INDORE (MRTS) METRO SYSTEM PPR 2016 PRELIMINARY PROJECT ... INDORE.pdf · preliminary project report (ppr) ... proforma for preparation of prelimainary project report for bilateral

Client: Urban Development & Environment Department

(Government of Madhya Pradesh)

INDORE (MRTS)

METRO SYSTEM

PRELIMINARY PROJECT

REPORT (PPR)

PREPARED BY

Rohit Associates Architects & Engineers Pvt. Ltd. Consortium B / 912,911 , Damji Shamji Corporate Square, Laxmi Nagar,

Link road, Ghatkopar (E) Mumbai-400075

Tel: 022-25005223/022-25005224.

Email: [email protected]

Conceptual Train Design by Ar. Rohit Gupta

PPR 2016

PPR for Metro Rail Indore

Page No - 1 of 13

Rohit Associates Architects & Engineers Pvt. Ltd. 28.01.2016 Madhya Pradesh Metro Rail Company Limited

PROFORMA FOR PREPARATION OF PRELIMAINARY PROJECT REPORT FOR

BILATERAL FINANCIAL CORPERATION

Part I : Project Summary

1.

Project name : Metro Rail Transit System

2.

Project Implementing Agency : Madhya Pradesh Metro Rail Co Limited

3. Central Sector Project State Sector Project

Sectoral area of the project

Urban Transport

Central Line Ministry

Ministry of Urban Development

Administrative State Government

Government of Madhya Pradesh

4.

Board objective of the project :

The Goal is to offer a rail based Sustainable Urban Transport System, Smart and Healthy City to increase the quality of life and better access to goods, services, creating employment opportunities and sustainable development, climate change mitigation resulting in a livable city environment i.e. health supportive environment with more allocation of road space to people rather than vehicles so as to make people include walk and cycle in their daily routines during course of transit for their healthy life. The aim is to increase the capacity of the existing developed urban land by increasing the infrastructure so that some areas can be freed for green spaces and some redeveloped for better optimum use. The main objective of this project is to provide continuous availability of affordable, reliable, safe, secure and seamless transport system in the urban agglomeration of Indore so as to reduce the accidents, pollution, travel time, energy consumption and anti-social incidents as well as to control urban development and land use for sustainability and regional development.

5.

Location of the project(Specify Districts); Indore Metropolitan Area, Indore

6.

Project implementation period : 2015-16 to 2019-2020

7.

Components of total estimated cost (in Rs. Crore)


Page No - 2 of 13


Source Lone / Credit Grant Equity Other(Specify) Total

GoI 1504.526 1504.526

JICA Loan 6018.104 6018.104

Total estimated cost 7522.63

8.

Total bilateral development assistance proposed (Specify both in Rupees and in donor currency.

Please Specify name of the agency for assistance. Include additional technical cooperation

component, if any and activities proposed to be implemented through technical cooperation.)

Rs.6018.10 / 101915.39 Million Yen

Procurement, Construction, Installation/Erection, Commissioning for

Civil Works

Electrical/Power Supply

Signaling &

Telecommunication

Rolling Stock

HVAC

Software/Hardware for

Ticketing & Operations

Miscellaneous

9.

Details of previous phase (s) if any, impact assessment been made for previous phase? NA

Part II : Project Design and Output

10.

Is any separate institutional arrangement required to be established for the implementation of the

project? If yes, specify details with timeline for establishment.

Special Propose Company “Madhya Pradesh Metro Rail Company” is already incorporated.

11.

Has any feasibility study / pre-appraisal /pre-investment study been conducted? If yes, specify details

of the findings.


Page No - 3 of 13


Detail Project Report is Prepared which included in its inception the System Selection Report,

detailed route alignment and in its final report the Pre investment appraisals (Financial,

Economic) the complete investment and construction plan is available with the description of

the technology and performance levels for open completion. The findings are that the city

needs an efficient backbone mass rapid transit system and rail based is a convincing solution

due to manifold benefits.

FIRR for 40 years Project Cycle : 11.55%

EIRR for 40 Years Project cycle : 19.67

12.

Quantifiable outputs including Target Population and outcomes of the project.

Activities involved:

Design, Construction, Operation, Maintenance & Management for the Metro Rail System. This will mainly involve activities of consulting services, civil works, Procurement-Installation & commissioning of electrical, signaling and telecommunication, rolling stock, air-conditioning and ventilation, safety and security appliances, software, hardware for ticketing and system O&M for the phase 1 section as detailed below :

Line

No. Name of Corridor/Line Total Stations Length in Km

Elevated Underground At

Grade Total Elevated Ramp Underground At

Grade Total

3 Ring ( Benglai Square :

Palasia-Bhawarsala-Gandhi

Nagar-vijaynagar –Radison-

khajrana-Bemgali Square). 20 4 6 30 19.27 1.97 3.22 7.09 31.55

Outputs of the project A State of the Art Metro Rail System providing seamless urban transport service contributing to barrier free & environmental friendly i.e. good quality of life. Outcome of the project Reduction in Accidents/Lethality

Reduction in Fuel Consumption

Reduction in vehicle operating Cost

Reduction in Travel Time

Reduction in Pollution level

Increased Employment

Increased access to public transport

Sustainable development

Target population / group:


Page No - 4 of 13


All General Public resident of Indore urban agglomeration and General Public visiting Indore but for safety and security reasons persons who are visibly intoxicated, insane and/or under the influence of controlled substances, persons carrying flammable material and/or explosives, persons carrying bulky objects or items over 1.5 meters (5ft) tall and/or wide are prohibited. The targeted ridership per day on phase 1 lines is estimated as below:

Total Day 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054

Line Description Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km

3 Ring Line 3,16,175 21,27,197 3,44,488 23,17,682 4,58,487 30,84,663 6,10,213 41,05,456 8,96,097 60,28,863

13.

Dose the project require sector adjustment policy formulation? If yes, give details : NO

14.

Is the project covered under any existing government schemes / programmes / Multilateral /Bilateral

Assistance / Other Assistance? YES

15.

Is any subsidy envisaged from centre / state government for project execution and viability? If yes,

Mention source: NO

16.

Linkages with completed or ongoing project(s) of similar nature: NA

Sr

No.

Name of the

project

Implementation

period

Quantifiable

Outcome/ achieved / targeted

Total cost of the

project (in Rs. Crore)

Ongoing

Proposed

Completed

17.

Details on costs to be funded from the bilateral official development assistance should be provided in

Annexure. The component should include Materials / Equipment’s / Construction, Personnel / Experts

from External Agency / Price escalation , Physical contingency, Consulting services, Land Acquisition,

Administration cost, VAT & other Taxes, Interest Payment on Lone, Front End Fee and others, if any

Specify along with percentage(%) of total cost for each component.

18.

Detailed year-wise physical and financial target plan with quantifiable and qualitative (Verifiable) target

indicators, including year-wise utilization of proposed bilateral development assistance.

year-wise physical and financial target plan


Page No - 5 of 13


INDORE PHASE-I

Year-wise Investment (Basic Cost + Land +Tax in INR Crore)

Financial Year

Cost at March-2015 Price Level Basic Cost

Corridor TOTAL

Corridor Total

3 3

2015-16 537.69 537.69 537.69 537.69

2016-17 1966.24 1966.24 2064.55 2064.55

2017-18 1916.63 1916.63 2113.08 2113.08

2018-19 2425.06 2425.06 2807.31 2807.31

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00

Total 6845.61 6845.61 7522.63 7522.63

hase wise Construction plan Indore

Phase

No. Line

No. Description Length in

km Cost at

March 2015

Price level

Completion cost with

escalations up to

2019 price levels

Construction

Starting Year Construction

Completion

Year

1 3 Ring Palasia-Airport-Vijay Nagar 28.61 6845.61 7522.63 2015-2016 2018-2019

Total 31.55 6845.61 7522.63

Quantitative and qualitative (verifiable) target indicators:

i. Quantitative effects

a. Performance indicator (operation & effect Indicator) Phase 1

Indicator Target 2021 (Expected Value 2 years after the project completion) phase1

Operating Rate (% / year ) 92 % Running Distance 1000km/day 13.72 Number of Running Trains Number of trains/day, one direction

228

Volume of transportation (million persons-km/day)

2.31

Income from Passengers (million rupees/day)

9.44

b. Internal rate of return

Economic Internal Rate (EIRR) of the Project will be 19.42 %(for 30 Years ), 19.67% (for 40 years) and the Financial Internal rate (FIRR) of the return will be 10.92 %(for 40 Years), 8.17 % (for 30 years ) based on following assumptions: EIRR

Costs: Project Costs (excluding tax), operation, maintenance and management cost. Benefits: The benefit stream for the monetary evaluation of the social benefits arising from Metro Project comprised following:


Page No - 6 of 13


� Annual time cost saved by metro passengers: Savings in time of commuters using the Metro

over the existing transport modes because of faster speed of metro.

� Annual fuel cost saved by metro passengers: As these passengers shifted from road based

system to metro there will be saving of the fuel they were spending before.

� Vehicle operating cost saved: Savings in operating cost of all buses and other vehicles due to

decongestion including those that would continue to use the existing transport network even

after the metro is introduced.

� Emission saving cost: Emission saving cost adopted for Indian conditions in Rs. / Ton due to

passenger km shifted on metro.

� Accident cost: savings on the account of reduction of accidents due to less number of passenger

km on road as they have shifted to metro and also due to less traffic and hence more space to

design proper roads and walkways.

� Annual time cost saved by road passengers: Saving in time consumption on account of less

number of vehicles on road.

� Annual fuel cost saved by road passengers: Savings in fuel consumption on account of less

number of vehicles on road.

� Annual infrastructure maintenance cost: As metro takes high capacity in less space the need of

road space will be reduced and at the same time there will be less vehicles on road, less bus

stops, lesser road signals meaning better controlled maintenance. This will reduce the

infrastructure maintenance cost.

� Employment Benefits: Metro project generates employment in a significant way

During construction and later its operation and maintenance. Civil construction works are labour intensive, One direct and indirect job created is considered to be created on an investment of every $ 10,000 invested in the civil works in developed countries, the same investment creates more jobs in developing countries, but as the advanced methods of construction are applied in this project we have also assumed the same, the actual jobs created during the operation period are estimated and the same is quantified for the economic benefits. For three direct jobs one indirect job is considered during the O&M of the Metro project in Indore. Fare revenues as well as revenues from rental or advertising income were not taken into account, since the generated cash flow is considered a financial benefit and not an economic benefit.

Project Life: 30 years FIRR Costs: Project cost (including tax), operation, maintenance and management cost. Benefit: Revenue from Fare box, Revenue form Advertising and Property space. Project Life: 30 years.


Page No - 7 of 13


ii. Qualitative Effects

Improvement in Quality of life with Improved Access to affordable, reliable, fast, safe and secure high level of comfortable transports system, Improvement and control in urban development with transit oriented development, Economic Development in Indore Metropolitan Area in the state of Madhya Pradesh in India , Mitigation of traffic pollution/Mitigation of Climate change.

19.

Is Private sector or NGO participation proposed in the project? If yes, specify nature of the proposed

involvement and why work cannot be done by Government agencies.

20.

Impact on (i) environment including land, water, air, biodiversity, etc. (ii) women and children (iii)

employment (iv) poverty alleviation and (v) productivity and economic growth should be included.

Environmental sustainability of the project:

The attractiveness of the Indian cities will enhance their potential for growth and job creation, and cities are therefore of key importance to implement growth agenda for sustainability and GDP and for which urban transport is important criteria. Urban transport has a direct impact on air, noise, congestion and CO2 emissions. The adoption and implementation of urban transport plan can reduce the negative impacts and increase the positive impacts. Effective transport planning requires long term vision to plan financial requirements for infrastructure and vehicles, to design incentive schemes to promote high quality of public transport, safe cycling and walking and to coordinate with land-use planning at the appropriate administrative levels. Transport planning should take into account of safety and security, access to goods and services, air pollution, noise, greenhouse gas emissions and energy consumption, land use. From the above explanation it can be noted that metro project in Indore is for positive environmental and social impacts for environmental sustainability. Worldwide several commissions like European commission, United Nations recommend implementation of a sustainable mass transport system to reduce and control on increasing pollution levels in world due to high private vehicle or low quality public transport of high emissions causing global climate change. Government of India’s EIA notification dated 14 September 2006 as amended up to December 2009 does not include metro rail project in the schedule 1 therefore the project does not require an environment clearance certificate, the reason can simply be assumed as more positive impacts on the urban environment than negative. However, Environmental Impact Assessment (EIA) and Environmental Management Plan is Prepared already as part of the Detail Project Report which includes schedule for continuous


Page No - 8 of 13


monitoring of environment and implementation of pollution mitigation measures. Monitoring plan include provisions for noise level, ground water quality, air quality, surface water quality, land acquisitioning and resettlement. Sound proof walls and sound insulating pads are proposed in the schedule for noise reduction and vibration mitigation. Impact on the Natural Environment: Minimal impact on the natural environment as the project is proposed in the existing urban built environment and the planned route is mostly on the existing roads. Social Environment: There will be positive improvement in the social environment. Most of the Land acquisition is from the Government properties making no negative social impact. The sites of Historical importance or archeology are not interfered in any place on the ground for the alignment and there are enough clearance distance provided wherever such sites are nearby therefore there is no impact on any archeological site. Poverty reduction: The project will contribute positively to poverty reduction by means of creation of direct and indirect employment. Social Development: The project will contribute to positive social development due to modernization of the city; availability of safe, secure, reliable, fast and affordable transportation, there will be increase in work force participation specially of women, specially abled people, increase in people to people contact which will contribute to economic and social development. This means increase in happiness levels of people due to feeling of more safety, security, comfort and freedom of mind using the metro system while saving travel time which can now be spent in other quality activities like yoga, sports etc.

Part III : Clearances Required

21.

Details of statutory clearances required for implementation of project. Specify status of obtaining

Clearances and time frame for Clearances

Project is Cleared by Government of Madhya Pradesh.

22.

Details of debt sustainability Clearance from the Department of Expenditure for State Sector Project:

23.

Dose the project involve land acquisition? If so, indicate:

Due to the selection of a flexible and modular system and approach i.e. Metro, the Project is designed in such a way that there is a minimal need for land acquisition. Land is required for the Depot & workshops, Receiving Substations (RSS), entry-exit space for two stations from government properties, No land acquisition is required for the right of the way as it is mostly used from the existing public areas like roads and its shoulders, over railway land


Page No - 9 of 13


and in case of unavailability of such areas the section is underground.

Some land is required temporarily during the construction for the purpose of casting yards, store of materials, equipment and labour camps etc. As this land is for temporary purpose and will be returned after completion of construction only vacant government land at the outskirts is considered for this purpose and is not included in the land acquisition.

21.43 Hectares of land is required as described below in the table:

S.No. Area

(Hectare)

Ownership Purpose

1 20.23 Government Land Heavy &Light

Maintenance/Stabling

2 0.60 Government Land Receiving Sub Station

3 0.60 Government Land Receiving Sub Station

• Total land to be acquired : 21.43Hectares • Actual land acquired so far : As the land belongs to the government letters for transfer/

use issued for 21.43 Hectares • Target land acquisition completion date: 31.03.2016 • Is there any legal issue or any other obstacle being faced by the acquisition authority which

could push the target dates mentioned? If so, Specify details: NO

24.

Dose the project involve resettlement and rehabilitation? If so, indicate its magnitude, cost and

present status of plan

No resettlement and rehabilitation is required as all the proposed land acquisition is on open plots /properties belonging to the government however some properties will be redeveloped to create beautiful spaces around the stations but these will accommodate the settlement at its site itself by adjustment in the design and floor area ratio.

25.

Is Environmental Impact Assessment Clearance required? If yes, has the proposal to MoE & F been

submitted? If not, when is it likely to be submitted?

NO

26.

Is Forest clearance required? If yes, has the proposal to MoE & F been submitted? If not, when is it

likely to be submitted?

NO

Signature of the Head of the

Project Implementation Agency

With seal and date.


Page No - 10 of 13


Annexure – A (1st Page of 2 Pages)

INDORE Phase INDORE Phase INDORE Phase INDORE Phase ----IIII CAPITAL COST

CORRIDOR BASIC TOTAL Excise Duty Custom Duty VAT TAX TOTAL LAND

COST LAND COST+

BASIC TOTAL FINAL TOTAL +

TAX* LINE 1 0.00 0.00

LINE 1B 0.00 0.00 LINE 2 0.00 0.00 LINE 3 5540.04 307.15 494.75 187.57 989.48 316.10 5856.14 6845.61

LINE 3S 0.00 0.00 LINE 4 0.00 0.00 TOTAL 5540.04 307.15 494.75 187.57 989.48 316.10 5856.14 6845.61

81% 4% 7% 3% 14% 5% 86% 100% Price Level at 2015 Figure in Crore INR

Basic Cost Bifurcation Excluding Land cost & Taxes

Works/ Activities

Percentage wise work

Cost (INR Crore) Price 2015 Level

Completion cost with Escalation (INR Crore) Price

Level 2018

Civil 45.3% 2509.04 2762.53

Track work 4.4% 243.68 268.32

Power supply 7.4% 410.06 451.27

Communication 9.1% 504.69 554.94

AFC 3.2% 180.00 195.15

PSD 2.2% 120.00 134.16

Rolling Stock 14.0% 775.00 853.76

EM 11.0% 608.30 670.81

Miscellaneous 2.0% 113.56 121.97

Miscellaneous 1.4% 75.70 85.38

Total 100.0% 5540.03 6098.29

All Costs include the Design, Consulting and administration costs.


Page No - 11 of 13


Annexure – A (2nd Page of 2 Pages)

INDORE PHASE-I

Year-wise Investment (Basic Cost INR Crore)

Financial Year


Corridor TOTAL Corridor Total

3 3

2015-16 460.92 460.92 460.92 460.92

2016-17 1412.76 1412.76 1483.40 1483.40

2017-18 1637.98 1637.98 1805.87 1805.87

2018-19 2028.38 2028.38 2348.10 2348.10

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00

Total 5540.04 5540.04 6098.29 6098.29

INDORE PHASE-I

Year-wise Investment (Basic Cost+ L AND in INR Crore)

Financial Year



3 3

2015-16 460.92 460.92 460.92 460.92

2016-17 1728.86 1728.86 1815.31 1815.31

2017-18 1637.98 1637.98 1805.87 1805.87

2018-19 2028.38 2028.38 2348.10 2348.10

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00

Total 5856.14 5856.14 6430.19 6430.19

INDORE PHASE-I

Year-wise Investment (Basic Cost+ Land+ Cent .Tax in INR Crore)

Financial Year

Cost at March-2015 Price Level Completion cost


3 3

2015-16 521.09 521.09 521.09 521.09

2016-17 1910.82 1910.82 2006.36 2006.36

2017-18 1853.60 1853.60 2043.59 2043.59

2018-19 2372.53 2372.53 2746.50 2746.50

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00

Total 6658.04 6658.04 7317.54 7317.54

Cash Flow

Completion costAdditional

Costs

Running

expenses

Replacement

costtotal costs

Fare box

Revenue

Rental &

ADVT

Total

Revenue

NET CASH

FLOW For

IRR

Contribut

ion (

Equity)

From

Govt of

M.P @

20%

Contribution

( Equity)

From GOI @

20%

Scarcity of

Cash

cummulati

ve Cash

Cumulati

ve Loan

Loan

Taken By

Metro Co.

Repayment

of Loan

Cumulative

Loan

Repayment

IDC

Cumulative

loan incl.

IDC

Interest

@0.3%

Grant

Received

From State

.Govt (

Repayment

of Loan by

State .Govt.)

Total

Installment

( Repay by

Metro Co.)

Total

Depreciatio

n

Profit

before TaxCash Profit

Cash

Balance

Cumulative

Cash

Balance

Return on

Equity (

EIRR

2015 - 2016 537.69 0.00 0.00 0.00 537.69 0.00 0.00 0.00 -537.69 0.00 107.54 -430.15 -430.15 430.15 430.15 0.00 0.00 1.29 431.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -107.54

2016 - 2017 2064.55 0.00 0.00 0.00 2064.55 0.00 0.00 0.00 -2064.55 0.00 412.91 -1651.64 -2081.79 2081.79 1651.64 0.00 0.00 6.25 2089.32 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -412.91

2017 - 2018 2113.08 0.00 0.00 0.00 2113.08 0.00 0.00 0.00 -2113.08 0.00 422.62 -1690.47 -3772.25 3772.25 1690.47 0.00 0.00 11.32 3791.11 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -422.62

2018 - 2019 2807.31 0.00 185.76 0.00 2993.07 282.76 121.59 404.35 -2588.72 0.00 561.46 -2027.26 -5799.51 5799.51 2027.26 0.00 0.00 17.40 5835.76 0.00 0.00 0.00 0.00 218.59 218.59 0.00 0.00 -561.46

2019 - 2020 0.00 0.00 199.69 0.00 199.69 290.96 125.11 416.08 216.38 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5853.16 0.00 0.00 0.00 188.07 28.32 216.38 216.38 216.38 216.38

2020 - 2021 0.00 0.00 214.67 0.00 214.67 344.76 148.25 493.01 278.34 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5870.56 0.00 0.00 0.00 188.07 90.27 278.34 278.34 494.72 278.34

2021 - 2022 0.00 0.00 230.77 0.00 230.77 354.76 152.55 507.30 276.53 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5887.96 0.00 0.00 0.00 188.07 88.47 276.53 276.53 771.25 276.53

2022 - 2023 0.00 0.00 248.08 0.00 248.08 419.52 180.39 599.91 351.83 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5905.36 0.00 0.00 0.00 188.07 163.77 351.83 351.83 1123.09 351.83

2023 - 2024 0.00 0.00 266.68 0.00 266.68 431.68 185.62 617.31 350.62 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5922.76 0.00 0.00 0.00 188.07 162.56 350.62 350.62 1473.71 350.62

2024 - 2025 0.00 0.00 286.68 0.00 286.68 514.23 221.12 735.35 448.67 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5940.15 0.00 0.00 0.00 188.07 260.60 448.67 448.67 1922.38 448.67

2025 - 2026 0.00 0.00 308.18 0.00 308.18 529.15 227.53 756.68 448.49 0.00 0.00 0.00 0.00 0.00 0.00 198.01 198.01 0.00 0.00 17.82 55.98 159.84 188.07 247.23 435.30 288.65 2211.03 288.65

2026 - 2027 0.00 0.00 331.30 0.00 331.30 618.88 266.12 885.00 553.70 0.00 0.00 0.00 0.00 0.00 0.00 198.01 396.01 0.00 0.00 17.23 55.83 159.40 188.07 352.87 540.94 394.29 2605.33 394.29

2027 - 2028 0.00 0.00 356.15 0.00 356.15 636.83 273.83 910.66 554.51 0.00 0.00 0.00 0.00 0.00 0.00 198.01 594.02 0.00 0.00 16.63 55.68 158.96 188.07 354.13 542.20 395.55 3000.88 395.55

2028 - 2029 0.00 0.00 382.86 0.00 382.86 752.67 323.65 1076.32 693.46 0.00 0.00 0.00 0.00 0.00 0.00 198.01 792.02 0.00 0.00 16.04 55.52 158.52 188.07 493.52 681.59 534.94 3535.82 534.94

2029 - 2030 0.00 0.00 411.57 0.00 411.57 774.50 333.03 1107.53 695.96 0.00 0.00 0.00 0.00 0.00 0.00 198.01 990.03 0.00 0.00 15.44 55.37 158.08 188.07 496.46 684.52 537.88 4073.70 537.88

2030 - 2031 0.00 0.00 442.44 0.00 442.44 922.12 396.51 1318.63 876.19 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1188.03 0.00 0.00 14.85 55.21 157.64 188.07 677.13 865.20 718.55 4792.25 718.55

2031 - 2032 0.00 1488.72 475.62 0.00 1964.34 948.86 408.01 1356.87 -607.47 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1386.04 0.00 0.00 14.26 55.06 157.20 225.28 645.41 870.69 -764.67 4027.58 -764.67

2032 - 2033 0.00 0.00 511.29 0.00 511.29 1122.68 482.75 1605.43 1094.14 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1584.04 0.00 0.00 13.66 54.91 156.76 225.28 858.74 1084.02 937.38 4964.96 937.38

2033 - 2034 0.00 0.00 549.64 0.00 549.64 1155.24 496.75 1651.99 1102.35 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1782.05 0.00 0.00 13.07 54.75 156.32 225.28 867.39 1092.67 946.03 5910.99 946.03

2034 - 2035 0.00 0.00 590.86 0.00 590.86 1368.85 588.61 1957.46 1366.59 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1980.05 0.00 0.00 12.47 54.60 155.88 225.28 1132.07 1357.35 1210.71 7121.69 1210.71

2035 - 2036 0.00 0.00 635.18 0.00 635.18 1408.55 605.68 2014.22 1379.04 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2178.06 0.00 0.00 11.88 54.44 155.44 225.28 1144.96 1370.24 1223.60 8345.29 1223.60

2036 - 2037 0.00 0.00 682.82 0.00 682.82 1670.76 718.43 2389.19 1706.37 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2376.06 0.00 0.00 11.29 54.29 155.00 225.28 1472.73 1698.01 1551.37 9896.66 1551.37

2037 - 2038 0.00 0.00 734.03 0.00 734.03 1719.21 739.26 2458.47 1724.44 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2574.07 0.00 0.00 10.69 54.13 154.56 225.28 1491.24 1716.53 1569.88 11466.54 1569.88

2038 - 2039 0.00 0.00 789.08 0.00 789.08 2025.17 870.82 2895.99 2106.91 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2772.07 0.00 0.00 10.10 53.98 154.12 225.28 1874.15 2099.43 1952.79 13419.33 1952.79

2039 - 2040 0.00 0.00 848.26 2609.14 3457.40 2083.90 896.08 2979.98 -477.42 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2970.08 0.00 0.00 9.50 53.83 153.68 290.51 1834.16 2124.67 -631.11 12788.22 -631.11

2040 - 2041 0.00 0.00 911.88 0.00 911.88 2464.03 1059.53 3523.56 2611.68 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3168.08 0.00 0.00 8.91 53.67 153.24 290.51 2314.57 2605.08 2458.44 15246.66 2458.44

2041 - 2042 0.00 0.00 980.27 0.00 980.27 2535.49 1090.26 3625.75 2645.47 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3366.09 0.00 0.00 8.32 53.52 152.80 290.51 2348.80 2639.31 2492.67 17739.33 2492.67

2042 - 2043 0.00 0.00 1053.79 0.00 1053.79 3013.24 1295.69 4308.93 3255.14 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3564.09 0.00 0.00 7.72 53.36 152.36 290.51 2958.91 3249.42 3102.78 20842.11 3102.78

2043 - 2044 0.00 0.00 1132.83 0.00 1132.83 3103.63 1334.56 4438.20 3305.37 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3762.10 0.00 0.00 7.13 53.21 151.92 290.51 3009.58 3300.09 3153.44 23995.55 3153.44

2044 - 2045 0.00 0.00 1217.79 0.00 1217.79 3668.60 1577.50 5246.10 4028.31 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3960.10 0.00 0.00 6.53 53.06 151.48 290.51 3732.96 4023.47 3876.82 27872.38 3876.82

2045 - 2046 0.00 0.00 1309.12 0.00 1309.12 3778.65 1624.82 5403.47 4094.35 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4158.11 0.00 0.00 5.94 52.90 151.04 290.51 3799.44 4089.95 3943.30 31815.68 3943.30

2046 - 2047 0.00 0.00 1407.31 0.00 1407.31 4470.53 1922.33 6392.85 4985.55 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4356.11 0.00 0.00 5.35 52.75 150.60 290.51 4691.07 4981.59 4834.94 36650.62 4834.94

2047 - 2048 0.00 0.00 1512.86 0.00 1512.86 4604.63 1979.99 6584.63 5071.77 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4554.12 0.00 0.00 4.75 52.59 150.16 290.51 4777.74 5068.25 4921.61 41572.23 4921.61

2048 - 2049 0.00 0.00 1626.32 0.00 1626.32 5466.42 2350.56 7816.98 6190.66 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4752.12 0.00 0.00 4.16 52.44 149.72 290.51 5897.06 6187.58 6040.93 47613.16 6040.93

2049 - 2050 0.00 0.00 1748.29 0.00 1748.29 5630.40 2421.07 8051.47 6303.18 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4950.13 0.00 0.00 3.56 52.29 149.28 290.51 6010.02 6300.54 6153.89 53767.06 6153.89

2050 - 2051 0.00 0.00 1879.42 0.00 1879.42 6665.19 2866.03 9531.22 7651.80 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5148.13 0.00 0.00 2.97 52.13 148.84 290.51 7359.09 7649.60 7502.96 61270.01 7502.96

2051 - 2052 0.00 0.00 2020.37 0.00 2020.37 6865.13 2952.01 9817.14 7796.76 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5346.14 0.00 0.00 2.38 51.98 148.40 290.51 7504.49 7795.00 7648.36 68918.37 7648.36

2052 - 2053 0.00 0.00 2171.90 0.00 2171.90 8120.53 3491.83 11612.35 9440.45 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5544.14 0.00 0.00 1.78 51.82 147.96 290.51 9148.62 9439.13 9292.49 78210.86 9292.49

2053 - 2054 0.00 0.00 2334.79 0.00 2334.79 8364.13 3596.58 11960.70 9625.91 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5742.15 0.00 0.00 1.19 51.67 147.52 290.51 9334.52 9625.03 9478.39 87689.25 9478.39

2054 - 2055 0.00 0.00 2509.90 0.00 2509.90 9910.19 4261.38 14171.57 11661.67 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5940.15 0.00 0.00 0.59 51.52 147.08 290.51 11370.72 11661.23 11514.59 99203.83 11514.59

TOTAL 7522.63 1488.72 33498.47 2609.14 45118.96 99036.82 42585.83 141622.65 96503.69 0.00 1504.53 0.00 0.00 5799.51 5799.51 5940.15 0.00 140.64 5940.15 276.22 1612.48 4603.89 8707.25 99212.35 107919.60 99203.83 21.87%

INDORE

FIRR with Taxes

YEAR

Outflow Inflow

INDORE PHASE-I


Page No - 12 of 13


Appendix – 4

DOE’s OM No. 1(2)-PF.II/03 dated 7th May, 2003

Generic structure of DPR i. Context/background: This section should provide a brief description of the sector/sub-sector, the national priority, strategy and policy framework as well as a brief description of the existing situation. ii. Problems to be addressed: This section should elaborate the problems to be addressed through the project/ scheme at the local/regional/national level, as the case may be. Evidence regarding the nature and magnitude of the problems should be presented, supported by baseline data/surveys/reports. Clear evidence should be available regarding the nature and magnitude of the problems to be addressed. iii. Project Objectives: This section should indicate the Development Objectives proposed to be achieved, ranked in order of importance. The deliverables/output for each Development Objective should be spelt out clearly. This section should also provide a general description of the project. iv. Target beneficiaries: There should be clear identification of target beneficiaries. Stakeholder analysis should be undertaken, including consultation with stakeholders at the time of project formulation. Options regarding cost sharing and beneficiary participation should be explored and incorporated in the project. Impact of the project on weaker section of society, positive or negative, should be assessed and remedial steps suggested in case of adverse impact. v. Project strategy: This section should present an analysis of alternative strategies available to achieve the Development Objectives. Reasons for selecting the proposed strategy should be brought out. Involvement of NGOs should be considered. Basis for prioritization of locations should be indicated (where relevant). Options and opportunity for leveraging government funds through public-private partnership must be given priority and explored in depth. vi. Legal Framework: This section should present the legal framework within which the project will be implemented and strength and weakness of the legal framework in so far as it impacts on achievement of project objectives. vii. Environmental Impact assessment: Environmental impact assessment should be undertaken, wherever required and measures identified to mitigate adverse impact, if any. Issues relating to land acquisition diversion of forest land, rehabilitation and resettlement should be addressed in this section. viii. On-going initiatives: This section should provide a description of ongoing initiatives and the manner in which duplication will be avoided and synergy created through the proposed project. ix. Technology issues: This section should elaborate on technology choices, if any, evaluation of options, as well as the basis for choice of technology for the proposed project. x. Management arrangements: Responsibility of different agencies for project management and implementation should be elaborated. The organization structure at various levels as well as monitoring and coordination arrangements should be spelt out. xi. Means of Finance and Project Budget: This section should focus on means of finance, evaluation of options, project budget, cost estimates and phasing of expenditure. Options for cost sharing and cost recovery (user charges) should be considered and built into the total project cost. Infrastructure projects may be assessed on the basis of the cost of debt finance and the tenor of debt. Options for raising funds through private sector participation should also be considered and built into the project cost.


Page No - 13 of 13


xii. Time frame: This section should indicate the proposed ‘Zero’ date for commencement and also provide a PERT/CPM chart, wherever relevant. xiii. Risk analysis: This section should focus on identification and assessment of project risks and how these are proposed to be mitigated. Risk analysis could include legal/contractual risks, environmental risks, revenue risks, project management risks, regulatory risks, etc. xiv. Evaluation: This section should focus on lessons learnt from evaluation of similar projects implemented in the past. Evaluation arrangements for the project, whether concurrent and mid-term or post-project should be spelt out. It may be noted that continuation of projects/schemes from one Plan period to another will not be permissible without an independent, in depth evaluation being undertaken. xv. Success criteria: Success criteria to assess whether the Development Objectives have been achieved should be spelt out in measurable terms. Base-line data should be available against which success of the project will be assessed at the end of the project (Impact assessment). In this regard, it is essential that the base-line surveys be undertaken in case of large, beneficiary-oriented projects. Success criteria for each Deliverable/Output of the project should also be specified in measurable terms to assess achievement against proximate goals. xvi. Financial and economic analysis: Financial and economic analysis of the project may be undertaken where the financial returns are quantifiable. This analysis would generally be required for investment and infrastructure projects, but may not always be feasible for social sector projects where the benefits cannot be easily quantified. xvii. Sustainability: Issues relating to sustainability, including stakeholder commitment, operation and maintenance of assets after project completion, and other related issues should be addressed in this section. Note: Requirement of the EFC/PIB format may also be kept in view while preparing the DPR. OM. No. 1(2)-PF. II/03, dated 7th May, 2003


Page No - 14 of 13


Appendix – 5

An outline of Matrix

Strategy Indicators Sources/Means Of Verification

Assumptions/ Risk

Goals(Linked up with a government Priority/ programme / policy) :

Urban Transport -

Smart City / Healthy City / Climate

Change Mitigation /Sustainable

Development/ Madhya Pradesh Vision

2018,GoMP

To offer an attractive Urban Transport System, Smart and Healthy City to increase the quality of life and better access to goods, services, creating employment opportunities and sustainable development resulting in a livable city environment i.e. health supportive environment with more allocation of road space to people rather than vehicles so as to make people include walk and cycle in their daily routines during course of transit for their healthy life.

The aim is to increase the capacity of the existing developed urban land by increasing the infrastructure so that some areas can be freed for green spaces and some redeveloped for

better optimum use.

1.Planning & Basic Design

Detail Project Report

No Risk as DPR is already prepared

2. Procurement ,Construction & Installation

a. Employment b. Development

Expenditure Kilometer ready for operation

Low for political, Moderate risk for Natural Calamities Economic Situation.

3. Operations (Two Years After the Project completion)

a. Attractive Urban Transport Service

b. Positive Environment

Impact

c. Transit Oriented Development

d. Employment

Created

e. Quality of life

Volume of transportation Persons-km/day Monitoring Report Approved building Plans / FAR Policy Payment of Direct & Indirect employees in the Metro O & M Rating

Moderate for Political, Economic, Natural Calamities, & change in transport demand (Sensitivity Analysis is done for increase in cost and decrease in revenue)

Objective(purpose/expected benefits)

The main objective of this project is to provide continuous availability of affordable, reliable, safe, secure and seamless transport system in the urban agglomeration of Indore so as to reduce the accidents, pollution, travel time, energy consumption and anti-social incidents as well as to control urban development and land use for sustainability and regional development.

Operations (Two Years After the Project completion) a. Operating Rate (% / year) b. Running Distance 1000km/day c. Number of

Running Trains Number of trains/day, one direction

d. Volume of transportation (million persons-km/day)

92%

13.72

228

2.31

Moderate Political, Economic, Natural Calamities, and change in transport demand. (Sensitivity Analysis is done for increase in cost and decrease in revenue)


Page No - 15 of 13


e. Income from Passengers

9.44

Output/Results

(Goods/services/materials/ expected changes, the target populations will get, which they cannot achieve

on their own without intervention of the

project )

A State of the Art Metro Rail System providing seamless urban transport service contributing to barrier free &environmental friendly i.e good quality of life.

Operations (Two Years After the Project completion) a.Operating Rate (% / year) b. Running Distance 1000km/day c. Number of

Running Trains Number of trains/day, one direction

d. Volume of transportation (million persons-km/day)

e. Income from Passengers

92% 13.72 228 2.31 9.44

Moderate risk for Delay in award of contracts / Delay in availability of material and equipment. Moderate risks of political/bureaucratic delays and instability ,Moderate Risk of change in transport Demand (Sensitivity Analysis is done for increase in cost and decrease in revenue)

Activities(tasks/actions to be carried out by utilizing resources, viz. human, financial, equipment, etc.) DPR, Design, Consulting & Management Procurement, Construction, Installation/Erection, Commissioning for Civil Works Electrical/Power Supply Signaling & Telecommunication Rolling Stock HVAC Software/Hardware for Ticketing & Operations Miscellaneous

Inputs / Costs RFP / 20% of the project cost RFP-Tender/80 % of the project Cost

Moderate risk for Delay in award of contracts / Delay in availability of material and equipment. Moderate risks of political/bureaucratic delays and instability ,Moderate Risk of change in transport Demand

(Sensitivity Analysis is done for increase in cost and decrease in revenue)

DPR for MRTS Indore Metro Rail Project

Rohit Gupta 27.02.2016 1|P a g e

Copyright @Rohit Associates Architects & Engineers Pvt. Ltd

Indore MRTS Project

Metro System

Background / City Profile /Need- Goals & Objectives




Table of Contents

Sr. No Content Page No.

1 Introduction 3-4

1.1 City Profile 5-6

1.1.1 Regional Setting and Spatial Growth 6

1.1.2 Climate 7

1.1.3 Linkages and connectivity 7

1.1.4 Demographic Profile 7

1.1.5 Landuse Distribution 9

1.1.6 Road Network in the Urban Core 9

1.1.7 Vehicular Growth Trends 10

1.1.8 Traffic Safety 10

1.1.9 Current Concerns 10

1.1.10 Step Forward 11

2. The Need-Goals and objectives 12

2.1 The need of the city 12

2.2 Goals and Objectives: 12




1. Introduction In urban areas the environmental, economic and social dimensions meet most strongly. Cities are where many environmental problems are concentrated, but they are also economic drivers, the places where business is done and investments are made. The quality of the life of people living in these cities is directly influenced by the state of the urban environment. A high quality urban environment also contributes to GOAL of making the city a more attractive place to work and invest. The attractiveness of the Indian cities will enhance their potential for growth and job creation, and cities are therefore of key importance to implement growth agenda for sustainability and GDP. Urban transport has a direct impact on air, noise, congestion and CO2 emissions and it is fundamental requirement to citizens and business. The adoption and implementation of urban transport plan can reduce the negative impacts and increase the positive impacts. Effective transport planning requires long term vision to plan financial requirements for infrastructure and vehicles, to design incentive schemes to promote high quality of public transport, safe cycling and walking and to coordinate with land-use planning at the appropriate administrative levels. Transport planning should take into account factors like safety and security of citizens, quick access to goods and services, air pollution, noise, greenhouse gas emissions and energy consumption. Therefore Government of Madhya Pradesh has decided to provide a rail based high capacity and high quality i.e. reliable, comfortable Mass transport System in its commercial capital Indore. This project is part of the vision 2018 of GoMP and will contribute towards achievement of the aim of the Smart city, Climate change Mitigation and healthy city. The planned metro rail will provide comfortable, fast and attractive transport system to the people of Indore with its station areas as livable, clean and beautiful places to transit and to meet various people, contributing positively to the environment and improved social life.

The selection of the most suitable transport technology is outcome of inception report of DPR based on multi criteria analysis and have solutions, which can later be upgraded to higher performance. Alignment plays the key role to achieve feasibility and viability as well. With regard to life-cycle-costs and sustainability of the system the availability and competitiveness of spare parts is as important as the option to extend or branch the first MRTS line, using interoperable rolling stock and compatible fixed equipment. To curb investment and operation costs by manifold competition, internationally standardized and interchangeable components are recommended.

The implementation and operation of a modern urban rail system is a complex business, as the system consists of various sophisticated technologies with a huge number of internal and external interfaces. To avoid mistakes and to optimize the total system configuration very experienced experts are required, who have in mind all the interdependencies, risks, opportunities and performances. In our DPR consulting team




several experts are available for rail based MRTS, who are not only experts in special fields of consulting or engineering but also generalists for complete system and its functional & operational requirements.




1.1 City Profile

Indore is a vibrant city known as Commercial capital of Madhya Pradesh.

Indore traces its roots to its 16th century founding as a trading hub between the Deccan and Delhi. The founders of the city were the hereditary Zamindars and indigenous landholders of Malwa. They retained their possessions of royalty, including an elephant, Nishan, Danka and Gadi even after the advent of Holkars. During Mughal rule, the families were granted confirmatory sanads by the Emperors Aurangzeb, Alamgir and Farukhshayar, confirming their 'Jagir' (property) rights. In 1713, Deccan plateau was handed over to Nizam. This renewed the struggle between the Marathas and the Mughals.

From time to time, Maratha invaders kept harassing the people of Malwa. Rao Nandlal Chaudhary being the chief Zamindar, he had an army of 2000 soldiers. Once, while visiting the banks of river Saraswati, Rao Nandlal found a location surrounded by rivers. To protect his people from harassment by Marathas and Mughals, he started moving his people to this place & constructed the fort of Shree Sansthan Bada Rawala. This city was named Indrapur after Lord Indreshwar, and eventually came to be known as Indore.

In 1743 AD, Baji Rao Peshwa finally received the Viceroyalty of Malwa. The Peshwas appointed Malhar Rao Holkar as a "Subhedar". This marked the beginning of Holkars' reign in Malwa. Indore also came under the rule of Maratha Maharajas of the Holkar dynasty. In 1733, the dynasty's founder, Malhar Rao Holkar, was appointed as the Maratha Governor of the region. By the end of his reign, the Holkar state was independent. He was succeeded by his daughter-in-law Ahilyabai Holkar (1767 - 1795). She ruled from a palace-fort at Maheshwar, situated to the south of Indore. AhilyabaiHolkar had a passion for architecture. She used to donate money for the construction of Hindu temples, across the Indian subcontinent. In 1818, the Holkars were defeated by the British, after the defeat in the Battle of Mahidpur, the treaty of Mandsaur was signed. According to which, the Cantonment town of Mhow was handed over to the British. The treaty also declared the shifting of the capital of the Holkar state from Maheshwar to Indore.

In 1947, after India's independence, Indore, along with other princely states, became a part of the Indian state of Madhya Bharat. Indore was elected as the summer capital of the new state. Finally, on November 1, 1956, Madhya Bharat was merged into Madhya Pradesh. Indore served as the capital of the Madhya Bharat from 1950 until 1956.

City’s governance with Indore Municipal Corporation was established in the year 1956.

In 1957 it became home to Madhya Pradesh Stock exchanged which was recognised as regional stock exchange and is India’s third oldest stock exchange.

Indore Development Authority serving Indore Metropolitan Region was established in 1973.

Today Indore is a modern city with its international hotels, high class malls and multiplexes and is further rapidly developing with ultra-modern townships in all its surrounding.




Situated on the southern edge of Malwa Plateauthe Indore city is located 190 km west of the state capital Bhopal. Indore is the largest city of the state of Madhya Pradesh. It serves as the headquarters of both Indore District and Indore Division. Indore is one of the richest cities in central India and also known as "Mini Mumbai" among native people of Indore, due to its lifestyle similarities with Mumbai. It also reflects Mumbai's potpourri of cultures, with significant Marwari, Marathi, North Indians and Sindhi populations. City Government works under the leadership of the Mayor of Indore Municipal Corporation. The city is having highest per capita Income in the state, Indore exerts a significant impact upon commerce, finance, media, art, fashion, research, technology, education, and entertainment and has been described as the commercial capital of the state. As per Census 2011 population of 2,167,447distributed over a land area of 526 Sq.km, Indore is the most densely populated major city in the central province. The Indore Metropolitan Area's population is the state's largest. It is the 14th largest city in India and 147th largest city in the world. Indore's real estate market is among the most expensive in the state. Numerous colleges and universities are located in Indore, including IIM &IIT Indore.

Indore is surrounded by various towns having varied Industrial, Commercial and Administrative activities like Mhow which is an important cantonment town in Indore; it has three of the Indian Army's premier training institutes. The Border Security Force has its Central School of Weapons and Tactics at Indore. A major component of the Indore economy, the Industries in Indore contribute a considerable amount of revenue. The city has emerged as a major industrial centre of the state of Madhya Pradesh. Pithampur near Indore is one of the largest hubs of vehicle and automobile industries in India, other Industrial area of Dewas is also a satellite. Indore is also becoming IT city of the State with major IT companies already setting up. It is also a hub of general and professional education and research.

Many General and Multispecialty hospitals are also serving the people of state form Indore. Nearby tourist and pilgrim attractions like Lord Mahakal in Ujjain and Onkarsehwar attracts people to Indore as tourist destination.

It is served by a very good national road, rail and air network through its International National Airport .Many trains originate from Indore main railway station for destinations all over the country.

The public transport system is served by City Buses, Mini Buses, BRTS, Tata Magics, three wheeler (autos), radio taxi and private rent a cab services.

1.1.1 Regional Setting and Spatial Growth

Indore is located in Malwa plateau region and occupies relatively plain plateau having a very gentle slope towards North. The hinterland of the city is also flat but intermixed with some hillocks like Bijasan, Gadha, Tekri, BhuriTekri, Deoguradia and depressions at Sirpur , Piplyapala and Bilawali tanks. An area of about 4798 sq.km around Indore city has been identified as Indore influence region which includes 7 major urban towns and 946 villages..These satellite towns are dependent on Indore for social and economic activities generating daily work trips between Indore and satellite towns. The towns having a direct impact on the traffic and transport scenario of the City area are




Ujjain at 56 km in the north direction ,Dewas at 35 km in the north east direction ,Mhow at 23 km south of Indore, Dhar 65 km west of Indore, Pithampur at 22km in the south west direction. Indore’s planning area is already spread into 505.25 Sq.Km.

1.1.2 Climate Indore has a borderline humid subtropical climate (Köppen climate classification Cwa) and tropical savanna climate (Aw). Three distinct seasons are observed: summer, monsoon and winter. Summers start in mid-March and can be extremely hot in April and May. The daytime temperatures can touch 42 °C (108 °F) on more than one occasion. Average summer temperatures may go as high as 40 °C (104 °F) but humidity is very low. Winters are moderate and usually dry. Lower temperatures can go as low as 4 °C (39 °F)-6 °C (43 °F) on some nights. Usually the temperature ranges between 8 to 26 °C during winters. Rains are due to southwest monsoons. The typical monsoon season goes from 15 June till mid-September, contributing 32–35 inches of annual rains. 95% of rains occur during monsoon season. Indore gets moderate rainfall of 35 to 38 inches (890 to 970 mm) during July–September due to the southwest monsoon.

1.1.3 Linkages and connectivity

Indore is well connected to other parts of the country by surface and air transport. The city is centrally located in India and connected to Mumbai by NH-3 (Agra- Mumbai), it is also served by NH 59: Indore Dahod , NH 59A : Indore Nagpur, NH 79 : Ratlam via Lebad on NH 59,NH 86: Indore via Dewas on NH 3,SH 27: Ujjain via Sawer,SH 34: Indore to Jhansi.

Indore Junction BG is the main and terminal station connecting it to the rest of the country. Many trains originate in Indore for various major cities of the country including Delhi & Mumbai. The city of Indore has 4 other railway stations which are Lakshmibai Nagar, Saify Nagar, Lokmanya Nagar, Rajendra Nagar.

Indore is served by the Devi Ahilyabai Holkar International Airport (IDR). It is the busiest airport in the state of Madhya Pradesh. Various airlines offer direct flights form Indore to different cities in India but as there are many flights operated for Delhi and Mumbai, the connecting flights for anywhere in the country are available. During the Haj Pilgrimage International flights are also operated.

1.1.4 Demographic Profile

Population

As per the census of the 2011, the population of the Indore Metropolitan area is about 2.291 million and the population of Indore Municipal Area/city which comes under Indore metropolitan area is about 1.92 million. The average annual growth rate of population in Indore Municipal area is 1.97%. For the study Area, the growth rate has been 3.4% during the period 2001 to 2011. In 2001, Indore city had a spread of an area of 130.17 sq.km, with the population of 18.39 lakh resulting in a population density of 12598 persons per sq.km. Whereas, with the population of 19.92 lakh in 2011 and areas remaining same, the density has risen to 15315.4 persons per sq.km. At the planning Area level, as the city has spread and the area has increased from 130




sq.km to 505 sq.km during 2001-2011, the density has dropped from 15315 persons per sq.km to 4534 persons per sq.km during the period. Following table provides the population, division as per gender and the respective literacy rate as per 2011 census.The sex ratio of female to male in Indore Urban Area is919 females per 1000 males. For children (0-6 age), girls were 887 per 1000 boys. The children (0-6 age) population of Indore UA is around 11.72 % of total Indore Urban Area population. Total children in Indore Urban region were 254,108 of which male were 134,644 while remaining 119,464 childs were female. Total literates in Indore city are 1,516,434 of which 827,975 are males while 688,459 are females. Average literacy rate of Indore city is 87.38

percent of which male and female literacy was 91.84 and 82.55 percent. The workforce participation rate (WFPR) was 28.9% in 1991, 30% in 2001 and is observed to be 35% in 2011.Indore Planning Area estimates about 7.45 lakh workers in 2021.

Indore Metropolitan Areas

Ahirkhedi, BangardaBada, BangardaChhota, Bank, Bhangarh, BhicholiHapsi, BhicholiMardana, Hukmakhedi, Indore, Kanadia, Lasudiya Mori, Limbodi, Nipanya, Palda, Piplya Kumar, TalawaliChanda, TigariaBadshah, and TigariaRao

Table shows Population Growth Trends of Indore Municipal Area

year Population Employment

2013 2,294,982 803,244

2018 2,647,623 926,668

2021 2,884,710 1,009,649

2031 3,839,335 1,343,767

2041 5,109,869 1,788,454

Year Population Decadal

Variation

1901 99880

1911 57235 -42.70%

1921 107948 88.60%

1931 147100 36.27%

1941 203695 38.47%

1951 310859 52.61%

1961 359000(55.8 sq.km) 15.49%

1971 572622 59.50%

1981 829000 44.77%

1991 1104000 33.17%

2001 1639000 48.46%

2011 1992535 (130.1 sq.km) 21.57%

2011 2290608 (505.25 sq.km)

(Indore Planning Area) 39.78%

2021* 2785897




1.1.5 Land Use Distribution

As per the Development Plan 1974, Indore consisted of 2,474 Ha of developed area. Master plan 1991 envisaged 12,145 Ha of land area to be developed by the year 1991 but only 13,171 Ha of area was developed the year 2006.In 2021 master plan 34047 Ha is proposed as development as shown below in the table.

Land Use Pattern in Indore (1974-2021)

SR.No.

Use

DevelopedAre

a (1974) Area proposed to

Be Developed (1991)

Developed Area (2006)

Area proposed to be Developed (2021)

Ha % Ha % Ha % Ha %

1. Residential 1194 46.4 5060 41.7 7552 55.8 15795 46.39

2. Commercial 146 5.7 648 5.3 692 4.2 2610 7.66

3. Public & SemiPublic 411 15.9 1417 11.7 1672 12.7 2693 7.91

4. Recreation 113 4.4 1417 11.7 968 7.3 4817 14.15

5. Industrial 316 12.3 1498 12.3 976 7.4 2527 7.43

6. Transportation 394 15.3 2105 17.3 1748 12.6 5605 16.46

Total 2474 100 12145 100 13171 100 34047 100

Figure below shows the Land use distribution in 2006 and proposed in 2021. In the year 2006, the developed area in the City was 13171 hectare and the Master Plan proposed to increase the same to 34,047 Ha by the year 2021 .The absolute increase of 20,876 Ha of area over the period of 15 years indicates the rapid development of the urban area in the City.

Land use distribution for Indore Urban Agglomeration

1.1.6 Road Network in the Urban Core

Indore has a road network consisting of primary, secondary and tertiary roads. The road network within the municipal limits is predominantly on ring radial pattern. Some of the highways pass through the City and form a major part of the primary network. These are NH3 : Agra-Mumbai,NH59 : Indore-Dahod,NH59A : Indore-Nagpur,SH27: Ujjain via Sawer. 60% of the road network has a right of way between 10-30 m ,7 % is less than 10 m another 18 % 30-40 m remaining 15% is 40-60 mwhich indicates the limitation of the carrying capacity of the roads.

Some of the important roads which provide for movements in east- west direction are Mahatma Gandhi, Jawahar Marg, and Subhash Marg. The roads which cater to north- south direction movement are AB road, New Dewas Road, Sanwer Road, Yashwant

56%

4%

13%

7%

7%13%

Land Use Destribution 2006

Residential

Commercial

Public & Semi

PublicRecreation

Industrial

46%

8%8%

14%

7%

17%

Land Use Destribution 2021

Residential

Commercial

Public & Semi

Public

Recreation

Industrial




Niwas road, Sadar Bazar road, RNT Marg, Pathar Godam Marg, Tilak Path and LoharpatiNivas road. other important roads are Maharani Road, Prince Yashwant Road and Bhandari Road. The major corridors in Indore City that services the maximum passenger trips by Public Transit and private vehicles include A.B. Road Corridor (Dewas Naka to Rajendra Nagar) Eastern Ring Road Corridor, M.G. Road, Jawahar Marg, RNTMarg, AB Bypass,Dhar Road, New Dewas Road etc.

1.1.7 Vehicular Growth Trends

The City has been experiencing an explosive growth in number of registered vehicles. The number of Registered vehicles in the City has increased from 5.5 lakh in 2002 to 11.87 lakh in 2010 recording an average growth rate of 9.97 % per annum. There was more than 10 lakh motor vehicle registered in Indore in 2008-2009. 2-wheelers account for around 71.5% and Cars/ Jeeps around 27% of total vehicles registered. The average annual growth rates for two wheelers, three wheelers, car and buses during 2001-2010 were 9.09%, 3.05%, 12.62% and 11.62% respectively.

1.1.8 Traffic Safety

Road safety becomes a cause of prime concern with increasing number of vehicles specially two wheelers. With the increase in number of vehicles on roads, City is also experiencing increase in number of accidents. In the last decade the total number of accidents has increased from 2617 in 2001 to 3473 in 2010. The number of fatalities in the year 2001 was 142. Comparing this figure with total population of 16.39 lakh for the year 2001, the fatality rate comes to be 8.6 people per lakh population. However; this fatality rate has slightly increased to 8.66 in the year 2010.439 persons died in road accidents with severity rate of 7.6 per 100 accidentsin the year 2014, this indicates that serious efforts are needed to be made the transport infrastructure along with traffic management to improve the situation.

1.1.9 Current Concerns 1. The planning area is continuously expanding and outer green fields merging in

the city. 2. Less space available for allocation to roads and especially non-motorized /Pedestrians. 3. Number of vehicles growing rapidly. 4. Low quality of Urban Transport. 5. Increasing accident rate and Lethality due to road accidents. 6. Increase in travel time, emissions and pollutions. 7. Increase in fuel consumption and vehicle operating cost. 8. Increasing Infrastructure maintenance cost. 9. Negative Social Impacts due to unlimited expansion of urban area and unaffordable

increase in the real estate prices everywhere as impact of very high price in the core city because of lacking high quality transport system for creation of uniform quality, environment and demand in all the areas leading to unauthorized constructions and slums on one side and high prices of real estate at even outskirt areas as a result of price comparison to price of the core city.




1.1.10 Step Forward The city needs to implement designs and plans for:

� Good quality Mass transport Systems for reducing the travel time, pollution,

accidents and Increasing the information, availability, safety and security for

Economic Development

� Climate Change Mitigation

� Improving the Quality of the Life and beautification of the City.

� Improving the affordability of the real estate.

� Optimizing the land use for minimising the further inclusion & conversion of

the green fields into built environment of the city for maintaining the rural,

agricultural and forest land in the surroundings.

� The Sustainable Development

All the above steps can be supported by implementation of a rail based mass rapid

transit system.




2. The Need-Goals and objectives

2.1 The need of the city The urban sprawl of Indore planning area is already 505.25 Sq. Km. and the population in the metropolitan area is over 2.3 million which is projected to be over 5.1 million by year 2041.The per capita trip rate is 1.21 for the motorized trips and the accident rates are quite high with about 9 % of them as fatal accidents, 439 persons died in road accidents with severity rate of 7.6 per 100 accidentsin the year 2014,the number of vehicles is further increasing rapidly every year and has already reached about 1.4 million now, the average growth rates for two wheelers and cars is over 10% and 13% respectively. All these above have caused the shortage in the road space for movement & parking of vehicles, space for non-motorized vehicles and Pedestrians. This is also contributing substantially to the increased level of dust, air and noise pollution due to more time spent on the travel time. The increase in road area also needs frequent time to time maintenance for the good ride quality and less wear and tear of the road user vehicles but this maintenance is not always happening due to various factors like fewer funds, climate, traffic, other infrastructure works on the road like laying of cables etc., and other social events. Therefore a High level of high quality Mass transport system is needed for the city of the Indore to attract its people to use clean and sustainable mode of transport to lead a more safe, secure, healthy and high quality of life contributing to maintain the ecosystem of the world by climate change mitigation and sustainable development and by minimize converting further green area into built. 2.2 Goals and Objectives:

The Goal is to offer a rail based Sustainable Urban Transport System, Smart and Healthy City to increase the quality of life and better access to goods, services, creating employment opportunities and sustainable development, climate change mitigation resulting in a livable city environment i.e. health supportive environment with more allocation of road space to people rather than vehicles so as to make people include walk and cycle in their daily routines during course of transit for their healthy life. The aim is to increase the capacity of the existing developed urban land by increasing the infrastructure so that some areas can be freed for green spaces and some redeveloped for better optimum use. The main objective of this project is to provide continuous availability of affordable, reliable, safe, secure and seamless transport system in the urban agglomeration of Indore so as to reduce the accidents, pollution, travel time, energy consumption and anti-social incidents as well as to control urban development and land use for sustainability and regional development.

Executive summary


Rohit Gupta 25.01.2016 Page - 1 Copyright@ Rohit Associates Architects & Engineers Private Limited

Executive Summery

1. General Introduction

Metro systems are very efficient in terms of environment, comfort and ride quality accordingly their energy consumption and maintenance cost is comparatively better justified compared to other similar capacity road based system. The capital investment is comparatively very high but due to large economic benefits in terms of job creation, reduction of air pollution, enhancement of clean environment, Passenger’s time savings and road traffic time savings, avoided lethality costs, last but not least peace of mind with freedom of mobility and connectivity in available, reliable and safe and barrier free environment.

With the next generation of tomorrow’s Metro Concept we have already adopted a smart approach which means light infrastructure that blends with the city in harmony beautifying and creating value of world class level which gives the city a chance to reshape itself to be ready for the next generation of citizens of the connected world.

Due to our modular construction approach with flexibility, interoperability and inter changeability we have substantial control on the capital cost due to the competition , which makes the financial returns also in substantial controllable situation.

The Metro Project at Indore is conceptualised in such a way that it is close to people by large accessibility and coverage which means that opportunity is provided to bring at least 50% of the total trips on public transport by creating a feeling of availability and reliability at all times expecting at least 60% of these trips on Metro.

Looking at the current trends in the Indian market with quick & fast implementation of urban rail systems we have also optimistically proposed to build the total system in seven year time which of course is a challenge in such a high level engineering and financing magnitude. But it seems reasonable from the local conditions and the willingness of the Government to provide state of the art facilities for increasing quality of life to a world class level. Each Phase of the project is planned to be constructed in 4 years’ time but in the phase 1 lot of time has been already lost due to several reasons like elections and code of conduct etc. But the good thing is that we have already got the Madhya Pradesh Metro Rail Company incorporated and the board of director appointed. We have also got the land for Depots and Workshops ready for allocation; the right of way is already informed to the authorities to keep it clear from the utilities etc. The Detail Project report clearly defines the locations and layout of the stations and infrastructure which can be readily used for the quick detail design. The system defined in the DPR is standard and state of the art therefore many suppliers are available in open market competition. With all this hard work and detail planning in the background, we can try to recover the lost time and fulfil the promise of the Government of Madhya Pradesh made to its people regarding its vision 2018 and this project.

The Indore Metro Systems will be designed as ultra-modern state of the art driverless operated Metro systems. Driverless operated trains require and have



specific safety features and equipment on board a train in accordance with customer requirements as they have more (technical) senses than a driver.

The Final Report for the Indore Metro Systems is the basis for further project work, tendering and the various design phases. The Indore Metro Systems is divided into the following volumes:

· Volume 1, Operations Concept with

- Attachment 1 Modeling of Ridership, and - Attachment 2 Environmental Impact Study · Volume 2, Maintenance Concept · Volume 3, Alignment · Volume 4, Civil Engineering

- Attachment 1 Topographical Maps & Utilities, and - Attachment 2 Geotechnical Report

- Volume 5, Financial Support Mechanism and Institutional Setup

2. Indore System description

This is a Metro Rail system based on steel-wheel-technology and use standard gauge tracks of 1435 mm. The system shall be designed for a maximum operational speed of 90 Kph and it consists of 4 lines and stabling lines with one branch line on line 1 and line 3, total 89 stations out of which 75 are elevated, 8 are underground, 6 at grade raised and depot area and workshops. Traction Power will be based on 750 VDC using a third rail as a contact line. The operation of the transit system will be controlled by an automatic train control and bears the functional subsystems for automatic train supervision and driverless train operation. Train movements in normal operating condition shall be carried out in Driverless train operation mode. Following table provides the overview of the alignment and stations.

Total Line Network

Line No / DescriptionLine No / DescriptionLine No / DescriptionLine No / Description Length (KM )Length (KM )Length (KM )Length (KM ) Line Line Line Line 1111 Aurbindo Hospital -Indore By Pass 18.42 Line Line Line Line 1B1B1B1B Aurbindo Hospital -Regional Park 13.57 Line Line Line Line 2222 Dewas Naka -Mhow 28.91 Line Line Line Line 3333 Ring (Bengali Sq. – Palasia-Airport –Vijay Nagar-

Radisson Sq.-Khajrana - Bengali Sq.) 31.46

Line Line Line Line 3S3S3S3S Nanod – Rajwada- Bengali Chauraha-Indore By-Pass 3 15.12 Line Line Line Line 4444 MR 11-Nanda Nagar-Navlakha-Indore Bypass 4 16.95 Total 124.43

Only end to end station’s line distances.



3. Phase wise Implementation Plan

Proportions of 1st Phase of Network (structural)

Line




Grade Total

3 Ring Line : Bengali Sq.-Bhawarsala-

Airport- Palasia-Bengali Sq. 20 4 6 30 19.27 1.97 3.22 7.09 31.55 Total 30 Total 31.55

Proportions of 2nd Phase of Network (structural)

Line

No. Name of Corridor/Line

Total Stations Length in Km


Grade Total Elevated Ramp Underground

At

Grade Total

2 Dewas Naka – Mhow 25 2 0 27 27.21 .500 1.90 0 29.61

3S Nanod - bengali Chauraha- By Pass3 4 0 0 4 3.60 0 0 0 3.60

Total 31 Total 33.2

Proportions of 3rd Phase of Network (structural)

Line




Grade Total 1 Aurbindo Hospital-Indore By Pass 1 14 4 0 18 15.22 .590 3.31 0 19.12

1 B Aurbindo Hospital-Regional Park 3 0 0 3 3.09 .300 .440 0 3.83

4 MR 11-Indore Bypass 4 14 1 0 15 14.66 .550 1.34 0 16.55

Total 36 Total 39.50

4. Phase wise Investment Plan

Phase wise Construction plan Indore Phase

No. Line

No. Description Length in km Cost at

March 2015

Price level (INR CR.)

Completion

cost with

escalations

up to 2021

price level

(INR CR.)

Construction

Starting Year Construction

Completion

Year

1 3 Ring( Bengali Sq.-Palasia-Bada Ganpati-

Airport-Super Corridor –Bharasala -Vijay

Nagar-Raddison-Khajrana –Bengali Sq.) 31.55 6845.61 7522.63 2015-2016 2018-2019

2 2 Devas Naka –Mhow 29.61 5779.26 7000.25 2017-2018 2020-2021 2 3S Nanod-Bengali Chauraha-Indore Bypass 3 3.60 1058.29 1295.22 2017-2018 2020-2021 3 1 Aurbindo Hospital- Indore ByPass1 19.12 4379.14 5563.06 2018-2019 2021-2022 3 1B Aurbindo Hospital-Regional Park 3.83 1047.97 1341.86 2018-2019 2021-2022 3 4 MR11-Teen Imli-Indore Bypass 2 16.55 3170.46 4039.20 2018-2019 2021-2022

Total

104.25 22280.74 26762.21



5. Transport Demand & Capacity

a. Peak Hour Ridership

Peak Hour 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054 Line Description Total Board Max

Volume Total Board Max




Volume 1A SRI ARBINDO HOSP-IND pass/h 14,501 5,687 19,300 7,569 25,687 10,073 37,721 14,793

1B SRI ARBINDO HOSP-REG pass/h 18,125 7,637 24,123 10,164 32,106 13,527 47,148 19,865

2 DEWAS NAKA-MHOW pass/h 23,086 7,575 30,725 10,082 40,893 13,418 60,051 19,705

3 Ring Line pass/h 21,403 7,384 27,559 9,813 36,679 13,060 48,817 17,382 71,688 25,526

3S INDORE BYPASS 3-PALA pass/h 15,538 5,304 20,680 7,059 27,524 9,395 40,419 13,796

4 MR 9-INDORE BYPASS 4 pass/h 9,525 3,816 12,678 5,079 16,873 6,760 24,778 9,927

Max: pass/h 7,384 9,813 13,060 17,382 25,526

Sum: pass/h 21,403 1,08,335 1,44,185 1,91,900 2,81,805

b. Passengers & Pass.Km Per day

Total Day 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054 Line Description Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km

1A SRI ARBINDO HOSP-IND 1,81,266 11,09,724 2,41,251 14,76,960 3,21,088 19,65,724 4,71,517 28,86,665

1B SRI ARBINDO HOSP-REG 2,26,563 11,22,453 3,01,538 14,93,901 4,01,325 19,88,271 5,89,346 29,19,776

2 DEWAS NAKA-MHOW 2,88,570 18,84,590 3,84,065 25,08,249 5,11,163 33,38,293 7,50,642 49,02,283

3 Ring Line 3,16,175 21,27,197 3,44,488 23,17,682 4,58,487 30,84,663 6,10,213 41,05,456 8,96,097 60,28,863

3S INDORE BYPASS 3-PALA 1,94,229 9,77,094 2,58,504 13,00,440 3,44,050 17,30,789 5,05,237 25,41,663

4 MR 9-INDORE BYPASS 4 1,19,068 6,23,603 1,58,471 8,29,969 2,10,913 11,04,628 3,09,725 16,22,145

Sum: 3,16,175 21,27,197 13,54,183 80,35,147 18,02,317 1,06,94,182 23,98,750 1,42,33,160 35,22,564 2,09,01,395

c. Number of Vehicles

Peak Hour 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054 Line Length Time No. veh vehicle No. veh vehicle No. veh vehicle No. veh vehicle No. veh vehicle

1A 36.84 65.2 14 14 3-car-train 14 3-car-train 14 3-car-train 14 six-car-train 1B 27.14 48 11 11 3-car-train 11 six-car-train 11 six-car-train 14 six-car-train 2 57.82 103 22 22 3-car-train 22 six-car-train 22 six-car-train 27 six-car-train 3 62.92 107 22 3-car-train 22 3-car-train 22 six-car-train 22 six-car-train 31 six-car-train 3S 30.24 57.2 13 13 3-car-train 13 3-car-train 13 3-car-train 13 six-car-train 4 33.9 65.8 14 14 3-car-train 14 3-car-train 14 3-car-train 14 six-car-train 248.86

6. Stations and Ticketing :

The stations are conceptualized keeping the barrier free environment for specially abled people and for the maximum safety of the users with people friendly environment. Elevators and Escalators are provided for the smooth service as the environment in Indore also requires the same. The station will have paid and unpaid area in the concourse. The entry to paid area of the concourse will be from the flap gates. The ticketing system will be automatic fare control system with minimum two ticket office machine facility, two Ticket Vending machines, 2 Excess fare office,4 add value machine and ticket readers. For comfort and service criteria 2 flap gates for entry and exit are provided on each side i.e. two access of paid area of the concourse. The system will have option to integrate its fare with the other modes of the city in future to create seamless travel.



7. Economical internal rate of the return :

The economic evaluation provides overall picture of the contribution of the Metro to broadly defined social objectives. The economic appraisal has been carried out by employing social cost benefit approach. The scenario is provided by the EIRR (economic internal rate of return) which is a common methodology for the overall economic performance measurement.

a. Quantified Benefits

Indore all phases-Full network: Benefit Stream For 30 /40 Year

From To Annual Time Cost Saved by Metro Passengers in Cr. Rs.

Annual Fuel Cost Saved by Metro Passengers in Cr. Rs.

Annual Vehicle Operating Cost Saved saved by Metro Passengers in Cr. Rs.

Emission Saving Cost in Cr. Rs. Accident Cost in Cr. Rs.

Annual Fuel Cost Saved by Road Passengers in Cr. Rs.

Annual Time Cost Saved by Road Passengers in Cr. Rs.

Annual Infra Structure Maintenance Cost in Cr. Rs. Employemnt

benefits in Cr. Rs. Total Benefits without Discount in Cr. Rs.

2015 2045 32,632.0 10,924.2 8,635.5 20,331.4 6,717.5 5,462.1 16,316.0 10,085.4 5,356.2 1,11,951.7 2015 2055

53,728.4 17,965.0 14,201.2 33,435.2 11,047.1 8,982.5 26,864.2 10,085.4 5,427.4 1,81,736.3

8. EIRR

Project Horizon 30 years: 22.87 % (All Phases) Project Horizon 30 years: 19.42 % (Phase 1) Project Horizon 40 years: 23.31 % (All Phases) Project Horizon 40 years: 19.67% (Phase 1)

9. Financial internal rate of the return

The financial evaluation is done from the viewpoint of the operator taking into account only actual financial revenue he receives and actual financial costs he has to pay for. The calculation is done according to the rationale of an investor who spends money to get a return. As opposed to the economic evaluation contributions of the Metro to broadly defined social objectives are not included. The financial evaluation is confined to the financial outcome for the operator, here the Government or PPP partner. This outcome can be reflected by the NPV (Net Present Value) and/or the FIRR (Financial Internal Rate of Return), both of which are the common indicators for the financial performance of an investment.

Result of Financial appraisal base on the cost including all taxes.

FIRR

Project Horizon 30 years: 8.72 % (All Phases) Project Horizon 30 years: 8.17 % (Phase 1) Project Horizon 40 years: 11.55 % (All Phases) Project Horizon 40 years: 10.92 % (Phase 1)



10. Implementation Agency:

Based on the Interim report of DPR Madhya Pradesh Metro Rail Company is incorporated which will act as a special purpose vehicle of the Government of Madhya Pradesh. This company is flexible to form other shareholding patterns like Equity from Government of India.

This company is also open to implement the project on PPP or Self Implementation by giving cash contracts /EPC/Turnkey and availing loans etc.

DE

PO

T

LINE 1

LINE 2

LINE 4

LINE 3S

LINE 3

LINE 2

LINE 1A

LINE 1B

LINE 4

CH 0 + 000.000

CH 6 + 900.000

CH 7 + 200.000

CH

10 + 510.000 CH

10

+ 80

0.00

0

CH 10 + 170.000

CH 10 + 610.000

CH 10 + 910.000

CH 0 + 000.000

CH

9

+ 78

0.00

0

CH

10

+ 01

0.00

0

CH

11 + 91 0.0 00

CH

12

+ 18

0 .0 0

0

CH 0 + 000.000

CH

4

+ 95

0.00

0

CH

5

+ 23

0.00

0

CH 6 + 570.000

CH 6 + 840.000

CH 0 + 000.000

CH

3 + 680.000

CH

6 + 294.748

CH

6 + 574.748

CH

9 + 7 91.8 41 CH

10

+ 06

1.8 4

1

CH

12

+ 55

1.85

2

CH

12

+ 73

1.85

2

CH

12

+ 97

1.85

2

CH

13

+ 12

1.85

2

CH 15 + 081.852

CH 15 + 361.852

CH 21 + 151.851

CH 21 + 361.851

CH 2

3 + 7

91.851

CH 2

4 + 0

21.851

CH 2

5 +

081.

851

CH 2

5 + 451.851

SRI ARBINDO HOSPITAL

BHAWARSALA SQUARE

SANWER INDUSTRIAL AREA

GANESH SHAM COLONY

BANGANGA

LAXMIBAI NAGAR SQUARE

MARI MATA SQUARE

IMLI BAZAR CHOWK

INDORE ICCHAPUR RAILCROSSING

TOWER SQUARE

BHAWARKUAN SQUARE

HOLKAR UNIVERSITY / IT PARK

RANI BAGH

LIMBODI

RALAMANDAL

INDORE BYPASS 1

CENTRAL EXCISE

CHOITHRAM

REGIONAL PARK

DEWAS NAKA

NIRANJANPUR CIRCLE

ARANYA NAGAR

IDA PARK

VIJAY NAGAR SQUARE

BHAMORI

PATNI PURA / ST JOSEPH CHURCH

MALWA MILL SQUARE

RAJ KUMAR BRIDGE

JUNI INDORECOLLECTORATE OFFICE

MHOW NAKA

DUSSHERA MAIDAN

ANNAPURAN TEMPLE

NARMADA PUBLIC SCHOOL / RING ROAD

RAJENDERA NAGAR

RETI MANDI

IPS ACADEMY

SHRAMIK COLONY

INDORE BYPASS 2

PIGDAMBAR

UMARIYA

MAA VAISHNOVDEVI HOSTEL

HARANYAKHERI / IIT INDORE

CHINAR RESIDENCY

MHOW

HIGH COURT / HOTEL RESIDENCY

INDORE RAILWAY STATION

RAJWADA PALACE

MAULANA AZAD MARG

BADA GANPATI

RAMCHANDRA NAGAR SQUARE

KALANI NAGAR

BSF

AIRPORT

GHANDI NAGAR / NANOD

SUPER CORRIDOR 6

SUPER CORRIDOR 5

SUPER CORRIDOR 4

SUPER CORRIDOR 3

SUPER CORRIDOR 2

SUPER CORRIDOR 1

MR 10 ROAD

ISBT / MR 10 FLYOVER

HIRA NAGAR

BAPAT SQUARE

MEGHDHOOT GARDEN

RADISON SQUARE

MUMTAJ BAG COLONY

INDORE BYPASS 3

SANCHAR NAGAR

VAIBHAV NAGAR

BENGALI SQUARE

PATRAKAR COLONY

PALASIA SQUARE

MR 9

CONVENTION CENTER

CHANDRAGUPTA SQARE

SUKLIYA

NANDA NAGAR MAIN ROAD

MAZDOOR MAIDAN

CHHAVNI

SRI AGRASEN MAHARAJ CHOWK

NAVLAKHA BUS STATION

TEEN IMLIBABUL NAGAR MUSAKHEDI

INDORE BYPASS 4

LAHIYA COLONY

MUMTAJ BAG COLONY

4+00

0

5+00

0

6+00

0

7+00

0

8+00

0

9+00

0

10+0

00

11+0

00

12+

00013

+00

0

14+000

15+000

16+000

17+000

18+000

19+000

20+000

21+000

22+000

23+000

24+000

25+000

26+000

27+000

28+000

29+000 30+

000 31+000

32+000

33+000

34+000

35+

000

DRN.BY

NETWORK

NAME & ADRESS OF CONSULTANT

Rohit Associates Architects & Engineers Pvt. Ltd.

ISO 9001 : 2008 Certified CompanyB/912,Dhamji Shamji Corporate Square, Behind Everest Garden,Link Road, Ghatkopar (E), Mumbai-400077Tel: 022-25005224, 022-25005223Fax: 022-25005223

DESCRIPTION OF PROJECT

INDORE METRO:

LAYOUT PHASE 1

DATE

SCALECHK BY 1:50000

01-06-2015MW DRG.NO. REV.NO a

CLIENT

Government of Madhya Pradesh

Urban Administration & Development Department

Madhya Pradesh Metro Rail Company Limited

SHEET NO. 00117-06-2015DATERG

ELEVATED

LEGEND

AT GRADE / CUT

UNDERGROUND

RAMP

IDR_Network_PH_1_V1a_160224_MW

Documents

INDORE (MRTS) METRO SYSTEM PPR 2016 PRELIMINARY PROJECT ... INDORE.pdf · preliminary project report (ppr) ... proforma for preparation of prelimainary project report for bilateral