HYDERABAD METRO RAIL - IMPACT ON EXISTING TRAFFIC, FUTURE TRAFFIC AND SUSTAINABILITY OF CITY

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HYDERABAD METRO RAIL
- IMPACT ON EXISTING TRAFFIC, FUTURE TRAFFIC
AND SUSTAINABILITY OF CITY
A PROJECT REPORT
Submitted in partial fulfillment for the award of the degree of
BACHELOR OF TECHNOLOGY (B.TECH)
in
CIVIL ENGINEERING
by
VIJAY KUMAR SINGH
(13BCL0001)
School of Civil and Chemical Engineering
MAY 2017

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DEDICATION PAGE
I dedicate this project work to my parent and my teachers who gave me the support
at every point of time and helped me to complete this project.
Place :Vellore Signature of the Candidate
Date:

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Appendix 2
DECLARATION BY THE CANDIDATE
I hereby declare that the project report entitled “HYDERABAD METRO RAIL
- IMPACT ON EXISTING TRAFFIC, FUTURE TRAFFIC AND
SUSTAINABILITY OF CITY” submitted by me to Vellore Institute of
Technology University, Vellore in partial fulfillment of the requirement for the
award of the degree of B.TECH in CIVIL ENGINEERING is a record of
bonafide project work carried out by me under the guidance of Dr. SALADI S V
SUBBARAO. I further declare that the work reported in this project has not been
submitted and will not be submitted, either in part or in full, for the award of any
other degree or diploma in this institute or any other institute or university.
Place :Vellore Signature of the Candidate
Date:

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Appendix 3
VIT
U N I V E R S I T Y
(Estd. u/s 3 of UGC Act 1956)
School of Civil and Chemical Engineering
CERTIFICATE
This is to certify that the project report entitled “HYDERABAD METRO RAIL
- IMPACT ON EXISTING TRAFFIC, FUTURE TRAFFIC AND
SUSTAINABILITY OF CITY” submitted by VIJAY KUMAR SINGH
(13BCL0001) to Vellore Institute of Technology University, Vellore, in partial
fulfillment of the requirement for the award of the degree of B.TECH in CIVIL
ENGINEERING is a record of bona fide work carried out by him under my
guidance. The project fulfills the requirements as per the regulations of this
Institute and in my opinion meets the necessary standards for submission. The
contents of this report have not been submitted and will not be submitted either in
part or in full, for the award of any other degree or diploma and the same is
certified.
Dr SALADI S V SUBBARAO Dr. SHANTHA KUMAR
Guide HOD
Internal Examiner External Examiner

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Appendix 4
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CERTIFICATE BY THE EXTERNAL SUPERVISOR
<Font size 16>
This is to certify that the project report entitled “TITLE OF THE PROJECT”
submitted by <STUDENT NAME>(<Reg.No.>) to Vellore Institute of
Technology University, Vellore in partial fulfillment of the requirement for
the award of the degree of <Name of the degree> in <branch name> is a
record of bona fide work carried out by him/her under my guidance. The
project fulfills the requirements as per the regulations of this Institute and in
my opinion meets the necessary standards for submission. The contents
of this report have not been submitted and will not be submitted either in
part or in full, for the award of any other degree or diploma in this institute
or any other institute or university.
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<Signature of the External Supervisor>
<Name>
EXTERNAL SUPERVISOR
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<Full address of the Institution / organization
with e-mail id, phone no.>
<Seal of the Institution / Organization>

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Appendix 5
ACKNOWLEDGEMENT
I would like to express my gratitude to all those who gave me the support to complete this thesis.
I would like to thank my thesis guide Dr Saladi S V Subbarao for his guidance at every stage of
my work.
I express my deepest thanks to Mr. V. Venkata Reddy, L&T Constructions Hyderabad Limited
for taking part in useful discussions & giving necessary advices and guidance and arranging all
facilities for the internship period. The internship opportunity I had with L&T Metro Rail
Hyderabad Limited (LTMRHL) was a great chance for learning.
I express my deepest gratitude and special thanks to Mr. K Ravinder Reddy, Mr. Aniket S Shete
and Mr. Dhiraj Kumar who in spite of being extremely busy with their duties, took time out to
hear, guide and keep me on the correct path and allowed me to carry out our project at their
esteemed organization and extending their help during the training and for their careful and
precious guidance which were extremely valuable for my study both theoretically and
practically. I perceive this opportunity as a big milestone in my career development.
.
Place : Vellore VIJAY KUMAR SINGH
(Name of the Student)
Date :

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TABLE OF CONTENTS
CHAPTER NO. TITLE PAGE NO.
Abstract 11
List of Tables 12
List of Figures 13
Abbreviation 15
1 Introduction 16
1.1 Brief Introduction of project 16
1.1.1 Urban Transport 16
1.1.2 Transportation System 16
1.1.3 Transportation of people 16
1.1.4 Objectives and clarity 17
1.2 Scope and Limitation 17
1.3 Methedology 18
1.4 About the organization 20
1.4.1 About L&T MRHL 21
2 Literature Review 25
2.1 Earlier Studies 25
2.1.1 Route Selection 26
2.1.2 Population and Employment Projection 26
2.2 Existing travel condition 26
3 Case study 28
3.1 Delhi Metro Rail 28
3.1.1 DMRC history 28
3.1.2 EIA for Janakpuri 29
3.1.2.1 Background 30
3.1.2.2 Project Impact 30

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3.1.3 Land Requirement and acquisition 31
3.2 Mumbai metro rail 32
3.2.1 Metro rail Line 33
3.2.2 Challenges during construction 33
3.2.3 Civil related issue 34
4 Study area and Site characteristics 36
4.1 Site Analysis 36
4.1.1 Reasons behind particular site selection 37
4.2 site characteristics 37
5 Working process in HMR 38
5.1 Planning Department 38
5.2 Project execution 39
6 Impact on traffic 44
6.1 Past traffic condition 44
6.2 Present Traffic condition 45
6.2.1 At Godrej-Y-Junction 45
6.2.1.1 Traffic characteristics for road stretch 45
6.2.1.2 Capacity Analysis 52
6.2.1.3 Delays 53
6.2.1.4 LOS 55
6.2.2 At Khairatabad Junction 56
6.2.2.3 Delays 61
6.2.2.4 LOS 62
6.2.3 At JNTU junction 63

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6.2.3.3 Delays 69
6.2.3.4 LOS 70
7 Results & Discussion 71
7.1 Impacts during construction phase 71
7.1.1 Resettlement 71
7.1.2 Air pollution 72
7.1.3 Noise, vibration 72
7.1.4 Community and traffic disturbance 72
7.1.5 Water pollution 72
7.1.6 Solid waste 72
7.1.7 Ecology 73
7.2 Impact during operation phase 73
7.2.1 Air quality 73
7.2.2 Water quality 73
7.2.3 Solid waste 73
7.2.4 Hazardous Material 73
7.2.5 Noise Impact 73
7.2.6 Vibration Impact 74
7.2.7 Risk on safety and health 74
7.3 Positive impact of metro rail 75
7.3.1 Reduction in air pollution 75
7.3.2 Traffic decongestion and road safety 75
7.3.3 Development of suburbs 75
7.3.4 Saving energy 75
7.3.5 Extending life of roads 75
7.3.6 Noise reduction 76

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7.4 Negative impact of metro rail 76
8 Impact on sustainability of city 78
8.1 MRTS impact on city environment 78
8.2 Socio economic Benefits 80
9 Conclusion & Future Work 81
References 82
Drawings

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ABSTRACT
The metro rail has quickly become the ultimate urban solution for city transportation.
These have been serving as lifelines in urban spaces all across the world coupling its
minimal carbon efficiency with its fuel efficiency it is the ultimate solution for mass
commuter problems in large cities. Transporting thousands of people while being cleaner
and greener than most of the other transport, undoubtedly, resulted in megacities in the
world over to rely on the metro system. Such infrastructures are vital for the cities of
country like India, which have exponentially growing population. One of the newest
Indian cities to join metro rail is the City of Nizams, Hyderabad.
Cities like Hyderabad have become large cities, unfortunately paradoxical situation exists
here. The city is economic engine of growth, contribute more in GDP but the same city is
suffering and has reduced potential because infrastructures are not really robust. The
infrastructure like metro rail pushes the city to become sustainable but at the same time it
comes up with many challenges.
The traffic related issues faced by the people during construction phase of metro and the
impact of metro on the future development of the city has been discussed in this report.
As the city‟s glorious structure is now evolving into a modern marvel with a metro rail,
the impact on sustainability of city has also been discussed in brief.
This report also comprises of project sequence that is site work sequencing in detail.
Furthermore, planning department work at the construction site has been discussed.

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LIST OF TABLES
Table1. Proposed population and employment scenario in Hyderabad in various years……….26
Table 2. Different types of vehicles in different time scenario (GYJ)………………………….46
Table 3. Density of road stretch and corresponding average speed (GYJ)……………………..51
Table 4. Motor vehicle LOS at signalized intersections (GYJ)…………………………………55
Table 5. Different types of vehicles in different time scenario (KJ)…………………………....57
Table 6. Density of road stretch and corresponding average speed (KJ)……………………….60
Table 7. Motor vehicle LOS at signalized intersections (KJ)………………………………….62
Table 8. Different types of vehicles in different time scenario (JNTU)………………………..65
Table 9.. Density of road stretch and corresponding average speed (JNTU)…………………..68
Table 10. Motor vehicle LOS at signalized intersections (JNTU)……………………………..70
..

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LIST OF FIGURES
Fig 1. Traffic at near Malakpet station…………………………………………………………17
Fig 2. Proposed routes of Hyderabad metro rail………………………………….…………….23
Fig3. Delhi metro rail working routes……………………………………...…………………..28
Fig 4 Traffic congestion in Delhi………………………………………………………………30
Fig 5. Mumbai Monorail working routes………………………………………………………32
Fig 6. Study Area ………………………………………………………………………………36
Fig 7. Reinforcement work……………………………………………………………………..42
Fig 8. Pile footing……………………………………………………………………………....42
For Godrej-Y-Junction
Fig 9. Possible flow direction at Godrej-Y-Junction……………………………………….….45
Fig 10. The above pie chart represents proportion of different types of vehicles……………...47
Fig 11. The above graph represents number of vehicles to 15 min time interval……………...48
Fig 12. The graph represents the no of vehicles to types of vehicles…………………………..48
Fig 13 The graph represents the no of vehicles to time duration (for peak hour)……………...49
Fig 14. The graph represents the no of vehicles to speed range of vehicles…………………..49
Fig 15.The following graph represents the speed to density…………………………………..51
For Khairatabad Junction
Fig 16. Possible flow direction at Khairatabad Junction………………………………………. 56
Fig 17. The above pie chart represents proportion of different types of vehicles……………...57
Fig 19. The graph represents the no of vehicles to types of vehicles………………………….58
Fig 20 The graph represents the no of vehicles to time duration (for peak hour)……………..59
Fig 21 The graph represents the no of vehicles to speed range of vehicles…………………..59
Fig 22.The following graph represents the speed to density………………………………….61

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For JNTU Junction
Fig 23. Possible flow direction at JNTU direction…………………………………………….63
Fig 24. The above pie charts represents the proportion of different types of vehicles………...64
Fig 26. The graph represents the no of vehicles to types of vehicles………………………….66
Fig 27 The graph represents the no of vehicles to time duration (for peak hour)……………..67
Fig 28 The graph represents the no of vehicles to speed range of vehicles…………………..67
Fig 29.The following graph represents the speed to density………………………………….66

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ABBREVIATIONS
APPCB - Andhra Pradesh Pollution Control Board
APSRTC - Andhra Pradesh Road Transport Corporation
BRTS - Bus Rapid Transit System
CFC - Chlorofluorocarbons
CPCB - Central Pollution Control Board
CRRI - Central Road Research Institute
CSE - Centre for Science and Environment
DMRC - Delhi Metro rail Corporation
EIA - Environmental Impact Assessment
GHG - Greenhouse gases
HMRC - Hyderabad Metro rail Corporation
HUDA - Hyderabad Urban Development Authority
IEA - International Energy Agency
IISD - International institute for Sustainable Development
IPCC - Intergovernmental Panel on Climate Change
IT - Information Technology
INTACH - Indian National Trust for Art and Cultural Heritage
ITES - Information Technology enabled services
JBS - Jubilee bus station

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1 INTRODUCTION
1.1 BRIEF INTRODUCTION OF PROJECT
Hyderabad may be a megacity that covers 625sq. km. of municipal corporation space and six,852
sq. km. of metropolitan space. Its populations stands at eight million (2012) and is projected to
achieve thirteen.6 million by 2021. Currently, over three million personalised vehicles ply on
Hyderabad roads, with associate addition of zero.20 million vehicles once a year. eight million
motorized journeys ar created each day, of which, solely concerning three.2 million (or 40%) ar
created exploitation transport. owing to such high use of personalised transport, the town faces
issues like traffic congestions, jams, high pollution levels and far higher fuel consumption etc.
1.1.1 Urban Transport
Urban area directors nowadays face a heavy quandary. They face a choking town and conflicting
offers of not possible solutions. briefly they face:
1. Responsibility to resolve current chaotic transport problem:
• Roads full with excessive variety of road vehicles
• Low speeds inflicting pollution and loss of scores of productive man-hours
2. Inability to extend road house
3. Lack of funds
1.1.2 Transportation system:
1. People: comfy. Safe travel at moderately high speed at cheap costs for the town dwellers
2. Cargo: town desires product supplies- associate surroundings friendly system to eliminate
trucks from roads
3. Services: Municipal work functions to be handled hygienically and expeditiously.
1.1.3 Transportation for folks
1. quick access at intervals one klick to be reduced to 500m on the present roads.
2. nearly no waiting time(less than 1min) – air condition travel with potential 100kmph speeds.
3. cheap as compared to existing modes.
4. Assurance of safety not just for those that use the system, however additionally for road users.

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5. Minimum pollution and emissions.
6. measurability for next one hundred years demand
1.1.4 objectiveness and clarity
1. 1.Directors with sensible intentions ought to demand that:
• Not one building, garden, home ground be separated by the answer.
• Least or nearly no land inflicting dislocation of previous denizen be needed
• Only existing transport zone within the type of roadways be utilized- and therefore
the town be not ugly
2. 2. Answer mustn't cause additional introduction of recent road primarily based vehicles
on the system, that already is full.
3. Remedy chosen shall not be worse than the matter.
In a nutshell, the main aims of this project is
1. Impact of metro construction on existing traffic
2. Impact of metro on future traffic
3. Effect on sustainability of city (Brief Discussion).
Fig 1. Traffic at near Malakpet station
1.2. SCOPE AND LIMITATIONS
 The scope of study to understand the role of Metro rail project.
 And also the issues in the planning, construction and implementation.
 Its impact on the traffic and environment.
 Its influence on the people, business, land use and other factors along the route.
 Its impact on the urban infrastructure.

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 The study is limited to three signalized intersection of one route of the Hyderabad
Metro rail project out of three proposed routes.
1.3 METHEDOLOGY
1. Data Collection & Desk Study:
• Study on Metro rail projects.
• Study of an operating Metro rail project in other cities.

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• Study of proposed Hyderabad Metro rail project routes.
• Study on Traffic and transportation of Hyderabad.
• Standards for Environmental Quality.
• Study on existing Road Transportation and MMTS of Hyderabad.
1. Case Study: Study of an operating Metro rail project in other city.
The effect Delhi and Mumbai metro is taken as case study for this project.
3. Defining the Study Area in Hyderabad
4. Site visit of Study Area
6. Analysis and interpretation
7. Impact on Existing Traffic
8. Forecast of future traffic and how it is getting affected.
9. Effect on sustainability of city (Brief Discussion)
 Impact on Environment
 Impact on Economy
 Impact on Equity
The solution to the city‟s traffic problems is an MRTS (Mass Rapid Transit System), that can
provide economical, convenient and safer transport for commuters. The MRTS should he linked
and integrated with local bus stations and railway terminals. Proper feeder buses system is
required to provide easy accessibility of the metro stations. Accordingly, the development of
Hyderabad Metro Rail was approved for 72 km, covering three high density traffic corridors
around the city. And the tender for construction was given to Larsen & Toubro Infrastructure
Development Pvt. Ltd.
Larsen & Toubro is a major technology, engineering, construction, manufacturing and financial
services conglomerate, with global operations. L&T addresses critical needs in key sectors -
Hydrocarbon, Infrastructure, Power, Process Industries and Defence - for customers in over 30
countries around the world.
L&T Metro Rail (Hyderabad) Limited – a subsidiary of L&T is implementing the Hyderabad
Metro Rail Project. Valued at over USD 4 billion (phase 1), this is the world‟s largest Public

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Private-Partnership (PPP) project in the metro sector which is being executed on a Design Build-
Finance-Operate-Transfer (DBFOT) basis.
The company‟s professional work environment and world-wide reputation as a grand achiever in
its businesses inspired me to take up my internship in the project. Also Hyderabad (popularly
known as Cyberabad) is one of the most advanced developing megacities of India. Hyderabad
Metro rail project is amongst the most futuristic and technological metro project in the country.
So this project would have been an ideal choice to take part as an intern and learn various
concepts of metro project construction and implementation.
1.4 ABOUT THE ORGANIZATION:
Larsen & Toubro Limited is the biggest legacy of two Danish Engineers, who built a world-class
organization that is professionally managed and a leader in India's engineering and construction
industry. It was the business of cement that brought the young Henning Holck-Larsen and S.K.
Toubro into India. They arrived on Indian shores as representatives of the Danish engineering
firm F L Smidth & Co in connection with the merger of cement companies that later grouped
into the Associated Cement Companies.
Together, Holck-Larsen and Toubro, founded the partnership firm of L&T in 1938, which was
converted into a limited company on February 7, 1946. Today, this has metamorphosed into one
of India's biggest success stories. The company has grown from humble origins to a large
conglomerate spanning engineering and construction.
Larsen & Toubro Construction is India‟s largest construction organisation. Many of the country's
prized landmarks - its exquisite buildings, tallest structures, largest industrial projects, longest
flyover, and highest viaducts - have been built by it. Leading-edge capabilities cover every
discipline of construction: civil, mechanical, electrical and instrumentation.
L&T Construction has the resources to execute projects of large magnitude and technological
complexity in any part of the world. The business of L&T Construction is organized in six
business sectors which will primarily be responsible for Technology Development, Business
Development, International Tendering and work as Investment Centers. Headquarters in
Chennai, India. In India, 7 Regional Offices and over 250 project sites. In overseas it has offices
in Gulf and other overseas locations.

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L&T Construction‟s cutting edge capabilities cover every discipline of construction – civil,
mechanical, electrical and instrumentation engineering and services extend to large industrial and
infrastructure projects from concept to commissioning.
L&T Construction has played a prominent role in India‟s industrial and infrastructure
development by executing several projects across length and breadth of the country and abroad.
For ease of operations and better project management, in-depth technology and business
development as well as to focus attention on domestic and international project execution, entire
operation of L&T Construction is structured into four Independent Companies.
• Hydrocarbon IC
• Buildings & Factories IC
• Infrastructure IC
• Metallurgical & Material Handling IC
• Power Transmission & Distribution
• Heavy Engineering
• Shipbuilding
• Power
• Electrical & Automation
• Machinery & Industrial Product
1.4.1 About L&T MRHL
The Company has signed the Concession Agreement with Government of Andhra Pradesh on 4th
September, 2010 and completed the financial closure for the Project on 1st March, 2011 in
record six months. A consortium of 10 banks led by the State Bank of India has sanctioned the
entire debt requirement of the project. This is the largest fund tie-up in India for a non-power
infrastructure Public Private Partnership (PPP) project.
The Company has inducted world class consultants for the execution of this prestigious Metro
Rail Project. Some of the renowned consultants are Louis Berger, AECOM Feedback Ventures
Consortium, Parsons Brinckerhoff, Halcrow, E&Y etc. The company will develop 18.5million
sq. ft. of Transit-Oriented Development (TOD) and is expected to trigger robust economic
activity in and around the city of Hyderabad and will generate substantial employment. Based on
a number of Traffic and Transportation studies conducted by various agencies, the then

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Government of Andhra Pradesh (GoAP) approved development of Hyderabad Metro Rail project
in three high density traffic corridors of the city spanning across 72 km. Detailed Project Reports
(DPRs), Traffic Survey Reports, and other related reports were prepared by Delhi Metro Rail
Corporation (DMRC) for the project.
Advantages of metro rail
• The Metro Rail System has proven to be most efficient in terms of energy consumption,
space occupancy and numbers transported.
• High-capacity carriers – very high volumes of peak hour peak direction trips.
• Eco-friendly – causes no air pollution, much less sound pollution.
• Low energy consumption – 20% per passenger km in comparison to road-based systems.
• Greater traffic capacity – carries as much traffic as 7 lanes of bus traffic or 24 lanes of car
traffic (either way).
• Very low ground space occupation – 2 meter width only for elevated rail.
• Faster – reduces journey time by 50% to 75%.
The three corridors spanning a length of approximately 72 km to be taken up in the project are as
follows:
 Corridor I: Miyapur–LBNagar 29 kms 27 stations.
 Corridor II: JBS – Falaknuma 15 kms 16 stations.
 Corridor III: Nagole – Shilparamam 28 kms 23 stations.
With intersecting stations
 Corridor I – Corridor II MGBS station
 Corridor II – Corridor III Parade Grounds station
 Corridor I – Corridor III Ameerpet station
The Metro Rail system under construction is a completely elevated system, generally run in the
central median of the road. The viaduct structure for the elevated system is a box girder carrying
two tracks on a single pier located on the median of the road. The track gauge is a Standard
Gauge (1435 mm) and the electrical traction is 25 kV AC, 50 Hz overhead traction system. The
signalling system caters to the needs of a designed speed of 80 kmph, with state-of-the-art

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features consisting of Automatic Train Control (ATC), Automatic Train Protection (ATP) and up
gradation facility to Automatic Train Operation (ATO).
Fig 2. Proposed routes of Hyderabad metro rail
Salient Features of the Project
• It is an elevated metro rail, with two tracks (up and down lines) on a deck erected on
pillars generally in the central median of the road, without obstructing the road traffic;
• Stations are located at an average interval of 1KM – elevated stations with passenger
access through staircases, escalators and lifts;
• Adequate parking space and
circulating areas are being
provided for multi modal
integration at the stations;
• With a frequency of 3 to 5
minutes during peak hours, the
system is expected to carry about
1.7 million passengers per day by 2017 and 2.2 million by 2024;

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• With a maximum speed of 80 kmph, the average speed of the trains will be 34 kmph – an
international standard for MRT systems;
• The travel time by metro rail from one end to another is:o 45 minutes for Corridor I
(Miyapur-L.B.Nagar – 29Kms) as against 1 hr 46 minutes by bus; o 22 minutes for
Corridor II (Jubilee Bus Station-Falaknuma-15 Kms) as against 1 hr 10 minutes by bus; o
39 minutes for Corridor III (Nagole-Shilparmam-28 Kms) as against 1 hr 26 minutes by
bus;
• Signalling system ensures safety and specified speeds through Automatic
 Train Control (ATC), and Automatic Train Protection (ATP);
• Good inter-modal integration will be provided at all the rail terminals, bus
 stations, and the MMTS (existing joint venture of Government of Telangana and
Railways) stations;
• All stations will have air conditioned "Merry go round" mini-bus services, connecting
nearby colonies, business establishments and other popular places;
• Automatic ticket vending machines - reducing waiting time in queues and counters.
• Automatic fare collection system - hassle free entry and exit from the stations.
• Smart card-based Automatic ticketing & gate systems for passenger convenience and
seamless travel; and
• Standard gauge track (1435 mm) to allow sharper curves and gradients.

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2 LITERATURE REVIEW
2.1 EARLIER STUDIES
Regional Engineering College, Warangal (Now NIT Warangal) was appointed by HUDA to
carry out comprehensive traffic and transportation plan known as Hyderabad Area
Transportation Study (HATS) in 1983 along with short, medium and long term proposals, the
study recommended LRT system for the Corridors for a length of 51.5 Km.
1. L.B.Nagar – Kukatpally
2. Khairatabad – Tollychowki
3. Falaknuma – Ranga Mahal via Charminar
4. M.J. Market – Airport
In 1988 M/s RITES carried out feasibility study for LRTS, Hyderabad and proposed
implementation of 22.5 Km length on three Corridors is given below:
1. Bala Nagar – Khairatabad (9.5 Km)
2. Khairatabad – Charminar (7 Km)
3. M.J. Market – Dilsukh Nagar (6 Km)
The construction cost at 1988 prices are 307 Crores.
In 1992 ILFS along with Government of Andhra Pradesh has updated the cost and traffic figures
for the following LRT Corridors.
1. Kukkatpally Housing Board – Khairatabad
2. Khairatabad – Afjal Gunj
3. Afjal Gunj – Koha Pet fruit market.
In 1994, Government of Andhra Pradesh engaged RITES as Sub-consultant for introduction of
LRT on BOT basis. Three top consortia are short listed after advertisement. However, the

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attempt failed due to BOT partner wanted major concession and major cost and revenue
estimates.
In 1999, Japan Trade External Organization, carried out a feasibility study and recommended
MRT on the route from Bala Nagar to Dilsukh Nagar (20.6 Km).
The project cost at 1998 prices was 2338 Crores. They also recommended that implementation
on BOT System is not feasible and Governments financial assistance is required with forty (40)
years loan repayment period.
2.1.1 Route Selection and Transport Demand Forecast Zoning
For the purpose of transport demand estimation, the entire study area of Hyderabad Metropolitan
Area has been delineated into 129 zones. Among them 67 are the zones within the municipal
corporation area and the remaining zones are in 10 municipalities and other HUDA area.
2.1.2 Population and Employment Projections
Population data for the year 2001 has been collected from the Census Department. Population
projections for the year 2011 and 2021 have been worked out from the Master Plan, 2021 of
HUDA. Employment projection has been done for the year 2011 and 2021 in consultation with
master plan of HUDA, considering 2003 as the base year. Summary of population and
employment projections is presented in the table 1.
Table1. Proposed population and employment scenario in Hyderabad in various years
2003(In Mill) 2011(In Mill) 2021(In Mill)
Population 6.00 9.06 13.64
Employment 2.00 2.81 4.5
2.2 EXISTING TRAVEL CONDITIONS
Following primary traffic and travel surveys were carried out in March and April 2003 in order
to know travel characteristics of the citizens of Hyderabad and to project the transport demand
on the proposed MRTS.
• Household survey (5000 samples – about 0.5% of households)

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• Classified traffic volume survey along with O–D Survey (40 locations)
• Bus stop surveys
• Bus passenger boarding and alighting surveys
• Speed and Delay survey along major corridors
• Road network inventory for all major roads
Total daily person trips conducted in the year 2003 are estimated to be 63.4 lakh. Out of these,
vehicular trips are 50.5 lakh. Share of trips by bus is 44% of total vehicular trips. Only 0.2% of
trips are by rail at present. A staggering 39% of total vehicular trips are conducted by two
wheelers. Auto rickshaws account for more than 9% of total vehicular trips. These figures
indicate inadequate supply of mass transport system. Higher use of personalized and Para transit
motor vehicles is resulting in acute traffic congestion on roads. If the mass transport system is
not augmented now, the conditions are expected to deteriorate further in future. For the city size
of Hyderabad, modal split in favor of mass transport should be around 70% while presently it is
only less than 45%.
Hence, metro is proposed to increase the modal split in favor of mass transport, which has its
own challenges. Since the traffic is badly affected during any construction phase, therefore study
of impact of metro is needed.

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2. CASE STUDY
3.1 DELHI METRO RAIL
3.1.1 DMRC History
DMRC was formed in May 1995 by the national and Delhi state governments to provide a rail-
based transport system that will alleviate Delhi‟s ever growing transport congestion and
vehicular pollution. e government of Japan has contributed more than half the cost of this
project, through a so loan disbursed by DMRC‟s major funding agency, the Japan Bank for
International Cooperation (JBIC).
Delhi‟s metro rail system, to be constructed in four phases covering 245 kilometers, is scheduled
to be finished in 2021. Today three functioning lines connect central Delhi to east, north, and
southwest Delhi.
DMRC is responsible not only for construction of the system but also for its operation and
maintenance. It has 450 personnel in its construction department and 3,000 staff for system
operation and maintenance. Supply chain partners provide critical support, including labor,
machinery and components, and maintenance services.
Fig3. Delhi metro rail working routes

29
3.1.2 Environmental Impact Assessment for the Janakpuri West – Dasrathpuri section
This covers the Environmental Impact Assessment carried out for the Janakpuri West –
Dasrathpuri section carried out by DMRC. The section is the part of corridor to be executed
under phase-III of DMRC. This report covers the existing Environmental Baseline Data,
Environment Impacts, Environmental Management Plan, Environmental Monitoring Plan and
Socio- Economic Assessment
For the proposed phase-3 of DMRC a comprehensive EIA has already been carried out for all the
corridors, including the section between Janakpuri west and Dasrathpuri, for which this
supplementary EIA is prepared. This EIA has been necessitated because the section from
Janakpuri West to Dasrathpuri, which was earlier elevated is now proposed to be constructed
underground. As a result, the adverse socio-economic impacts because of property acquisition
and similar activities have been reduced significantly. Since, the revised alignment has only gone
underground, the baseline environmental parameters like air, water, noise, soil etc. Essentially
remain the same.
The basic concept of the assessment is to ascertain the existing baseline conditions and assess the
impacts as a result of construction and operation of the project. The changes likely to occur in
different components of the environment viz. physical, biological / ecological, environmental
and socio-economic etc. have been studied, analyzed and quantified, wherever possible. DMRC
has documented the baseline data for various parameters of physical (physiographic and soils),
ecological (forestry, fisheries and wildlife), and environmental pollution (air, water, noise, and
solid waste). The impacts are assessed for both the phases of project cycle namely:
 Impacts due to construction works, and
 Impacts due to project operation.
The impacts are categorized as negative and positive and accordingly Environmental
Management Plan (EMP) has been devised.

30
3.1.2.1 Background
In general, the section is part of the alignment that
starts at Jankapuri west in the west of Delhi in
semicircular fashion and moves towards south of
Delhi to reach its final destination to Yamuna Vihar
that is located in the east Delhi. The section starts
from the west Jankapuri for the length of about 4.617 km till Dasrathpuri station including the
ramp area. The section is so selected that it will serve the maximum population, will entail less
private land acquisition, least demolition of private and government structures, and least tree
cutting. To minimize the enviro-socioecomic impacts, the entire alignment has been kept
underground.
3.1.2.2 Project Impact
The proposed metro rail project will have a number of
positive and negative impacts. In general the proposed
metro rail phase III project shall bring following
positive impacts:
 Generate Employment opportunity, Fig 4 Traffic congestion in Delhi
 Economic Growth,
 Mobility in the project area,
 Safety in Travelling,
 Traffic Decongestion,
 Save Fossil Fuel,
 Reduce Levels of Air Pollution
 Save Foreign Exchange
The proposed project is not so positive for a section of people / project affected families.
The anticipated negative impacts on these people include:
 Loss of Land,

31
 Loss of Residential Structures,
 Loss of Commercial Structures,
Social Impact Assessment for Janakpuri- Dashrathpuri corridor of Delhi Metro
 Loss of Jobs/Works,
 Loss of Livelihood,
 Loss of Common Property Resources
 Loss of Public Utility structures
3.1.3 Land Requirement and Acquisition
The proposed Delhi Metro project shall require land for different purposes. Land is mainly
required for route alignments of rail tracks, station buildings, platforms, entry/exit structures,
traffic integration, car shed, power sub-stations, ventilation shafts, administrative buildings,
property development, depots and work sites etc. Land is scarce commodity in Delhi
metropolitan areas. Acquisition of land shall make affected families landless in most of the cases.
Therefore, every effort has been made to keep land requirements to the barest minimum by
realigning the alignments away from private property / human habitation. After planning, the
land requirement is kept at minimum and particularly, acquisition of private land was avoided.
The project shall require the acquisition/ transfer/ hire of 5.7212 ha of land. The proposed section
of Delhi Metro Janakpuri West – Dasrathpuri section shall require land for different purposes.
Land is mainly required for station buildings, platforms, entry/exit structures, traffic integration,
car shed, power sub-stations, ventilation shafts, administrative buildings, property development
and work sites etc. Since, the entire section is completely underground throughout the alignment
except for station areas and allied auxiliary service areas, needs for land acquisition have been
minimized

32
3.2 MUMBAI METRO RAIL
Greater Mumbai is the financial capital of
India and the heart of its commercial and trade
activities. Mumbai has the advantage of a high
modal share of the public (88%) in favour of a
public mass transport system. The existing Fig 5. Mumbai Monorail working routes
Mumbai Suburban Railway is carries over 6.94 million passengers every day, and is
supplemented by the BEST bus system, which provides feeder services to station going
passengers to allow them to complete their journeys. However, due to the city‟s geographical
constraints and rapid population growth, road and rail infrastructure development has not been
able to keep pace with growing demand over the past several decades.
The Andheri-Kurla Road is one of the busiest roads in the country - the Metro will thus be a
relief for millions of commuters, especially during the monsoon season, when driving can
become highly difficult. There is as yet little clarity regarding plans determining the actual
system to be put in place for traffic management, management of passenger inflow/outflow at
each station, and vehicle pile-up at each station. This is a critical issue, since the Andheri-Kurla
road is often heavily congested, and an addition of people and vehicles without a dedicated
management plan would lead
to severe traffic jams. The
main objective of the
Mumbai Metro is to provide
rail-based mass transit
services to people within an
approach distance of 1 to 2
kilometres, and to serve the
areas not connected by the

33
existing Suburban Rail network.
The Mumbai Metro is to be built in three phases.
Phase I (2006–2016)
 Versova - Andheri – Ghatkopar - 11.07 km (Construction started by Simplex
Infrastractures Ltd., expected to be complete by 2012)
 Dahisar (E) - Charkop - Bandra - Mankhurd - 39.2 km
Phase II (2012–2017)
 Colaba - Bandra - Airport - 30 km
 Carnac Bunder-Wadala-Ghatkopar-Mulund-Teen Haath Naka - 40 km
Phase III ( 2016–2021)
 Airport - Kanjur Marg - 9.5 km
 Andheri(E) - Dahisar(E) - 18 km Total Length 148.8 km
3.2.1 Metro Line 1 : Varsova - Andheri - Ghatkopar Corridor
o (11.07 km corridor is under construction)
o Project Period: 2007 to 2012
 This corridor connects densely populated areas of western & eastern suburbs and two
 important suburban railway stations
 It will provide access to important industrial and Commercial areas.
 It will reduce the journey time from 71 min to 21 min between Versova & Ghatkopar
 High ridership forecast of 5,15,000 in 2012 and 8,82,000 by 2031
3.2.2 Challenges during construction
 Working in the middle of a crowded road

34
 Traffic management
 Underground utilities
 Proximity to the residential, commercial and religious buildings
 Land acquisition and encroachment removal
 Crossing of the Suburban Rail Track and flyover on WEH
 Inter agency coordination
 Availability of land for construction and allied activities
 Availing land for Metro Car Depot
 The Proposed Versova-Andheri-Ghatkopar Metro corridor will be 11.40 Km long
double line on elevated viaduct with Standard Gauge (1435 mm)
 Minimum ground clearance : 5.5 m
 The proposed alignment starts at Versova, runs along the JP Road, crosses the SV
Road and
 Western Railway tracks to the North of existing Andheri Suburban Railway Station
 The alignment travels on the MV Road ( Andheri-Kurla Road). It crosses the Western
 Express Highway (WEH) above the existing flyover and reaches Sakinaka
 From Sakinaka the alignment travels along the Andheri-Ghatkopar link Road upto
Asalpha
 After Asalpha, the alignment crosses the Kadam Road and runs through Golibar Road
upto
 LBS Marg after taking almost 90 degrees turn behind the Sarvodaya Hospital
 From the LBS Marg the alignment passes along the Heera Chand Desai Road upto
Ghatkopar
 proposed Metro Station near the Ghatkopar Suburban Railway Station
 The take off point for Car depot is located near proposed DN Nagar Metro Station
3.2.3. Civil Related Issue
 Elevated Viaduct with PSC Segmental construction
 Car Depot at DN Nagar
 Ballastless track

35
 Operational Control Centre (OCC), Metro Head Office and maintenance depots in the
Car
 Depot premises
 There are twelve stations on the route. They are - Versova, D.N. Nagar, Azad Nagar,
 Andheri, Western Express Highway (WEH), Chakala, Airport Road, Marol Naka, Saki
Naka,
 Subhash Nagar, Asalpha Road, Ghatkopar.
Mumbai, like Bangalore, already has a metro rail under construction. The current discourse tends
to focus more on issues such as over-riding of ULBs, controversies regarding land acquisition,
worries about cost escalation, and slippages of schedule. The total cost escalation of the project
which is now already pegged at Rs. 50,000 crores for the 150 km project. The harm to the urban
fabric being caused by the construction being undertaken for the metro (and the skywalks), as it
not only leads to visual pollution but also poses severe risks in terms of fire hazards and so on.
He said the Mumbai fire department has said that it will not be able to service many buildings
that lie very close to the metro line.

36
3. STUDY AREA & SITE ANALYSIS
4.1. Site selection
M.G.B.S bus station was selected for having idea about project execution steps or site work. The
reason behind to select the same includes -
 There are two metro corridors JBS-Falaknuma and Miyapur-LB Nagar intersecting in this
area. North-East part of the MGBS bus station island is meant for the construction of
interchange metro station, which is in the Musi river. The study area extended to the next
proposed metro stations from MGBS, they are Sultanbazar, Osmania Medical College,
Malkpet and Salarjung Museum.
 JBS-Falaknuma line is passing through the highly dense, busy and congested areas of
Sultanbazar and OMC. This line also passing through the areas of heritage structures,
religious structures, landmarks and old constructions having heritage value.
 Miyapur-LB Nagar line is passing through the heavy traffic roads at OMC and Malakpet
areas. And also there are many religious places and institutions are in the area of
Malakpet.

 Fig 6. Study Area
For the study and analysis at signalized intersection, three points ware selected in Miyapur-LB
Nagar corridors. They are
 GODREJ Y JUNCTION
 JNTU JUNCTION
 KHAIRATABAD JUNCTION

37
4.1.1 Reasons behind selection of the sites
 All 3 are extremely important junctions.
 Khairtabad is located at the center of the city and is a five way junction.
 JNTU is one of the most dense areas of the city (in terms of traffic). It is generally fully
jammed at peak hours due to the university.
 Godrej is located in between these two junctions and is a unique Y-shaped junction.
4.2. Site Characteristics
 The area allotted for proposed MGBS metro station site is 3.776 Acre. The site is 8m
height from Musi river bed. The land is flat and covered with grass and few trees. Part of
the site is used for APSRTC bus shed and petrol pump. Another part is used as dhobi
ghat. It is having well connectivity to the MGBS bus station.
 Sultanbazar area is having very narrow road of only 10m and busy with road shopping.
As per the master plan the proposal of widening to 30m by demolishing business
complexes and old houses. The people in this area are opposing this proposal as it spoils
their livelihood.
 Infront of OMC there are many bus stops, small shops and hawkers. The metro
construction may have impact on them.
 Salarjung museum area is surrounded with many heritage structures, religious structures,
landmarks and old constructions having heritage value.
 Malakpet area roads are narrow and with heavy traffic daily. And also there are many
religious places and institutions are in this area.
 There are 154 buildings to be demolished in the study area in road widening for the
 construction of metro corridor according to the HMR proposal.
 There are 164 trees to be cut in the study area according to the HMR metro corridor
proposal.
 There are possibilities of contamination of Musi River as the pillars will be constructed in
the river.

38
4. WORKING PROCESS IN HMR
5.1 PLANNING DEPARTMENT
Construction planning is a fundamental and challenging activity in the management and
execution of construction projects. It involves the choice of technology, the definition of work
tasks, the estimation of the required resources and durations for individual tasks, and the
identification of any interactions among the different work tasks. A good construction plan is the
basis for developing the budget and the schedule for work. Developing the construction plan is a
critical task in the management of construction, even if the plan is not written or otherwise
formally recorded. In addition to these technical aspects of construction planning, it may also be
necessary to make organizational decisions about the relationships between project participants
and even which organizations to include in a project. Essential aspects of construction planning
include the generation of required activities, analysis of the implications of these activities, and
choice among the various alternative means of performing activities. In developing a
construction plan, it is common to adopt a primary emphasis on either cost control or on
schedule control. Some projects are primarily divided into expense categories with associated
costs. In these cases, construction planning is cost or expense oriented. Within the categories of
expenditure, a distinction is made between costs incurred directly in the performance of an
activity and indirectly for the accomplishment of the project. For example, borrowing expenses
for project financing and overhead items are commonly treated as indirect costs. For other
projects, scheduling of work activities over time is critical and is emphasized in the planning
process. In this case, the planner insures that the proper precedence‟s among activities are
maintained and that efficient scheduling of the available resources prevails. Traditional
scheduling procedures emphasize the maintenance of task precedence‟s (resulting in critical path
scheduling procedures) or efficient use of resources over time (resulting in job shop scheduling
procedures). Finally, most complex projects require consideration of cost and scheduling over
time, so that planning, monitoring and record keeping must consider both dimensions. In these
cases, the integration of schedule and budget information is a major concern.
A parallel step in the planning process is to define the various work tasks that must be
accomplished. These work tasks represent the necessary framework to permit scheduling of

39
construction activities, along with estimating the resources required by the individual work tasks,
and any necessary precedence‟s or required sequence among the tasks. The terms work "tasks" or
"activities" are often used interchangeably in construction plans to refer to specific, defined items
of work. Planning department in L&T uses Microsoft Project as a powering tool for reducing
risk. Microsoft Project gives efficiency to plan a project, identify the resources required and
identify the tasks required in a sequence, increasing probability of delivery of the project to the
time, cost and quality objectives. Microsoft Project gives you a powerful, visually enhanced way
to effectively manage a wide range of projects and programs. From meeting crucial deadlines, to
selecting the right resources, Microsoft project empowering your teams. The initial schedule of
major construction activities S0 is prepared according to the Clients preference. S0 is the basis
for all types of scheduling. Preliminary schedules representing the monthly work estimates are
prepared based on experience considering local climate conditions, environment, learning curve,
pace of work, mobilization, etc in Microsoft Project. Productivities of different activities are
estimated and validated during the course of execution. Man power requirement is calculated
based on these productivities. Drawings released by the Client. Revisions and change orders are
issued as and when there is a change and distributed to all the units. The planning system is
updated in the first week of every month. Two progress schedules are maintained – original
schedule prepared in the starting of the project, planned schedule which is modified according to
the requirements and conditions. Actual progress is compared with the planned schedule and in
case any delay in progress is then a Catch up schedule is prepared and executed accordingly to
overcome the delay.
5.2 PROJECT EXECUTION
1) Site Clearance
2) Demarcation of Site
3) Positioning of Central coordinate ie (0,0,0) as per grid plan
4) Surveying and layout
5) Excavation
6) Laying of PCC
7) Bar Binding and placement of foundation steel
8 ) Shuttering and Scaffolding

40
9) Concreting
10) Electrical and Plumbing
11) Deshuttering
12) Brickwork
13) Doors and windows frames along with lintels
14) Wiring for electrical purposes
15) Plastering
16) Flooring and tiling work
17) Painting
18) Final Completion and handing over the project
CONSTRUCTION PROCESS AND MATERIALS USED
Site Clearance–
The very first step is site clearance which involves removal of grass and vegetation along with
any other objections which might be there in the site location.
Demarcation of Site–
The whole area on which construction is to be done is marked so as to identify the construction
zone.
Positioning of Central coordinate and layout–
The center point was marked with the help of a thread and plumb bob as per the grid drawing.
With respect to this center point, all the other points of columns were to be decided so its exact
position is very critical.
Excavation
Excavation was carried out both manually as well as mechanically. Normally 1-2 earth
excavators (JCB‟s) were used for excavating the soil. Adequate precautions are taken to see that
the excavation operations do not damage the adjoining structures. Excavation is carried out

41
providing adequate side slopes and dressing of excavation bottom. The soil present beneath the
surface was too clayey so it was dumped and was not used for back filling. The filling is done in
layer not exceeding 20 cm layer and than its compacted. Depth of excavation was 5‟4” from
Ground Level.
PCC – Plain Cement Concrete
After the process of excavation, laying of plain cement concrete that is PCC is done. A layer of 4
inches was made in such a manner that it was not mixed with the soil. It provides a solid bas for
the raft foundation and a mix of 1:5:10 that is, 1 part of cement to 5 parts of fine aggregates and
10 parts of coarse aggregates by volume were used in it. Plain concrete is vibrated to achieve full
compaction. Concrete placed below ground should be protected from falling earth during and
after placing. Concrete placed in ground containing deleterious substances should be kept free
from contact with such a ground and with water draining there from during placing and for a
period of seven days. When joint in a layer of concrete are unavoidable, and end is sloped at an
angle of 30 and junctions of different layers break joint in laying upper layer of concrete. The
lower surface is made rough and clean watered before upper layer is laid.
LAYING OF FOUNDATION
At our site, Raft foundations are used to spread the load from a structure over a large area,
normally the entire area of the structure. Normally raft foundation is used when large load is to
be distributed and it is not possible to provide individual footings due to space constraints that is
they would overlap on each other. Raft foundations have the advantage of reducing differential
settlements as the concrete slab resists differential movements between loading positions. They
are often needed on soft or loose soils with low bearing capacity as they can spread the loads
over a larger area.
In laying of raft foundation, special care is taken in the reinforcement and construction of plinth
beams and columns. It is the main portion on which ultimately whole of the structure load is to
come. So a slightest error can cause huge problems and therefore all this is checked and passed
by the engineer in charge of the site.

42
Fig 7. Reinforcement work
Apart from raft foundation, individual footings were used in the mess area which was extended
beyond the C and D blocks.
Fig 8. Pile footing
CEMENT
Portland cement is composed of calcium silicates and aluminate and aluminoferrite It is obtained
by blending predetermined proportions limestone clay and other minerals in small quantities
which is pulverized and heated at high temperature – around 1500 deg centigrade to produce
„clinker‟. The clinker is then ground with small quantities of gypsum to produce a fine powder
called Ordinary Portland Cement (OPC). When mixed with water, sand and stone, it combines
slowly with the water to form a hard mass called concrete. Cement is a hygroscopic material
meaning that it absorbs moisture In presence of moisture it undergoes chemical reaction termed
as hydration. Therefore cement remains in good condition as long as it does not come in contact
with moisture. If cement is more than three months old then it should be tested for its strength
before being taken into use.

43
The Bureau of Indian Standards (BIS) has classified OPC in three different grades The
classification is mainly based on the compressive strength of cement-sand mortar cubes of face
area 50 cm2 composed of 1 part of cement to 3 parts of standard sand by weight with a water-
cement ratio arrived at by a specified procedure. The grades are
(i) 33 grade
(ii) 43 grade
(iii) 53 grade
The grade number indicates the minimum compressive strength of cement sand mortar in
N/mm2 at 28 days, as tested by above mentioned procedure.
Portland Pozzolana Cement (PPC) is obtained by either intergrinding a pozzolanic material with
clinker and gypsum, or by blending ground pozzolana with Portland cement. Nowadays good
quality fly ash is available from Thermal Power Plants, which are processed and used in
manufacturing of PPC.

44
5. IMPACT ON TRAFFIC
6.1 PAST TRAFFIC CONDITION
The Roads and Buildings Department, Government of Andhra Pradesh represented by the
Engineer in-Chief (R&B) / National Highways, Government of Andhra Pradesh (the Authority)
is engaged in the development of National Highways. As a part of this endeavor, the Authority
has decided to undertake “Construction of Metro at JNTU and Khairatabad and VUPs at JNTU,
Usha Mullapaudi, Godrej Y junction in the Metro Rail Project reach in the State of Andhra
Pradesh” and M/S Meltech Infrastructure Engineers Ltd. has been appointed by the authority for
the preparation of Detailed Project Report.
As a part of the study M/s Meltech Infrastructures Engineers Limited has conducted traffic
surveys In order to assess the requirement of grade separators and VUPs at the above junctions
and for the pavement design of flyover approaches and metro construction.

45
6.2 PRESENT TRAFFIC CONDITION
For the three identified signalized intersection, video survey was conducted at the junction and
approx. 800m away from the junction, stretched to 200m. The traffic characteristics i.e. free
flow, jam density and free flow speed for this 200m was determined along with the speed density
relation.
6.2.1 At GODREJ-Y-JUNCTION
Fig 9. Possible flow direction at Godrej-Y-Junction
6.2.1.1 Traffic Characteristics for Road Stretch
For traffic characteristics of 200m stretch road, at a distance of approx. 800m from signalized
intersection, the video was taken to determine the number of different types of vehicles. At
Godrej-Y-junction, the video was taken on Jan 18, 2017 which was Wednesday.
Total 3 hours video was taken from evening 5.00 pm to 8.00 pm. The total no of vehicles were
counted at an interval of 15 min from 5 pm to 8 pm and then Peak hour was determined.

46
Table 2. Different types of vehicles in different time scenario
TIME 2 WHE A-3 A-4 C/J/V/T
Mini
BUS
BUS
Mini
LCV
LCV Tractor
Tractor
+
Trailer
Cycle TOTAL
5:00-5:15 745 96 153 164 8 61 46 9 0 0 2
1284
5:15-5:30 985 103 94 138 6 53 51 24 0 0 0
1454
5:30-5:45 659 152 83 196 9 49 26 14 0 0 0
1188
5:45-6:00 752 128 153 173 5 42 48 11 0 0 0
1312
6:00-6:15 852 135 141 139 13 26 23 13 0 0 0
1342
6:15-6:30 1085 142 139 143 4 38 42 7 0 0 0
1600
6:30-6:45 1129 101 129 186 8 49 21 6 0 0 1
1630
6:45-7:00 1043 176 149 206 7 71 53 0 0 0 0
1705
7:00-7:15 996 143 119 249 10 49 41 2 0 0 0
1609
7:15-7:30 883 184 98 218 1 58 36 7 0 0 0
1485
7:30-7:45 726 126 83 173 0 21 29 13 0 0 1
1172
7:45-8:00 803 109 21 143 6 39 39 17 0 0 0
1177
TOTAL 10658 1595 1362 2128 77 556 455 123 0 0 4

47
Fig 10. The above pie chart represents proportion of different types of vehicles.
25%
22%34%
1%
9%
7%
2%
0%
0%
0%
Types Of Vehicles
1
2
3
4
5
6
7
8
9
10
1. .2-
WAuto
Ricksha
w 3-W
2. Auto
Ricksha
w 4-W
3. Car/Jeep
/Van/Tax
i
4. Mini Bus
5. Bus
6. Mini
LCV
7. LCV
8. Tractor
9. Tractor
+ Trailer
10. Cycle

48
NO. OF VEHICLES vs TIME
TIME
Fig 11. The above graph represents number of vehicles to 15 min time interval.
NO. OF VEHICLES Vs TYPES OF VEHICLES GRAPH
Fig 12. The graph represents the no of vehicles to types of vehicles.
1284
1454
1188
1312 1342
1600 1630
1705
1609
1485
1172 1177
0
200
400
600
800
1000
1200
1400
1600
1800
1, 10658
2, 15953, 1362
4, 2128
5, 77
6, 556 7, 455
8, 123 9, 0 10, 0 11, 4
1 2 3 4 5 6 7 8 9 10 11
TYPES OF VEHICLES
1. 2- W
2. Auto
Rickshaw
3-W
3. Auto
Rickshaw
4-W
4. Car/Jeep/
Van/Taxi
5. Mini Bus
6. Bus
7. Mini LCV
8. LCV
9. Tractor
10. Tractor +
Trailer
11. Cycle
No of
Vehicles
NO OF
VEHICLES

49
NO OF VEHICLES Vs TIME DURATION ( FOR PEAK HOUR)
TIME DURATION
Fig 13 The graph represents the no of vehicles to time duration (for peak hour).
To have an idea about the speed pattern on that road, it was essential to get the approximate
numbers of vehicles with different speed.
NO OF VEHICLES Vs SPEED OF VEHICLES
Fig 14. The graph represents the no of vehicles to speed range of vehicles.
5238 5296 5442
5884
6277
6544 6429
5971
5443
0
1000
2000
3000
4000
5000
6000
7000
3
233
547
1168
1849
2038
706
0
500
1000
1500
2000
2500
< 5 5 TO 10 10 TO 20 20 TO 30 30 TO 40 40 TO 50 50 <
NO OF
VEHICLES
NO OF
VEHICLES
SPEED RANGE OF VEHICLES

50
In this project, the speed was categorized as less than 5 km/hours, which mainly included
bicycles, 5-10 km/hour, 10-20 km/hour, 20-30 km/hr, 30-40 km/hour, 40-50 km/hour and
vehicles with speed more than 50 km /hour.
Calculation was done by calibration process of Greenshield's macroscopic stream model as the
graph between speed and density was approximately a linear line. In order to use this model for
any traffic stream, one should get the boundary values, especially free flow speed (vf ) and jam
density (kj ). This has to be obtained by field survey and this is called calibration process.
Although it is difficult to determine exact free flow speed and jam density directly from the field,
approximate values can be obtained from a number of speed and density observations and then
fitting a linear equation between them. Let the linear equation be y = a + bx such that y is density
k and x denotes the speed v. Using linear regression method, coefficients a and b can be solved
as,
where xi and yi are the samples, n is the number of samples, and ¯ x and ¯ y are the mean of xi
and yi respectively.
NO OF VEHICLES AVG SPEED (xi - x) (yi - y) (xi - x)(yi - y) (xi - x)2
575 35.94 101.5714286 4.39142857 446.0436735 10316.7551
781 30.49 307.5714286
-
1.05857143 -325.586327 94600.18367
349 43.59 -124.4285714 12.0414286 -1498.29776 15482.46939
276 49 -197.4285714 17.4514286 -3445.41061 38978.04082
953 20.54 479.5714286
-
11.0085714 -5279.39633 229988.7551
380 41.28 -93.42857143 9.73142857 -909.193469 8728.897959
473.4285714 31.54857143 -11011.8408 398095.102
x y

51
But through graph,
Table 3. Density of road stretch and corresponding average speed
AVERAGE SPEED DENSITY ( 5 min EACH)
35.94 575
30.49 781
43.59 349
49 276
20.54 953
41.28 380
Fig 15.The following graph represents the speed to density.
y = -0.0374x + 57.479
Hence,
Free Flow Speed (Vf) = 57.47 Km/hr
Jam Density (Kj) = (Vf/B)= 1536 Vehicles/Km (for two lanes)
y = -0.0374x + 57.479
R² = 0.9718
0
10
20
30
40
50
60
0 200 400 600 800 1000 1200
Through analysis
B = -0.027661332
A = 44.64423636
Hence equation becomes,
v = 44.64 – (.02766132)k
Where
• v= speed ( in Km / Hr)
• k= density(in vehicle/Km)
Hence,
Jam Density (Kj) = (Vf/B)= 1618 Vehicles/Km (for two lanes)
Free Flow (Qf) = (Vf*Kj/4) = 9029 Vehicles/ hr/2 lane
= 4515 Veh/hr/lane
Speed
Density

52
6.2.1.2 Capacity Analysis (AT SIGNALIZED INTERSECTION OF GODREJ-Y-JUNCTION)
Three measures of effectiveness are commonly used to evaluate signalized intersection
operations:
• Capacity and volume-to-capacity ratio.
• Delay.
• Queue.
• At the junction, Capacity, Delays & ultimately LOS was calculated at the junction, based
on delays of vehicles.
• For this, the arrival rate for a cycle was calculated and cycle length, effective green time
and effective red time was determined by traffic data, provided by Traffic Police
Department, Hyderabad.
The capacity of an approach or a lane is thus defined as the product of the saturation flow rate
and the effective green ratio, as given in Equation.
𝑐 = 𝑠 (𝑔 /𝐶)
where c = capacity of an approach or lane, veh/hr,
s = saturation flow rate, veh/hr,
and g/C = effective green ratio (effective green time divided by cycle length).
Since, The Highway Capacity Manual suggests a base saturation flow rate of 1900 vehicles per
hour be used for traffic analysis
Therefore s=1900 veh/hr
The green is displayed for 25 sec, while the sum of the yellow and red clearance displays is 5
sec. The lost time is 4 sec. There are 30 cycles in one hour
𝐶 = (3600 𝑠𝑒𝑐/ℎ𝑟)/ (30 𝑐𝑦𝑐𝑙𝑒/ℎ𝑟) = 120 𝑠𝑒𝑐
The effective green time is computed using Equation
𝑔 = 𝐺 +𝑌 + 𝑅𝑐 − 𝑡𝐿 = 25 𝑠𝑒𝑐 +5 𝑠𝑒𝑐 −4 𝑠𝑒𝑐 = 26 𝑠𝑒𝑐
The effective green ratio is given by
𝑔/ 𝐶= 26 𝑠𝑒𝑐 / 120 = 0.216

53
The capacity of the approach is calculated as the product of the saturation flow rate and the
effective green ratio.
𝑐 = 1900 𝑣𝑒ℎ/ℎ𝑟 ×0.216 = 412 𝑣𝑒ℎ/ℎ𝑟
cycle length = 120 sec
effective green time = 26 sec.
6.2.1.3 Delays
The arrival rate varies over three cycles.
• The arrival rate = 900 veh/hr (during the first cycle)
• , 720 veh/hr during the second cycle
• 540 veh/hr during the third cycle. Calculate the average delay for the approach over the
three cycles. The saturation flow rate is 1900 veh/hr.

54
𝑐 = 𝑠 ×(𝑔/ 𝐶) = 1900 𝑣𝑒ℎ/ℎ𝑟 ×(26𝑠𝑒𝑐 /120 𝑠𝑒𝑐)
= 412 𝑣𝑒ℎ/ℎ𝑟
in each cycle the volume exceeds the capacity.
queue service time( gs ) for the first cycle
𝑔𝑠 = 𝑣𝑟/( 𝑠 −𝑣)
= (.250 𝑣𝑒ℎ/𝑠𝑒𝑐)(98sec)/((.528 𝑣𝑒ℎ/𝑠𝑒𝑐 )−(.250 𝑣𝑒ℎ/𝑠𝑒𝑐))
= 88.12𝑠𝑒𝑐 =89 sec ( approx)
Hence, it reconfirms our assumption.
After calculation and all
delay = 61.3 sec

55
6.2.1.4 LOS
Table 4. Motor vehicle LOS at signalized intersections
LOS Control Delay per vehicle
(seconds per vehicle)
A ≤ 10
B > 10-20
C > 20-35
D > 35-55
E > 55-80
F > 80
Therefore los E.
LOS E describes operation at capacity i.e. vehicles are closely paced and maneuverability within
the traffic stream is extremely limited. The level of physical and psychological comfort afforded
the driver is poor.

56
6.2.2 At KHAIRATABAD JUNCTION
Khairatabad junction, the video was taken on Feb 7, 2017 which was Tuesday.
Fig 16. Possible flow direction at Khairatabad Junction

57
TIME 2 WHE A-3 A-4 C/J/V/T
Mini
BUS
BUS
Mini
LCV
LCV
T
r
a
ct
o
r
Tracto
r+
Trailer
Cycl
e
TOTAL
5:00-5:15 245 81 203 218 9 78 86 19 0 0 2 941
5:15-5:30 186 123 129 243 7 41 24 39 0 0 1 793
5:30-5:45 259 159 157 276 10 29 43 53 0 0 0 986
5:45-6:00 362 142 128 318 5 38 59 29 1 0 2 1084
6:00-6:15 243 83 93 352 12 43 76 18 0 0 0 920
6:15-6:30 234 76 137 143 9 45 139 42 0 0 0 825
6:30-6:45 143 89 83 129 7 49 143 16 1 0 1 661
6:45-7:00 158 97 213 147 7 72 53 0 0 0 4 751
7:00-7:15 179 149 119 316 11 59 91 0 0 0 3 927
7:15-7:30 368 143 198 276 3 57 136 17 0 0 1 1199
7:30-7:45 481 129 176 219 7 63 129 0 0 1 1 1206
7:45-8:00 506 71 119 173 0 39 39 13 0 0 0 960
TOTAL 3364 1342 1755 2810 87 613 1018 246 2 1 15
Fig 17. The above pie chart represents proportion of different types of vehicles
30%
12%
16%
25%
1%
5% 9%
2% 0% 0% 0%
TYPES OF VEHICLES (PERCENTAGE)
1 2 3 4 5 6 7 8 9 10 11 1. 2- W
2. 2 Auto
Rickshaw 3-W
3. Auto Rickshaw
4-W
4. Car/Jeep/Van/T
axi
5. Mini Bus
6. Bus
7. Mini LCV
8. LCV
9. Tractor
10. Tractor + Trailer
11. Cycle

58
Fig 18. The above graph represents number of vehicles to 15 min time interval
Types of vehicles
941
793
986
1084
920
825
661
751
927
1199 1206
960
0
200
400
600
800
1000
1200
1400
1, 3364
2, 1342
3, 1755
4, 2810
5, 87
6, 613
7, 1018
8, 246
9, 2 10, 1 11, 15
1 2 3 4 5 6 7 8 9 10 11
1. 2- W
2 Auto
Rickshaw 3-
W
2 Auto
Rickshaw
4-W
3 Car/Jeep/
Van/Taxi
4 Mini Bus
5 Bus
6 Mini LCV
7 LCV
8 Tractor
9 Tractor +
Trailer
10 Cycle
NO OF
VEHICLES
TIME
No of
Vehicles

59
TIME DURATION
Fig 21 The graph represents the no of vehicles to speed range of vehicles
3804 3783 3815
3490
3157 3164
3538
4083
4292
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
12
126
217
468
1849
1338
282
0
200
400
600
800
1000
1200
1400
1600
1800
2000
< 5 5 TO 10 10 TO 20 20 TO 30 30 TO 40 40 TO 50 50 <
NO OF
VEHICLES
NO
OF
VEH
ICL

60
Now the following graph represents average velocity to density graph for Khairatabad road
stretch
AVERAGE SPEED DENSITY ( 5 MIN)
57 329
23.6 703
44 167
42.94 296
35.69 453
29.48 457
.
y = -8E-05x2
+ 0.0283x + 44.333
R² = 0.6078
y = -8E-05x2 + 0.0283x + 44.333
R² = 0.6078
0
10
20
30
40
50
60
0 100 200 300 400 500 600 700 800
Speed
(in Km/Hr)
Density(in Vehicles/Km)

61
Where
Hence,
Jam Density (Kj) = 942.02 Veh/Km
Free Flow (Qf) = 5220Vehicles/ hr/lane
6.2.2.2 Capacity of a Lane or an Approach
𝑐 = 𝑠 (𝑔 /𝐶)
The green is displayed for 35 sec, while the sum of the yellow and red clearance displays is 8
sec. The lost time is 3 sec. There are 36 cycles in one hour
𝑔 = 𝐺 +𝑌 + 𝑅𝑐 − 𝑡𝐿 = 39 𝑠𝑒𝑐 +5 𝑠𝑒𝑐 −4 𝑠𝑒𝑐 = 40 𝑠𝑒𝑐
𝑔/ 𝐶= 40 𝑠𝑒𝑐 / 100 𝑠𝑒𝑐= 0.4
𝑐 = 1900 𝑣𝑒ℎ/ℎ𝑟 ×0.4 = 760 𝑣𝑒ℎ/ℎ𝑟
cycle length = 100sec
Effective red time = 60 sec
6.2.2.3 Delays
The arrival rate for a cycle
• The arrival rate = 630 veh/hr
The saturation flow rate is 1900 veh/hr.
𝑐 = 𝑠 ×(𝑔/ 𝐶) = 1900 𝑣𝑒ℎ/ℎ𝑟 ×(40𝑠𝑒𝑐 /100𝑠𝑒𝑐)
= 760 𝑣𝑒ℎ/ℎ𝑟
in this cycle the volume is below the capacity.

62
= (.175𝑣𝑒ℎ/𝑠𝑒𝑐)(60sec)/((.528 𝑣𝑒ℎ/ )−(.175𝑣𝑒ℎ/𝑠𝑒𝑐))
= 29.7sec
𝑑𝑎𝑣𝑔 = (0.5𝑟)[(1−𝑔 /𝐶)/(1−𝑣/ 𝑠)]
𝑑𝑎𝑣𝑔 = 26.9 𝑠𝑒𝑐
delay = 26.9 sec
6.2.2.4 LOS
A ≤ 10
B > 10-20
C > 20-35
D > 35-55
E > 55-80
F > 80
Therefore los C
LOS C provides for flow with speeds at or near the posted speed limit. Freedom to maneuver
within the traffic stream is noticeably restricted.

63
6.2.3 At JNTU JUNCTION
JNTU junction, the video was taken on Mar 15, 2017 which was Wednesday.
Fig 23. Possible flow direction at JNTU direction

64
Fig 24. The above pie charts represents the proportion of different types of vehicles
30%
13%
18%
22%
1% 4%
9%
3%
0%
0%
0%
Types of Vehicles ( in Percentage)
1 2 3 4 5 6 7 8 9 10 11
1. 2- W
11 Auto
Rickshaw
3-W
2. Auto
Rickshaw
4-W
3. Car/Jeep/V
an/Taxi
4. Mini Bus
5. Bus
6. Mini LCV
7. LCV
8. Tractor
9. Tractor +
Trailer
10. Cycle

65
TIME
2
WHE
A-3 A-4
C/J/V/
T
Mini
BUS
BUS
Mini
LCV
LCV Tractor
Tractor+
Trailer
Cycle TOTAL
5:00-
5:15
310 167 267 316 13 89 96 29 0 0 0
1287
5:15-
5:30
421 142 253 248 14 57 42 48 0 0 1
1226
5:30-
5:45
236 77 157 423 5 43 49 59 0 0 0
1049
5:45-
6:00
351 163 146 146 9 75 28 63 0 0 0
981
6:00-
6:15
398 128 179 254 7 18 76 27 0 0 0
1087
6:15-
6:30
428 122 237 236 8 46 129 42 0 0 0
1248
6:30-
6:45
236 209 286 289 15 24 149 19 0 0 0
1227
6:45-
7:00
276 198 213 276 12 29 59 17 0 0 4
1084
7:00-
7:15
249 143 142 153 13 14 99 0 0 0 0
813
7:15-
7:30
273 175 186 175 8 43 142 37 0 0 1
1040
7:30-
7:45
481 186 149 179 9 17 176 19 0 0 0
1216
7:45-
8:00
506 137 182 289 2 48 183 0 0 0 0
1347
TOTAL 4165 1847 2397 2984 115 503 1228 360 0 0 6

66
Fig 25. The above graph represents number of vehicles to 15 min time interval
Types of vehicles
1287
1226
1049
981
1087
1248 1227
1084
813
1040
1216
1347
0
200
400
600
800
1000
1200
1400
1600
1, 4165
2, 1847
3, 2397
4, 2984
5, 115
6, 503
7, 1228
8, 360
9, 0 10, 0 11, 6
1 2 3 4 5 6 7 8 9 10 11
2. 2- W
2 Auto
Rickshaw 3-
W
12 Auto
Rickshaw
4-W
13 Car/Jeep/
Van/Taxi
14 Mini Bus
15 Bus
16 Mini LCV
17 LCV
18 Tractor
19 Tractor +
Trailer
20 Cycle
NO OF
VEHICLE
S
TIME
No of
Vehicles

67
TIME DURATION
Fig 28 The graph represents the no of vehicles to speed range of vehicles
3900
4000
4100
4200
4300
4400
4500
4600
4700
4
143
235
368
1549
1738
609
0
200
400
600
800
1000
1200
1400
1600
1800
2000
< 5 5 TO 10 10 TO 20 20 TO 30 30 TO 40 40 TO 50 50 <
NO OF
VEHICLES
NO
OF
VEH
ICL

68
Now the following graph represents average velocity to density graph for JNTU road stretch
AVERAGE SPEED DENSITY ( 5 MIN)
33.69 389
28.51 643
38.43 315
44.94 296
49.76 203
25.27 717
y = 0.0001x2
- 0.1395x + 74.195
R² = 0.9521
Where
y = 0.0001x2 - 0.1395x + 74.195
R² = 0.9521
0
10
20
30
40
50
60
0 100 200 300 400 500 600 700 800
Speed
(in Km/Hr)
Density(in Vehicles/Km)

69
Hence,
Jam Density (Kj) = 698 Veh/Km
Free Flow (Qf) = 6474 Vehicles/ hr/lane
6.2.3.2 Capacity of a Lane or an Approach
𝑐 = 𝑠 (𝑔 /𝐶)
The green is displayed for 20 sec, while the sum of the yellow and red clearance displays is 5sec.
The lost time is 4 sec. There are 60 cycles in one hour
𝑔 = 𝐺 +𝑌 + 𝑅𝑐 − 𝑡𝐿 = 20 𝑠𝑒𝑐 +5 𝑠𝑒𝑐 −4 𝑠𝑒𝑐 = 21𝑠𝑒𝑐
𝑔/ 𝐶= 21 𝑠𝑒𝑐 / 60 𝑠𝑒𝑐= 0.35
𝑐 = 1900 𝑣𝑒ℎ/ℎ𝑟 ×0.35 = 665 𝑣𝑒ℎ/ℎ𝑟
cycle length = 60 sec
Effective red time = 39sec
6.2.3.3 Delays
The arrival rate for a cycle
• The arrival rate = 580 veh/hr
The saturation flow rate is 1900 veh/hr.
𝑐 = 𝑠 ×(𝑔/ 𝐶) = 1900 𝑣𝑒ℎ/ℎ𝑟 ×(21𝑠𝑒𝑐 /60𝑠𝑒𝑐)
= 665𝑣𝑒ℎ/ℎ𝑟
in this cycle the volume is below the capacity.
= (.161𝑣𝑒ℎ/𝑠𝑒𝑐)(39sec)/((.528 𝑣𝑒ℎ/ )−(.161𝑣𝑒ℎ/𝑠𝑒𝑐))

70
= 29.7sec
𝑑𝑎𝑣𝑔 = (0.5𝑟)[(1−𝑔 /𝐶)/(1−𝑣/ 𝑠)]
𝑑𝑎𝑣𝑔 = 17.112 𝑠𝑒𝑐
delay = 17.11sec
6.2.3.4 LOS
A ≤ 10
B > 10-20
C > 20-35
D > 35-55
E > 55-80
F > 80
Therefore los B
LOS B represents conditions where posted speeds are maintained and the ability to maneuver
within the traffic stream is only slightly restricted. The general level of physical and
psychological comfort provided to drivers is still high.

71
6. RESULTS & DISSCUSSIONS
Comparing the past traffic scenario to present traffic scenario, at the studied area the changes in
traffic characteristics for the road stretch as well as at intersection can be observed.
Name of Intersection LOS (2013) LOS (2017)
GODREJ-Y-JUNCTION D E
KHAIRATABAD JUNCTION C C
JNTU JUNCTION C B
So it can be observed that during the year 2013 the Godrej-Y-Junction , Khairatabad junction and
JNTU junction were having LOS D, LOS C and LOS C respectively but as per the recent study,
the level of service has changed to E at Godrej-Y-Junction while it remained constant at
Khairatabad junction. Surprisingly, the level of service improved from C in 2013 to B in 2017 at
JNTU junction.
The reason behind this may be road widening at the JNTU junction. The situation at Godrej –Y-
junction has deteriorated. Already it was a Y junction, with 3 way traffic and nine possible
routes, the level of service E at this junction means vehicles are closely paced and
maneuverability within the traffic stream is extremely limited. The level of physical and
psychological comfort afforded the driver is poor.
Khairatabad junction has 5- way traffic and maintaining the LOS C for last 4 years implies that
this junction is not much affected by metro construction.
7.1 Impacts during construction phase
7.1.1. Resettlement
Huge area of land will be acquired. Consequently, many houses, buildings and public facilities
will be affected in terms of structure displacement or business and income lost.

72
7.1.2. Air pollution
Significant in open construction sites such as sub-stations and grade and elevated Sections due to
excavation, construction and transportation activities (i.e. traffic congestion). Especially dust
may exceed the standard from 3 to 4 times.
(Source: CPCB)
7.1.3. Noise, vibration
Noise may be significant impact at open construction sites such as sub-stations and grade and
elevated sections due to construction equipment and transportation, especially at night time.
National Ambient Noise standards: Piling activity and open excavation method (cut and cover)
can cause great Vibration and settlement impact on structures.
7.1.4. Community and traffic disturbance
During construction at open sites, part of roads need to be temporarily closed which may cause
traffic congestion. Besides, the contribution of transport vehicles serving project will increase the
traffic volume along the proposed route. The construction sites (i.e. sub-stations) may block
entrances of community‟s houses, shops and businesses. The impacts are significant in the areas
which have narrow street and busy community and business.
7.1.5. Water pollution
Underground water: The underground water aquifer lies at 20 -50 meters underground where sub
structure of the project have the depths ranging from 15 to 25 meters. Thus, the construction of
substructure may pollute and block flow of the underground water.
Surface water: The surface water may be contaminated in terms of run off which contains solid
waste and waste water from construction sites and labour camps. No sub –structure cross the
river or canals so the direct impact on surface water is not great.
7..1.6. Solid waste
The most significant solid waste is excavated soil (about 1.4 million m3). With huge amount, it
is likely to cause significant impact on the environment both air and water bodies. Municipal

73
waste generated from workers‟ activities in both construction sites and labour camps
(approximately 0.3 ton per day) may cause insanitary and disease problems.
7.1.7. Ecology
The number of tree along the proposed routes should be cut down. There is a need to consider
the impact of dust from construction sites to ecology along the routes of construction.
7.2. Impacts during operation phase
7.2.1. Air quality
Air quality in the City will be improved once the metro line is operating, as the road traffic
reduces.
7.2.2. Water quality Wastewater sources during operation period are domestic wastewater from
train stations along the Metro line, and wastewater (mainly oils and dusts) from the depots as a
result of maintenance and cleaning activities. If there are no suitable treatment solutions, the
surrounding environment will be affected by these wastewaters.
7.2.3. Solid waste
During the operation period of the Metro line, passengers could generate solid, non-hazardous,
food wastes from food establishments, packaging materials from retail facilities, paper,
newspaper, and variety of food containers.
7.2.4. Hazardous materials
Hazardous materials, including solvents, loolants, acids, and alkalis, may be used in locomotives
and train cars maintenance activities. Polychlorinated biphenyls (PCB) could be found in some
electrical equipment‟s (for example: transformers and capacitors), and asbestos could be present
in some parts such as wheel bearing and seals for steam engines.
7.2.5. Noise impact
During the operation phase of the Metro line, noises generated from the entire Metro system can
be identified as air-borne noise and ground-borne noise.

74
Air-borne noise: Direct noise in the medium air from the noise source to the receiver is defined
as air-borne noise. Generally, railway air-borne noises are generated from:
• Wheels rolling over the rails (rolling noise)
• Sharp curves (squeal noise)
• Braking
• Traction motors, ventilators, air-conditioning units
Ground-borne noise: The resulting vibrations of the walls and floors of buildings cause
secondary radiation of noise called ground-borne noise. Together with vibration impact, ground-
borne noise could have unpleasant impact to inhabitant areas along the underground metro
sections if there are no appropriate solutions to tackle the vibration problem.
7.2.6. Vibration impact
In general, vibration impact of the railway system is generated from the pass-by of vehicle on
rail, propagated through the ground or structure into a receiving building.
Metro Train Induced Ground Vibrations
Vibrations induced by traffic vehicles running underneath or close to buildings may become
considerable. They propagate underground or along the ground surface, and furthermore induce
the secondary vibrations of the buildings, which seriously affect the structural safety of the
ancient/old buildings and the daily life of the people inside the buildings near the traffic lines.
Vibrations due to the passage of trains in tunnels propagate through the soil and produce
vibrations and re-radiated noise in adjacent structures. The traffic flows are getting more and
more intense, traffic loads becoming heavier and heavier, and traffic vehicles running faster and
faster. All of these make the influences of traffic-induced vibrations more and more serious.
7.2.7. Risks on safety and health
Electric and magnetic fields: railway workers on electric railway system may have a higher
exposure to electric and magnetic fields than the general public due to working in proximity to
electric power lines.

75
7.3. Positive impact of Metro rail
7.3.1. Reduction in Air Pollution:
This is the single most important factor for promoting a better and healthy city and ensuring a
better quality of community‟s health. From the estimates made, the Metro operation can bring
down air pollution loads by an average of 30% from the existing situation with an overall
improvement in city‟s air quality. In operation, it is a non polluting and environmental friendly
system.
7.3.2. Traffic Decongestion and Road Safety:
While ensuring a rapid, user friendly mode of transportation, the Metro Rail would effectively
bring down the congestion problems on city‟s roads to an extent of nearly 30%. While achieving
substantial decongestion of the roads, this will also ensure that the accidents on the roads will be
brought down by this much. Additionally, as significant traffic load will be taken over by the
Metro Rail, the vehicle density on the roads will be less thus leading to reduced stress on the
road with consequent lease of longer life to the existing road network.
7.3.3. Development of Suburbs:
Introduction of Metro Rails is expected to promote the orderly growth of suburban areas of the
city with economic benefits and providing a good infrastructure to the neighboring rural
community. An all round improvement in employment opportunities is also anticipated from the
study.
7.3.4. Saving Energy:
The reduction of vehicles will manifest in reduced fossil-fuel consumption particularly petrol.
Energy requirement per passenger kilometer is one fifth than for other modes.
7.3.5. Extending life of roads:
There will be less strain on the roads and consequently a longer lease of life is ensured to the
roads. This will manifest in savings in the state exchequer by reduction in the maintenance
demands and expenditure on roads.

76
7.3.6. Noise Reduction :
Due to reduction in the traffic along the corridors, there will be significant reduction in the Noise
levels especially in the corridor routes.
7.4 Negative impact of Metro rail
Apart from the advantages mentioned there are a number of problems and disadvantages
surrounding it.
• Dust from the construction work causes a lot of breathing problems.
• Very difficult to cross the road while construction, especially for children and senior
citizens.
• The Metro Rail construction work affects the business of shopkeepers since customers
prefer to shop elsewhere.
• The ongoing construction may be beneficial in the future but while construction the
businesses will be affected.
• The metro rail is not suitable for Cargo or goods transportation.
• The road will be more congested along the metro corridors.
• Paucity availability of land.
• Problems to pedestrians.
• Problems to the residents along the metro corridors as it generate sound pollution and
vibrations.
• Land acquisition and rehabilitation of people. The people loose businesses and
neighborhoods.
• Many heritage buildings have to be demolished.
• Many public and private properties have to be demolished.
• Many trees have to be cut down along the metro corridor to widen the roads.
• The elevated corridors all along the city will spoil the beauty of the city scape.
• The urban fabric of the city will be changed forever.
Based on the experiences of the cities, it was clear that there were common themes and concerns
about the way metro rail systems were being pursued across the country. These are as follows.
1. Metro rail systems are being justified in cities based on crude parameters such as city

77
population, rather than a comprehensive vision and studies based on traffic demand
projections.
2. Metro systems have consistently under-achieved in terms of projected ridership and
overshot their cost estimates.
3. There is also a common tendency to treat metro rail systems as stand alone projects rather
than an integrated part of a larger urban transport system. Thus, there is often little or no
attempt at integrating such systems with other modes of transport.
4. There is also a consistent pattern of ignoring, delaying or shelving other, more cost
effective transportation options (such as existing bus systems or rail networks) to promote
metro systems.
5. Transparent and participative decision making has generally been lacking across cities
where metro systems are concerned.
6. The social, environmental and cultural impact assessment of these systems appears to be
inadequate due to exemptions from statutory EIA processes.
7. Across cities, it is found that there has been hurried planning of metro systems leading to
ad hoc changes (in alignment, grade etc.) during implementation.
8. It appears that there are no well-defined criteria to decide between elevated and
underground corridors.
A city must have a development plan and a comprehensive mobility vision and plan, based on
systematic and comprehensive studies. A metro rail project (or any large transport project)
should be undertaken only if it is compatible with this vision and plan.
The final set of objectives should be arrived at through a process of public consultation.
a. Minimize the need for mobility through development and zoning mechanisms.
b. Focus on mobility of people rather than vehicles.
c. Promote non-motorized modes of transport such as walking and cycling.
d. Provide access to safe, affordable and reliable transport services for all classes of people from
origin to destination.
e. Encourage optimally dense, mixed land-use development.
Since metro systems are very expensive to build and operate and take a long time to implement,
all other alternatives must be explored and exploited to the fullest extent before deciding whether
a city needs a metro rail.

78
7. IMPACT ON SUSTAINABILITY OF CITY
Sustainability of city is defined by three major terms
 Environmental protection
 Economic development
 Equity
8.1. MRTS impact on city environment
o Accessibility
o Travel pattern
o Land use
o Land values
 MRTS may help for:
o Urban redevelopment
o Vertical expansion
o Commercialization
o Extremely high densities.
 Key variables that might contribute to measure changes in local development pattern in
response to the transit improvements are:
o Change in accessibility
o Change in property value
o Relationship between land supply and demand
o Availability of other services
o Other market factors
o Public policy / Land use policy
 MRTS impact on Urban form & structure:
o Population densities: Population densities tending to increase due to increased
accessibility.
o Land use pattern: Commercialization of lands. Sub division of plots Activity
pattern

79
o Built form: High rise built form in the vicinity of the station. Un organized built
form.
o Traffic flows: New flows and movement patterns with reference to MRTS station.
o Violation in bye laws
o New developments around stations
o Stress on parking needs and infrastructure
 The Environmental impact study
 The environmental impact study is prepared based on the prevailing status of
environmental, ecological resources and socioeconomic conditions of the population in
and around the project area. The observations and survey results were analyzed and the
results are used as main tools for planning the project. The planning essentially envisages
the following stages of the Metro Rail Project:
 Design
o Land acquisition and rehabilitation
o Loss of Green Cover
o Landscape and Visual
o Geology and Soils
o Traffic
o Archaeological & Historical monuments
 Construction
o Traffic
o Air quality
o Noise and vibrations
o Disposal of excavated earth and water from the tunnels
o Water resources
o Ground water aquifers
o Exposure to hazardous substances
o Safety and Security
o Health and Hygiene at Project sites
 Operation and Maintenance
o Air quality

80
o Traffic
o Noise and Vibrations
o Energy Resources
o Safety and Security
8.2 Socio-Economic Benefits:
By increasing the quality of life on Environmental Factors through the above mentioned benefits
and overall positive impact on Society (both direct & indirect) the socio economic benefit is
positive and significant. The Millions of man-hours saved by travelling Public if quantified in
terms of money is substantial and Note-worthy.

81
8. CONCLUSION AND FUTURE WORK
They speed commuters to their destination and add a distinctive element of style to a city. The
metro is the preferred choice of Mass Transport System for cities worldwide because they offer a
viable solution to the infrastructure woes that accompany urban expansion. High-speed, high-
capacity and hi-tech metros are here to stay.
Hyderabad's transformation into an infotech hub provides the setting for another hi-tech initiative
– the unique Hyderabad Metro Rail Project. The project integrates multi-modal public
transportation with urban spaces, and undertakes infrastructure development of Hyderabad. The
metro is an urban rejuvenation and redesign effort to transform Hyderabad into a people-friendly
'green' city. When completed, the Hyderabad Metro Rail Project will transform Hyderabad into
one of India's most futuristic cities, with an integrated urban transport plan using inter-modal
connectivity and convenient sky-walks The Metro will mark the beginning of an era of seamless
commuting.
Infrastructure development will continue to be the focus of both the Government and the private
sector, backed by policy initiatives to propel overall growth. This is supported by the planning
commission's ambitious investment plans for infrastructure over the next five years in sectors
like power, irrigation, roads, railways, ports and airports. L&T's role in India's major
infrastructure projects, has been widely acknowledged. It has won numerous awards from the
media and from peer groups affirming its pre-eminent status in the industry.
The overall project provides many research statement for the future work such as underground
metro Vs elevated metro comparison on economic and environmental background, how pollution
level can be minimized during the construction phase of metro e.t.c.

82
REFERENCES
1. „Hyderabad Metro‟ available at http://hyderabadmetrorail.com/routemap.html
2. Available from : <https://en.wikipedia.org/wiki/Hyderabad_Metro_Rail#Phase_I>
3. http://www.dnaindia.com/speakup/report_metro-rail-makes-life-hell-for-andheri
 residents_1245842, Mumbai- Agency: DNA
4. http://hyderabadmetrorail.in
5. http://mmts.co.in
6. http://www.mmtshyd.com
7. http://en.wikipedia.org/wiki/Multi-Modal_Transport_System_%28Hyderabad%29
8. http://apsrtc.gov.in/
9. http://en.wikipedia.org/wiki/Transport_in_Hyderabad,_India
10. http://en.wikipedia.org/wiki/Mass_Rapid_Transit_%28Singapore%29
11. http://www.smrt.com.sg/main/index.asp
12. http://en.wikipedia.org/wiki/Metro_Rail_%28Los_Angeles_County%29
13. http://www.metro.net/
14. http://en.wikipedia.org/wiki/London_Underground
15. http://www.tfl.gov.uk/modalpages/2625.aspx
16. http://www.hindu.com/2007/06/06/stories/2007060608720400.htm
17. http://www.saveoursuburbs.in

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