basic
amenities for the city even with present lower FSI.

30. PMC proposal for 4 FSI
PMC proposal for 4 FSI appears in two documents -
1) Draft DP and DC Regulations for 2007-2027 – yet to be approved
2) Public Notice No. 1/167 dt. 11-07-14 (for modification in 1987-2007 DCR)
There are discrepancies between same provisions in both documents
Basic proposal (in Public Notice)
• No construction zone up to 10m on both sides of Metro corridor
• 4 FSI up to 500m on both sides of Metro corridor (Metro influence zone)
• Metro influence zone shall vary as per actual final alignment of Metro – ??
• NOC of Metro SPV must for development in Metro influence zone – Why?
• Minimum plot area for grant of 4 FSI – 0.2 hectares (about 21500 sq.ft.)
• FSI utilization less than total permissible 4 FSI not allowed – Why?
• Special powers to Municipal Commissioner to relax provisions of building
bye laws to facilitate utilization of full 4 FSI – Why?
• Rules shall be applicable for all future Metro corridors – ??

31. PMC proposal for 4 FSI
 Premium for additional FSI – will be collected by Metro SPV
Congested area with basic FSI 2
 As per Draft DC rules – 1.25 times the rate of Ready reckoner
 As per Public Notice – 1.25 times the rate of Ready reckoner
Non-congested area with basic FSI 1
 As per Draft DC rules – 1.50 times the rate of Ready reckoner
 As per Public Notice – 1.25 times the rate of Ready reckoner
 Cess for non-utilization of 4 FSI – Why?
 As per Draft DC rules – Cess at the rate of 5% of Ready reckoner rate
will be charged extra if any plot/land kept vacant after period of 5 years
from commencement of Metro work
- Definition of ‘commencement of Metro work’ not given
- Meaning of ‘plot / land kept vacant’ not clear
- Whether cess is one time or to be paid every year - not clear
 As per Public Notice – No mention of cess – ??

32. PMC proposal for 4 FSI
Milestone for applicability of 4 FSI regulations
Present corridors
• As per Draft DC rules – applicable after sanction of regulations
• As per Public Notice – applicable on commencement of Metro
construction work (Exact definition of ‘commencement’ not given)
For future corridors
• As per Draft DC rules – applicable after 5 years from sanction of
regulations
• As per Public Notice – applicable to every corridor sanctioned in due
course (No specific time line given)
----------
Some estimated figures regarding 4 FSI proposal –
 Metro influence zone area in PMC – about 2600+ hectares
 Possible additional FSI – about 70 crore sq.ft. (actual used could be less)
 Premium amount – Tens of thousands of crore rupees

33. PMC proposal for 4 FSI
 Impact on smaller properties ?
• NOC required from Metro SPV for development
• Minimum plot area for availing 4 FSI at premium – 21500 sq.ft.
• FSI utilization less than total permissible 4 FSI not allowed
• Cess to be paid for non-utilization of 4 FSI
 What happens to properties with plot area less than 21500 sq.ft. ?
Whether above rules applicable ? - No clarity about this vital matter
 Which rules will be finally implemented
Different provisions in Draft DCR (2007-27) and Public Notice
 Not clear which rules will be finally implemented by PMC –
(1)As per Draft DCR or (2) As per Public Notice or (3) Stringent of the two
------------
 A BIG question mark on the 4 FSI proposal – why required, how will it be
implemented, when will implementation begin, what impacts…??
– Most likely 4 FSI proposal will prove disastrous for the city!

34. Now some pictures of
Delhi, Mumbai, Bangalore
Elevated Metros during execution…

35. DELHI METRO
- Station close to bulding
Courtesy : Ar. Nitin Killawala
Metro station
Existing
building
Metro station
Existing building

36. DELHI METRO

37. MUMBAI METRO – Station under construction
Courtesy : Ar. Nitin Killawala

38. MUMBAI METRO – shifting of utilities
Courtesy : Ar. Nitin Killawala

39. MUMBAI METRO STATION – very close to building
Courtesy : Ar. Nitin Killawala

40. Metro
station
Existing
building
MUMBAI METRO STATIONS – very close to existing buildings
Courtesy : Ar. Nitin Killawala
Metro
station
Existing
building
Metro
station
Existing
building

41. Report in Mumbai newspaper (6-04-10)
- Fire safety norms and Development Control rules violated by Mumbai Metro
Metro
station
Existing
building

42. BANGALORE METRO – snaking on the road
Courtesy : Ar. Khandekar

43. Massive station construction blocking entire road
BANGALORE METRO
Courtesy : Ar. Khandekar

44. Massive pillar and construction on road
BANGALORE METRO
Courtesy : Ar. Khandekar

45. Barricading on road
BANGALORE METRO
Courtesy : Ar. Khandekar
No space left for traffic

46. Work on near houses,
day and night !
BANGALORE METRO
Courtesy : Ar. Khandekar

47. BANGALORE METRO
- Bulldozing it’s way
Courtesy : Ar. Khandekar

48. Same type of Elevated Metro has been
approved by PMC for Pune
One can imagine what the situation on the
narrow congested Pune roads would be once
Metro construction begins and continues for
years… And after enduring all this, we may find
- Metro we have got is not of expected use at all!
Do we want all this to happen in Pune?

49. Pune Metro – Important issues
• Elevated Metro despite implementation problems and adverse impacts
• Metro stations at inconvenient congested locations
• Building demolitions and land acquisition
• High passenger density areas not covered
• Interconnectivity with future routes not possible
• Overlapping with other mass transport modes and rapid transit corridors
• Delays due to hurdles in permissions, litigations, commercial issues
• Metro costing – Large cost escalation possible
• Funding pattern - not known
• Financial burden to be put on citizens - not known
• 4 FSI proposal - several serious issues
• Low ridership - means less utility and higher fares, higher taxes
- no reduction in traffic and increased congestion?
Big Question mark on Pune Metro - utility, feasibilty, viability?

50. What needs to be done
• There are serious issues regarding Pune Metro plan
• Metro is irreversible and permanent - for lifetime of city!
• Decision proved wrong later would be disastrous for the city
 Govt. of India has already advised PMC to rework Pune
Metro DPR on realistic basis with deliberation on issues
raised. However PMC has ignored the advice!
What is needed: (Metro already delayed, better late than wrong)
• Rework the Pune Metro DPR for following -
a) Underground metro - to overcome various problems
b) Route/alignment modification – for better utility to majority
of people and maximizing ridership
• NGOs /experts who have raised issues be consulted during
the reworking process and their suggestions considered
• Final decision about Metro type, route should be taken only
on the basis of deliberations, public consultations and above
reworking

51. Thank you
http://bit.do/PuneMetro-PrashantInamdar