CHAPTER 6

TRAIN OPERATION PLAN

6.1 OPERATION PHILOSOPHY

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:

• Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
• Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
• A short train consist of 4 coaches with high frequency service which can be
increased to 6 Coaches to meet future requirements.

• Multi-tasking of train operation and maintenance staff.

6.2 STATIONS

Pune Metro Rail System consists of two Corridors viz., Corridor 1: PCMC -
Swargate Corridor for a length of 16.59 kms with 15 stations and Corridor 2:
Vanaz - Ramvadi for a length of 14.93 kms with 16 stations.
+
List of Stations for two corridors are given ahead in Table 6.1.

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Table 6.1
List of Stations
S.No Name of Stations Change (in m) Inter – Station Distance Remarks
(in m)
CORRIDOR-1
Dead End (-) 450 -
1 PCMC 0.000 450.000 Elevated
2 Tukaram Nagar 1763.264 1763.264 Elevated
3 Bhosari 2974.275 1211.011 Elevated
4 Kasarwadi 3748.615 774.340 Elevated
5 Fujewadi 4923.064 1174.449 Elevated
6 Dopodi 6018.188 1095.124 Elevated
7 Bopodi 7206.181 1187.993 Elevated
8 Khadki 7977.395 771.214 Elevated
9 Hill Range 10185.226 2207.831 Elevated
10 Shivaji Nagar 11789.640 1604.414 Underground
11 A S I 12432.292 642.652 Underground
12 P M C 12848.000 395.523 Underground
13 Budhwar Peth 13866.261 1038.446 Underground
14 Mandai 14742.084 875.823 Underground
15 Swargate 15688.959 946.875 Underground
Dead End 16138.959 450.000
16588.959or
Total Distance 16.59 km

Table 6.2
List of Stations in Corridor 2
S.No Name of Change (in km) Inter – Station Distance Remarks
Stations (in m)
CORRIDOR-2
Dead End (-)684.790 -
1 Vanaz 0.000 684.790 Elevated
2 Anand Nagar 994.699 994.699 Elevated
3 Ideal Colony 1900.000 905.301 Elevated
4 Nal Stop 2875.274 975.274 Elevated
5 Garware College 3879.557 1004.283 Elevated
6 Deccan 4870.687 991.130 Elevated
7 ASI 6028.870 1158.183 Elevated

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S.No Name of Change (in km) Inter – Station Distance Remarks

Stations (in m)
8 Court 6614.791 585.921 Elevated
9 Mangalwar Peth 7671.332 1056.541 Elevated
10 Sasson 8207.489 536.157 Elevated
11 Pune Railway Station 8584.185 376.696 Elevated
12 Rubi Clinic 9379.712 795.527 Elevated
13 Bund Garden 10430.686 1050.974 Elevated
14 Yerawada 11292.383 861.697 Elevated
15 Kalyani Nagar 12660.667 1368.284 Elevated
16 Ramvadi 13789.667 1129.000 Elevated
Dead End 14239.667 450.000
14924.457or
Total Distance 14.93 km.

6.3 TRAIN OPERATION PLAN

6.3.1 Salient Features

• Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell
time of 30 seconds,
• Make up time of 5-10% with 8-12% coasting.
• Scheduled speed for these corridors has been taken as 33 Kmph for Corridor-1 &
31 Kmph for Corridor-2.

6.3.2 Traffic Demand

Peak hour peak direction traffic demands (PHPDT) for the Pune Metro Corridor-1 &
Corridor-2 for the year 2011, 2021 and 2031 for the purpose of planning are indicated in
Attachment I/A1, B1 and C1 and Attachment I/A2, B2, and C2 respectively.

6.3.3 Train Formation

To meet the above projected traffic demand, the possibility of running trains with
composition of 4 Car and 6 Car trains with different headways of 2.5 minutes to 15
minutes has been examined.
The basic unit of 4-car train comprising of DTC-MC-MC- DTC configuration has been
selected for the Pune Metro Corridors for the year 2011, 2021 & 2031.

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Composition

DTC : Driving Trailer Car

MC : Motor Car
TC : Trailer Car
4 Car Train Composition DTC + MC + MC+ DTC
6 Car Train Composition DTC + MC + TC + MC + MC + DTC

Capacity

DTC : 247 passenger (Sitting-43, Crush Standing-204)

TC/MC : 270 passenger (Sitting-50, Crush Standing-220)
4 Car Train: 1034 Passengers (Sitting-186, Crush Standing-848)
6 Car Train: 1574 Passengers (Sitting-286, Crush Standing-1288)

Train Operation Plan

Based on the projected PHPDT demand, train operation has been planned for Pune
Metro Corridors for the year 2011, 2021 and 2031 as detailed below:

Pune Metro Corridor-1: Pimpri Chinchwad (PCMC) – Swargate

Train operation plan with train carrying capacity @ 6 persons per square meter of
standee area on Pune Metro Corridor-1 is given below:

• Year 2011 (Refer Attachment I/A1)

Train operation with 4 car Trains with headway of 4.5 min on Corridor-1 is planned
in the first year of operation i.e. 2011 with Peak Hour Peak Direction Capacity of
13787@ 6 persons per square meter of standee area (Capacity of 17547 @ 8
persons per square meter of standee area under dense loading conditions).

The maximum PHPDT demand of 18110 is in the Section between Budhwar Peth
and Mandai and the PHPDT demand in the section between PMC and Budhwar
Peth is 17847, demand in the remaining sections is in the range of 5771 to 17769
only. The planned capacity of 13787 (17547 under dense loading) is less than the
PHPDT demand in five (three, with dense loading capacity) sections out of fourteen
sections. With this planned PHPDT capacity, optimum utilization of Rolling Stock
will be achieved and empty running of trains will be considerably reduced.

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However, the Rolling Stock is designed for carrying higher density loading @ 8
standee passengers per square meter and in the sections in which PHPDT
capacity exceeds the planned capacity, overloading during these periods will help
in reducing the demand for increased deployment of Rolling Stock. Traffic demand
and train capacity for this corridor in the year 2011 is tabulated and represented on
a chart enclosed as Attachment I/A1.

• Year 2021 (Refer Attachment I/B1)

Train operation with 4 car Trains with headway of 3.5 min on Corridor-1 is planned
in the year 2021 with Peak Hour Peak Direction Capacity of 17726 @ 6 persons
per square meter of standee area (Capacity of 22560 @ 8 persons per square
meter of standee area under dense loading conditions).

The maximum PHPDT demand of 19131 is in the Section between Bopodi and
Khadki and the PHPDT demand in the section between Khadki and Hill Range is
18821, demand in the remaining sections is in the range of 9651 to 18091 only.
The planned capacity of 17726 (22560 under dense loading) is less than the
PHPDT demand in three (zero, with dense loading capacity) sections out of
fourteen sections. With this planned PHPDT capacity, optimum utilization of Rolling
Stock will be achieved and empty running of trains will be considerably reduced.
However, the Rolling Stock is designed for carrying higher density loading @ 8
standee passengers per square meter and in the sections in which PHPDT
capacity exceeds the planned capacity, overloading during these periods will help
in reducing the demand for increased deployment of Rolling Stock. Traffic demand
and train capacity for this corridor in the year 2021 is tabulated and represented on
a chart enclosed as Attachment I/B1.

• Year 2031 (Refer Attachment I/C1)

Train operation with 4 car Trains with headway of 3.5 min on Corridor-1 is planned
in the year 2031 with Peak Hour Peak Direction Capacity of 17726 @ 6 persons
per square meter of standee area (Capacity of 22560 @ 8 persons per square
meter of standee area under dense loading conditions).

The maximum PHPDT demand of 20035 is in the Section between Bpoodi and
Khadki and the PHPDT demand in the section between Khadki & Hill Range and is
18928, demand in the remaining sections is in the range of 11309 to 18704 only.
The planned capacity of 17726 (22560 under dense loading) is less than the
PHPDT demand in seven (zero, with dense loading capacity) sections out of
fourteen sections. With this planned PHPDT capacity, optimum utilization of Rolling
Stock will be achieved and empty running of trains will be considerably reduced.

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However, the Rolling Stock is designed for carrying higher density loading @ 8
standee passengers per square meter and in the sections in which PHPDT
capacity exceeds the planned capacity, overloading during these periods will help
in reducing the demand for increased deployment of Rolling Stock. Traffic demand
and train capacity for this corridor in the year 2031 is tabulated and represented on
a chart enclosed as Attachment I/C1.

Pune Metro Corridor-2: Vanaz – Ramvadi

Train operation plan with train carrying capacity @ 6 persons per square meter
of standee area on Pune Metro Corridor-2 is given below:

• Year 2011 (Refer Attachment I/ A2)

Train operation with 4 car Trains with headway of 12 min on Corridor-2 is planned
in the first year of operation i.e. 2011 with Peak Hour Peak Direction Capacity of
5170 @ 6 persons per square meter of standee area (Capacity of 6580 @ 8
persons per square meter of standee area under dense loading conditions).

The maximum PHPDT demand of 5817 is in the Section between Sasson and
Pune Railway Station and the PHPDT demand in the section Pune Railway Statiion
and Rubi Clinic is 4958, demand in the remaining sections is in the range of 1053
to 4958 only. The planned capacity of 5170 (6580 under dense loading) is less than
the PHPDT demand in three (zero, with dense loading capacity) sections out of
fifteen sections. With this planned PHPDT capacity, optimum utilization of Rolling
Stock will be achieved and empty running of trains will be considerably reduced.
However, the Rolling Stock is designed for carrying higher density loading @ 8
standee passengers per square meter and in the sections in which PHPDT
capacity exceeds the planned capacity, overloading during these periods will help
in reducing the demand for increased deployment of Rolling Stock. Traffic demand
and train capacity for this corridor in the year 2011 is tabulated and represented on
a chart enclosed as Attachment I/A2 respectively.

• Year 2021 (Refer Attachment I/B2)

Train operation with 4 car Trains with headway of 8 min on Corridor-2 is planned
in the year 2021 with Peak Hour Peak Direction Capacity of 7755 @ 6 persons per
square meter of standee area (Capacity of 9870 @ 8 persons per square
meter of standee area under dense loading conditions).

The maximum PHPDT demand of 8519 is in the Section between Sasson and
Pune Railway Station and the PHPDT demand in the section between Pune

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Garware College and Deccan is 7883, demand in the remaining sections is in the
range of 1381 to 7194 only. The planned capacity of 7755 (9870 under dense
loading) is less than the PHPDT demand in two (zero, with dense loading capacity)
sections out of fifteen sections. With this planned PHPDT capacity, optimum
utilization of Rolling Stock will be achieved and empty running of trains will be
considerably reduced. However, the Rolling Stock is designed for carrying higher
density loading @ 8 standee passengers per square meter and in the sections in
which PHPDT capacity exceeds the planned capacity, overloading during these
periods will help in reducing the demand for increased deployment of Rolling Stock.
Traffic demand and train capacity for this corridor in the year 2021 is tabulated and
represented on a chart enclosed as Attachment I/B2.

• Year 2031 (Refer Attachment I/C2)

Train operation with 4 car Trains with headway of 8 min on Corridor-2 is planned
in the year 2031 with Peak Hour Peak Direction Capacity of 7755 @ 6 persons per
square meter of standee area (Capacity of 9870 @ 8 persons per square
meter of standee area under dense loading conditions).

The maximum PHPDT demand of 10982 is in the Section between Deccan and
ASI and the PHPDT demand in the section between Garware College and Deccan
is 10591, demand in the remaining sections is in the range of 1661 to 10320 only.
The planned capacity of 7755 (9870 under dense loading) is less than the PHPDT
demand in eight (five, with dense loading capacity) sections out of fifteen sections.
With this planned PHPDT capacity, optimum utilization of Rolling Stock will be
achieved and empty running of trains will be considerably reduced. However, the
Rolling Stock is designed for carrying higher density loading @ 8 standee
passengers per square meter and in the sections in which PHPDT capacity
exceeds the planned capacity, overloading during these periods will help in
reducing the demand for increased deployment of Rolling Stock. Traffic demand
and train capacity for this corridor in the year 2031 is tabulated and represented on
a chart enclosed as Attachment I/C2.

In case of any mismatch in the capacity provided and the actual traffic, the
capacity can be moderated suitably by either varying the rake composition or
adjusting the Headway.

Based on traffic projections, requirement of 4-car trains is envisaged even in the

Year 2031. However, the length of the train can be increased to 6-car based on
actual traffic requirements and all infrastructure and maintenance facilities should
be planned for 6-car trains.

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The PHPDT capacity provided on the two corridors in different years of operation
is tabulated below:
Capacity Provided for Corridor-1
LINE YEAR
Pune Metro Corridor-1 2011 2021 2031
Cars/trains 4 4 4
Head way (Minutes) 4.5 3.5 3.5
Max. PHPDT Demand 18110 19131 20035
PHPDT Capacity Available 13787 17726 17726
(17547*) (22560*) (22560*)
* @ 8 persons per square meter of standee area

Capacity Provided for Corridor-2

LINE YEAR
Pune Metro Corridor-2 2011 2021 2031
Cars/trains 4 4 4
Head way (Minutes) 12 8 8
Max. PHPDT Demand 5817 8519 10982
PHPDT Capacity 5170 7755 7755
Available (6580*) (9870*) (9870*)
* @ 8 persons per square meter of standee area

6.3.4 Train Frequency

Pune Metro Corridor

The train operation Pune Metro Corridor provides for the following:
Corridor -1

a) The train operation plan provides for headway of 4.5 min. with 4 – Car trains during
peak hours and headway of 15 min during lean hours in the year 2011.
b) The train operation plan provides for headway of 3.5 min. with 4 – Car trains during
peak hours and headway of 15 min during lean hours in the year 2021.
c) The train operation plan provides for headway of 3.5 min. with 4 – Car trains during
peak hours and headway of 15 min during lean hours in the year 2031.
d) No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

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Corridor -2

a) The train operation plan provides for headway of 12 min with 4 – Car trains during
peak hours and headway of 30 min during lean hours in the year 2011.
b) The train operation plan provides for headway of 8 min. with 4 – Car trains during
peak hours and headway of 15 min during lean hours in the year 2021.
c) The train operation plan provides for headway of 8 min. with 4 – Car trains during
peak hours and headway of 15 min during lean hours in the year 2031.
d) No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

6.3.5 Hourly Train Operation plan

The hourly distribution of daily transport capacity is presented in Table 6.3, 6.4, & 6.5
and 6.3A, 6.4A, & 6.5 A for years 2011, 2021 & 2031 for Corridor –1 & 2 respectively
and enclosed as Attachment II. Number of train trips per direction per day for Corridor 1
& 2 is worked out as 169 & 68 in the year 2011, 193 & 89 in the year 2021and 193 & 89
for in the year 2031 respectively. The directional splits for Corridor-1 and Corridor-2 are
presented in Table 6.6 and 6.7 enclosed as Attachment III.

6.4 Vehicle Kilometer

Based on above planning, after considering maintenance period and assuming 340 days
in service in a year, Vehicle Kilometers for Pune Metro Corridor-1 & 2 is given in Table
6.8 and 6.9 enclosed as Attachment IV.

6.5 Year wise rake Requirement

Based on Train formation and headway as decided above to meet Peak Hour Peak
Direction Traffic Demand, Rake requirement has been calculated and enclosed as
Attachment V & has been tabulated below:

Corridor Headway
Year No. of Rakes Rake Consist No. of Coaches
(min)
Pune Metro 2011 4.5 18 4 car 72
Corridor-1 2021 3.5 22 4 car 88
2031 3.5 22 4 car 88

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Corridor Headway
Year No. of Rakes Rake Consist No. of Coaches
(min)
Pune Metro 2011 12 7 4 car 28
Corridor-2 2021 8 10 4 car 40
2031 8 10 4 car 40

Requirements of coaches is calculated based on following assumptions-

Assumptions –

(i) Train Composition planned as under

• 4 Car Train Composition : DTC-MC-MC-DTC
Train Carrying Capacity of 4 Car Train : 1034 passengers

(ii) Coach requirement has been calculated based on headway during peak hours.
(iii) Traffic reserve is taken as one train per section to cater to failure of train on line
and to make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 8 % of total requirement
(Bare +Traffic Reserve) based on Intermediate Overhaul and Periodic Overhaul
interval of 3 and 6 years respectively.
(v) The calculated number of rakes in fraction is rounded off to next higher number.
(vi) Schedule speed is taken as 33 KMPH & 31 KMPH respectively for Corridor 1 & 2.
(vii) Total Turn round time is taken as 6 min at terminal stations.

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Fig. 6.1

Fig. 6.2

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Fig. 6.3

Fig. 6.4

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Fig. 6.5

Fig. 6.6

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