FORMULATION OF DETAILED PROJECT REPORT –Chennai Metro Rail Project

Submitted By :Ashish KumarNeeraj KumarParag Chaubey

STAGES OF PLANNING

CONSTRUCTION STAGE INVESTMENT DECISION STATUTORY CLEARANCES

EVALUATION & APPRAISAL ENVIRONMENTAL TECHNO ECONOMIC

COST ESTIMATE FEASIBILITY REPORT/ OTHER INPUTS DETAILED PROJ REPORT CIVIL, MECH, ELECT & C&I INPUTS

BASIC ENGG SITE SPECIFIC STUDIES/INVESTIGATIONS

PROJECT SITE SELECTION/PRE-FEASIBILITY STUDIES FEASIBLITY RECONNAISSANCE

Basic Components

• Tie-up of Basic Inputs• Conduct Site Specific Studies/

Investigations• Basic Engg./System Finalization• Technical Inputs • Inputs other than Technical• Clearances / Commitment• Financing Plan• Cost Estimates

Basic Inputs - Land

• Based on draft master plan 2026 (as per CMDA)

• Total land requirement (permanent) = approx 49 Ha

• Project so designed so as to minimize private land acquisition

Total Land Requirement

Ownership

Corridor 1 Corridor 2

TotalStations Running

Maintenance

DepotStations Running

Maintenance

Depot

Vacant State Govt land 1.14 0.53 3.47 0.10 20.98 26.22

Other Govt Land 4.34 1.68 3.88 0.38 10.28

Private 2.17 0.00 4.10 2.37 3.94 12.58

TOTAL 7.65 2.21 4.10 9.72 4.42 20.98 49.08

Basic Inputs - Power

• Required for running of trains, station services and other O & M activities.

• Determined by peak hour demand of traction system and auxiliary applications.

Power Demand Assessment (MVA)

CorridorYear

2014 2016 2026

Corridor - 1Traction 10.3 13.2 18.9Auxiliary 31.4 32.1 39.7

Total 41.7 45.3 58.6

Corridor - 2Traction 10.4 15.0 21.7Auxiliary 7.2 8.6 10.1

Total 17.6 23.6 31.8

TOTAL 59.3 68.9 90.4

Sources of Power SupplyCorridor Grid Sub-

station (with i/p voltage)

Location of RSS of Metro Authority

Approx Length of Cables

Corridor - 1 GMR Vasavi(230/110 kV)

Jail Complex(110/33 kV)

2km. 110 kV(Double Circuit Cables)

Guindy Grid Sub-station(230/110 kV)

Adiyar(110/33 kV)

2km. 110 kV(Double Circuit Cables)

Corridor - 2 Koyambedu Grid Sub-station(230/110 kV)

Koyambedu Depot(110/33 kV)

1km. 110 kV(Double Circuit Cables)

Site Specific StudyNeed for project

• Fourth largest city.• Population = 80 lakhs.• Population density = 6,482 /sq km.• 110 lakh trips.• Low per capita income (Rs 1,760 / month in

2005).• 65% population come under EWS.

Site Specific StudyNeed for project

• Study of 1992 shows Volume/capacity ratio on more than 1 in peak hours for 33.8 % of total road length.

• Congested roads.• Poor geometrics of roads in older areas.• Missing link has put pressure on radial

network.• Selection of Corridors based on previous

studies.

Site Specific StudyTraffic Forecast

• Based on land use planning and detailed surveys.

• Growth rate of traffic demand = 5.2 %.• Growth in sub-urban rail system 2006-07 = 23 % 2007-08 = 12 %

Site Specific StudyTransport Demand

Year Corridors Daily Passenger

Length (km)

Pass-km Pass km/km (lakh)

2011

Corr-1 318532 22.5 2632748 1.2

Corr-2 254144 21.3 2137984 1.0

Total 572676 43.8 4770732 1.1

2016

Corr-1 403169 22.5 3280363 1.5

Corr-2 353297 21.3 2866624 1.3

Total 756466 43.8 6146987 1.4

2016

Corr-1 542444 22.5 4575592 2.0

Corr-2 521605 21.3 4323905 2.0

Total 1064048 43.8 8899496 2.0

Site Specific StudyExisting Infrastructure

• Rail Network

System FinalizationTrack

• Standard Gauge (1435mm) for the following reasons :

a. Intensive usageb.Long lastingc. Minimum maintenanced.Safety, reliability and comforte.Minimum noise and vibrations.

System FinalizationTraction System

• 750 V DC third rail for the following reasons :

a. Height of metro structures including train heights need to be restricted to 12 mtr.

b.25 kV AC traction system with overhead wires provides cluttered looks to system.

System FinalizationSignaling & Train Control

• ‘Distance to go’ Automatic Train Protection and Automatic Train Supervision

To provide capacity optimizationProvide best services to public.

System FinalizationTelecommunication

• Backbone for communication

SignalingSCADA, AFCOperational & Administrative requirementsPassenger Information SystemCrisis Management during emergencies

System FinalizationAutomatic fare Collection

• To handle large number of passengersEfficient and Proper Ticket issue & fare collectionSimple & easy to operateEasy accounting Less manpower requirementAmenable for quick fare changesCheaper in long runPrevent leakage of revenue Less cost of recyclable tickets

System FinalizationRolling Stock

• Same as used in DMRC for the following reasons:

Proven ReliabilityPassenger Safety FeatureEnergy Efficiency Low Life Cycle Cost Light WeightHigh rate of acceleration and deceleration

Rail Network

• Line Map• Schematic Map

Technical Inputs• Civil Engineering

• Description of Alignment Corridor 1

Breakup of Alignment lengthTotal Elevated length = 8.785kmTotal Underground length = 14.300kmTotal Alignment length = 23.085km

Corridor 2Break-up of alignment lengthAlignment length is 22.000 km from dead end to dead end

Technical Inputs• GEOTECHNICAL INVESTIGATION

A total of 75 Boreholes were carried out along the corridors. Archeans rock, found in the peninsular region are generally composed of granite and

Gneisses of Peninsular Gneissic Complex, composition of duke is mainly Doleritic whereas sedimentary formations are mainly of shale and sand stone with or without fossiliferous beds.

• UTILITY DIVERSIONFollowing engineering items have been studied and described in this chapter:

Existing utilities and planning for their diversion during construction, if necessary. Land acquisition necessary for the project both on permanent basis as well as

temporary, including its break up between Government and private ownership.

Details of utility provided in the report are based on information provided by utility agencies and need to be physically verified before taking up construction work.

Technical Inputs• POWER SUPPLY SYSTEM

Broad estimation of auxiliary and traction power demand is made based on the following assumptions:-

I. Specific energy consumption of rolling stock – 70KWh/1000 GTKMII. Regeneration by rolling stock – 20%.III. Elevated/at –grade station load – initially 200KW, which will increase to 300 KW

inclusive of Property Development loads in the year 2026.IV. Underground Station load – initially 2000 kW, which will increase to 2500 kW in the year

2026.V. Depot auxiliary load – initially 2000KW, which will increase to 2500 KW in the year 2026.

• SCADA SYSTEMI. The entire system of power supply (receiving, traction & auxiliary supply) shall be

monitored and controlled from a centralized Operation Control Centre (OCC) through SCADA system. Modern SCADA system with intelligent remote terminal units (RTUs) shall be provided. Optical fibre provided for telecommunications will be used as communication carrier for SCADA system

Inputs Other Than Technical

• Maintenance Depots: Two depots are proposed in phase-I. The Koyambedu Depot-cum-Workshop

will be the main depot and located on corridor 2. the second depot is at Minambakkam on corridor 1 for stabling & inspection.

• Train Operation Plan: Salient Features of the proposed trains operation plan are : 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 assumed as 34 Kmph.

Inputs Other Than Technical

Total 184 coaches (92 coaches for Corridor 1 & 92 coaches for Corridor 2) arerequired in the year 2011.

Clearances and Commitments• Implementing a metro project in a congested metropolis is indeed a challenge. • In sheer size, magnitude and technical complexity there are no parallels to metro• projects. Further, these projects are to be carried out in difficult urban

environment without dislocating city life, while at the same time preserving the environment.

• The project involves integration of a number of complex technical systems – some of these technologies used in these systems are totally new to the country – each one of which is a major project by itself.

• Interfacing various system contracts is a difficult and highly skilled exercise. • Side by side, timely and adequate funds have to be assured for implementation

and lands, without encumbrances, have to be taken possession of in time.• Clearances from the local authorities have to be taken permission to cut trees,

diversion of utilities, management of road traffic, etc., all of which will call for an efficient and competent project implementing agency.

• Eg. Land Use Policy etc.

Approvals

Government of Tamil Nadu have approved in principle the two initial corridors on 7-11-2007

Government of India have approved the Chennai Metro Rail project on 28-1-2009.

Cost Estimates

• Capital costs workout at March 2007 price level as described hereunder

Corridor 1 Rs. 5,997 Crores Corridor 2 Rs. 5,106 Crores

(Note: Under the ‘Fully Underground’ considered at one stage as per StateGovt.’s request, the cost of Corridor I was Rs. 7408 crores and Corridor II wasRs. 7978 crores which was considered unviable.)Costs are excluding taxes and duties, but including general charges @ 5% on all items except land and 3% contingencies on all items.

Year Wise InvestmentFigs in Rs. Cr

FY Without Taxes & Duties With Central Taxes Only2008-09 533 5702009-10 2971 32792010-11 3080 34842011-12 2705 30962012-13 1544 17672013-14 1621 18532014-15 613 701

Total 13067 14750The staff is assumed to be provided @ 45 persons per kilometre. The escalationfactor used for staff costs is 6% per annum to provide for both escalation andgrowth in salaries.The cost of other expenses is based on the O & M unit cost expected for theDelhi Metro Phase-1 project. The rate of electricity assumed in the Delhi Metrostudy is about Rs. 2.30 per unit whereas at present in Chennai the applicablerate is Rs. 3.00 per unit. The latter has been used for all calculations. The O&Mcost (excluding staff cost) has been obtained by providing an escalation of 5%per annum.

Financing Plan• Funding Patter based on SPV model is selected as represented below:

• This project which is termed as a social project is implemented and operated under a SPV owned by Government of Tamil Nadu (GOTN) and Government of India (GOI)

Revenues• The Revenue for Chennai metro mainly consists of fare box collection and other

incomes from property development, advertisement, parking etc.

• The growth rate for traffic is assumed at 5.2% per annum• The trip distribution has been worked out by considering average lead of 8.33 KM and with an assumption that maximum lead is 30 KM, The graphic presentation of the same is placed below.

Year Corr 1&2 Trips Per Day (In lakhs)2013-14 6.662016-17 7.752026-27 12.87

Fare Structure• The metro fare obtained by multiplying the bus fare by 2 times has been rounded

off to the nearest rupee.

• Other Sources of revenue: Development of Property Leasing of Parking Right at the station Advertisements on viaducts and many more……

References

• www.chennaimetrorail.gov.in• www.cmdachennai.gov.in• Japan International Co-operation Agency –

www.jicago.jp• International Association of Public Transport –

www.uitp.org/regions/Asia-Pacific/activities.cfm• www.uitp.org/Public-Transport/metro/index.cfm