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Study on Economic Partnership Projects
in Developing Countries in FY2014
PRELIMINARY STUDY ON THE DELHI-UTTAR
PRADESH CONSOLIDATED RAILWAY PROJECT FOR
DADRI NOIDA GHAZIABAD INVESTMENT REGION
Final Report
February 2015
Prepared for:
Ministry of Economy, Trade and Industry
Ernst & Young ShinNihon LLC
Japan External Trade Organization
Prepared by:
Tonichi Engineering Consultants, Inc.
Nihon Sekkei Inc.
Metro Development Co., Ltd.
TOSTEMS, Inc.
Reproduction Prohibited
Preface
This report summarizes outputs from “The Study on Railway Project between Delhi and Uttar
Pradesh” an Economic Partnership project in developing countries in FY2014 entrusted to Tonichi
Engineering Consultants, Inc., TOSTEMS Inc., Metro Development Co., Ltd., NIHON SEKKEI,
INC., in association with The Japan Research Institute, Limited by “The Ministry of Economy, Trade
and Industry”.
This “The Study on Railway Project between Delhi and Uttar Pradesh” is to focus on Delhi city,
National Capital, and its adjoining Greater Noida in Uttar Pradesh, and to study the feasibility of
railway route which connects between Greater Noida district and Indira Gandhi International Airport
(total length around 60 km) .
We hope this report help in implementing the Project and to be a reference for officials of our
country as well.
Finally, we wish to express our sincere appreciation to JETRO Delhi office, JICA, Embassy of Japan
in India, and officials of Indian organization concerned with this project for the close cooperation
and assistance extended to the Study Team. We shall pray for realization of the project.
February, 2015
Tonichi Engineering Consultants, Inc.
TOSTEMS Inc.,
Metro Development Co., Ltd.
NIHON SEKKEI, INC.
The Japan Research Institute, Limited (in association)
【Project Map】
Source: Study Team
List of Abbreviation
Abbreviation Official Name
AC Alternate Current
ADB Asian Development Bank
ATACS Advanced Train Administration and Communications System
ATC Automatic Train Control
ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Supervision
B/C Benefit/Cost
BOT Build-Operate-Transfer
CBD Central Business District
CCTV Closed-Circuit Television
CDM Clean Development Mechanism
CTC Centralized Traffic Control
DC Direct Current
DED Detailed Engineering Design
DFC Dedicated Freight Corridor
DMIC Delhi Mumbai Industrial Corridor
DMICDC Delhi Mumbai Industrial Corridor Development Corporation Limited
DMRC Delhi Metro Rail Corporation Ltd.
DSCR Debt Service Coverage Ratio
ECC Environmental Compliance Certificate
ECP Environmentally Critical Projects
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EIS Environmental Impact Statement
EMP Environmental Management Plan
EN European Norm
EO Executive Order
EPABX Electronic Private Automatic Branch Exchange
FIRR Financial Internal Rate of Return
FL Formation Level
FOB Free on Board
FOTL Fiber Optic Transmission Line
FS Feasibility Study
GDP Gross Domestic Product
GL Grand Level
GOI Government of India
GOJ Government of Japan
H.W.L High Water Level
HCP Hollow Core Plank
HGC Home Guarantee Corporation
HOV High Occupancy Vehicle
IGIA Indira Gandhi International Airport
IMF International Monetary Fund
IR Indian Railways
IRR Internal Rate of Return
ISO International Organization for Standardization
JBIC Japan Bank for International Cooperation
JETRO Japan External Trade Organization
JICA Japan International Cooperation Agency
LCC Life Cycle Cost
LCX Leaky Coaxial Cable
METI Ministry of Economy, Trade and Industry
MLIT Ministry of Land, Infrastructure, Transport and Tourism
MOF Ministry of Finance
MOU Memorandum of Understanding
MOUD Ministry of Urban Development
MRTS Mass Rapid Transit System
NCR National Capital Region
NPV Net Present Value
O&M Operation and Maintenance
OCC Operation Control Center
OCS Overhead Contact System
OD Origin-Destination
ODA Official Development Assistance
OEM Original Equipment Manufacturer
PABX Private Automatic Branch exchange
PC Pre-stressed Concrete
PCU Passenger Car Unit
PFI Private Finance Initiative
PPHPD Passengers per hour per direction
PPP Public-Private Partnership
RAP Resettlement Action Plan
RC Reinforced Concrete
RDSO Research, Designs and Standards Organization
ROB Road Over Bridge
ROW Right of Way
RSS Rectifier Substations
SCADA Supervisory Control and Data Acquisition
SPV Special Purpose Vehicle
SS Substation
STEP Special Terms for Economic Partnership
TDM Traffic Demand Management
TMP Traffic Management Plan
TSP Total Suspended Particulate
TTC Travel Time Cost
UIC Union Internationale des Chemins de fer (International Union of Railways)
UPS Uninterruptible Power Supply
VCR Vehicle Capacity Ratio
VGF Viability Gap Funding
VOC Vehicle Operating Costs
VVVF Variable Voltage Variable Frequency (adjustable voltage adjustable frequency)
WACC Weighted Average Cost of Capital
WB World Bank
Table of Contents
Preface
Project Map
List of Abbreviations
Table of Contents
Executive Summary
(1) Background and Necessity of the Project ..................................................................... S-1
(2) Basic Consideration for the Project Configuration ....................................................... S-1
(3) Outline of the Project ...................................................................................................... S-2
(4) Project Implementation Schedule ................................................................................. S-4
(5) Viability of Yen Credit Application and Implementation ............................................ S-5
(6) Technical Advantage of Japanese Company ................................................................ S-5
(7) Project Location Map ................................................................................................... S-6
Chapter 1 Overview of the Host Country and Sector
1.1 Socio-Economic Features .........................................................................................1-1
1.1.1 Outline of Economic Growth in India ................................................................1-1
1.1.2 Trend of Population Growth ..............................................................................1-1
1.1.3 Increase of Urban Population .............................................................................1-2
1.2 Overview of the Target Sector in the Host Country ..................................................1-3
1.2.1 Existing Urban Traffic Situation in NCR-Delhi ................................................1-3
1.2.2 Delhi Metro Network .........................................................................................1-3
1.3 Present Condition of the Project Area .......................................................................1-6
1.3.1 General ...............................................................................................................1-6
1.3.2 Meteorological Condition ..................................................................................1-6
1.3.3 Development Plan regarding Project Area .........................................................1-7
Chapter 2 Study Methodology
2.1 Scope of the Study ....................................................................................................2-1
2.2 Study Methodology and Structure ............................................................................2-3
2.2.1 Team Members ......................................................................................................2-3
2.2.2 Counterpart Agencies ............................................................................................2-3
2.3 Study Schedule ..........................................................................................................2-3
2.3.1 Study Schedule ......................................................................................................2-3
2.3.2 Major Interviewee ..................................................................................................2-4
Chapter 3 Justification, Objectives and Technical Feasibility of Project
3.1 Background and Rationality of the Project ................................................................3-1
3.1.1 Background of Project .........................................................................................3-1
3.1.2 Necessity of the Project .......................................................................................3-3
3.2 Demand Forecast ........................................................................................................3-4
3.2.1 Presupposition for Demand Forecast .................................................................3-4
3.2.2 Result of Demand Forecast .............................................................................. 3-12
3.3 Outline of the Project Plan ......................................................................................... 3-21
3.3.1 Route Plan .......................................................................................................... 3-21
3.3.2 Civil Structure Plan .......................................................................................... 3-37
3.3.3 Train Operation Plan .......................................................................................... 3-44
3.4 Traffic Node Development Program .......................................................................... 3-55
3.4.1 Flow of the Analysis .......................................................................................... 3-55
3.4.2 Present Situation and Problems at the Traffic Node in India ........................... 3-55
3.4.3 Development of Station Square: Japanese Case ................................................ 3-58
3.4.4 Significance of “Traffic Core” ........................................................................... 3-61
3.4.5 Selection of Node Station ................................................................................ 3-62
3.4.6 Development Policy ........................................................................................... 3-63
3.4.7 Implementation towards the Achievement ........................................................ 3-65
Chapter 4 Evaluation of Environmental and Social Impacts
4.1 Current Status Analysis of Environmental and Social Aspects ................................4-1
4.1.1 Current status of natural environment ................................................................4-1
4.1.2 Future Predictions (If Project is NOT Implemented) .........................................4-4
4.2 Effects of Environmental Improvement Resulting from Project Implementation ........4-6
4.2.1 Reduction of Carbon Dioxide Emissions ...........................................................4-6
4.2.2 Applicability of Clean Development mechanism (CDM) .................................4-8
4.3 Effects on Environmental and Social Aspects Resulting from Project Implementation
.....................................................................................................................................4-9
4.3.1 Identification of Environmental and Social Effects ...........................................4-9
4.3.2 Comparative Investigation of Other Options with Smaller Effect
on Environmental and Social Aspects ......................................................................... 4-16
4.3.3 Important Points for Environmental Aspects related to Implementation
of a Railway System Project ........................................................................................ 4-17
4.4 Host Country Environmental and Social Consideration Related Regulations ........ 4-17
4.4.1 Environmental Administration Organizations ................................................. 4-17
4.4.2 Environmental and Social Consideration Related Regulations ....................... 4-18
4.4.3 Procedures for Environmental Impact Assessment System Implementation ..... 4-19
4.5 Items the Relevant Country (Implementing Organization, Other Organizations)Must
Accomplish in order to Realize Project ................................................................. 4-22
Chapter 5 Financial and Economic Evaluation
5.1 Estimation of Construction Cost ...............................................................................5-1
5.1.1 Premises .............................................................................................................5-1
5.1.2 Outline of the Construction Cost .......................................................................5-1
5.1.3 Construction Cost ..............................................................................................5-4
5.2 Overview on Preliminary Economic, Financial Analysis .........................................5-7
5.2.1 Outline of Financial Analysis Result .................................................................5-7
5.2.2 Outline of Economic Analysis Result .............................................................. 5-10
5.3 Financial Evaluation of the Real Estate Development Project ................................ 5-14
5.3.1 Estimates of Total Project Costs ...................................................................... 5-14
5.3.2 Result of Integration of Project Cost ................................................................. 5-14
5.3.3 Result of Financial Evaluation ........................................................................... 5-16
5.3.4 Local Companies’ Stance to the Real Estate Development ............................... 5-17
Chapter 6 Planned Project Schedule
6.1 Details of Implementation Schedule .........................................................................6-1
Chapter 7 Enforcement Ability of Agencies in the Country
7.1 Overview of the Related Agencies ............................................................................7-1
7.2 Enforcement Ability of Related Agencies of the Project ........................................7-2
Chapter 8 Technical Advantages of Japanese Company
8.1 International Competitive Power of Japanese Company for the Target Project and
Possibility to Get Orders ..........................................................................................8-1
8.2 Major Expecting Product and Services from Japan and Amount .............................8-3
8.3 Measures to Promote Orders for Japanese Company ................................................8-4
S-1
【Executive Summary】
(1) Background and Necessity of the Project
This railway project for Uttar Pradesh state, so called “High speed rail connectivity to Dadri-
NOIDA- Ghaziabad Investment Region” was proposed as one of 19 platform projects supporting
DMIC (Delhi Mumbai Industrial Corridor) agreed between GOJ and GOI in November 2012.
Regarding the project, Japanese side also highlighted that transport infrastructure/urban development
project is considered to be important sector, and the presence of Japanese industry for these sectors
has enhanced industrial competitiveness as growth strategy of “Abenomics”. At the same time, it is
expected that JICA will apply its yen credit scheme to VGF funding and MLIT (Ministry of Land,
Infrastructure and transportation) will establish a new agency to support overseas transport and
urban development projects. While this project assumes train operation connected with a Delhi
metro line, it is considered that the thru train operation is effective measure to eliminate passenger’s
transfer time when passengers change trains at the interchange station. In this regard, possibility of
packaged procurement scheme, in which the specification of facilities & equipment is integrated
with thru train operation, should be examined. Under these scope, Japanese companies, which have
advantages for signaling, ticket gate systems and AFC etc., could participate in upcoming
procurement process. Regarding project schemes, application of railway asset separation for
reducing investment and urban development integrated with railway are examined when
participation of private sector is assumed.
(2) Basic Consideration for the Project Configuration
This project is included in the railway project list which is proposed as DMIC related
projects by DMICDC, shown below:
a. MRTS between Gurgaon & Bawal under MBIR of Haryana
b. MRTS between Ahmedabad and DSIR of Gujarat
c. MRTS between DNGIR1 and Delhi
According to the implementation schedule for each railway project, while the timing of
DPR preparation and project approval are given for former two projects, however this
project has no such information, and lower priority than others. In this regards, it is
important to enhance project maturity by carrying out detail project examination
similar to preparing DPR.
According to DMICDC, since examination of technical and economic feasibility is
pointed out as the major issues of this project, basic consideration will follow it.
1 Dadri Noida Ghaziabad Investment Region
S-2
As for the technical resources on this project, technical service contract between
DMICDC and CH2MHILL (Halcrow) was made for examining route alignment and
demand forecast. In this study, its review and additional technical application of
Japanese technology are conducted. Major output consists of followings:
① Examination of through train operation on other railway sections such as Delhi
metro line, and applicability of express train services.
② Model plan on station development along the railway corridor.
③ Financial viability, taking into consideration of project cost, expected demand and
development potential along railway.
④ Applicable project implementation scheme.
(3) Outline of the Project
1. Route
The objective route with total length of 57.7km starts from Indira Gandhi International
Airport (hereafter, IGI Airport) Terminal 3 station, goes southeast and crosses Yamuna
River, and reaches Boraki station of Indian Railway. (refer to the map below)
Route sections are composed of 3 sections, i.e. the new construction part (shown in red
line), the part of new metro section of DMRC (Pahse-4) shown in dotted line and the part
of new metro section of Noida Metro Link (shown in dotted line).
2. Operation Plan
As railway operation planning parameters, followings are proposed.
Gauge of truck 1,435 mm (standard gauge)
Traction power A.C.25,000V2 collected by overhead electric line.
Number of trains in
peak hour (at
opening year)
7trains (Express:2.Semi-exp:5)
Train composition 6cars /train
Facilities for passing
train (loop line
section)
3 places, 2 stations on the Phase-4 section and 1 station
on the Metro link section
2 Adjusting to the electric configuration of DMRC phase-4 metro and Noida Metro Link
S-3
Index map of the proposed route
3. Ridership Estimation
The demand forecast result from existing data is shown below:
2021 2041
Maximum
PPHPDT
Daily ridership
(Thousand Passengers)
Maximum
PPHPDT
Daily ridership
(Thousand Passengers)
8,455 338.6 24,218 751.8
Source: Study team
4. Project Cost and Viability
According to the preliminary examination through existing data etc. 3 .,
approximate project cost was estimated 4690 Crore Rs. (90.6 billion in
Japanese Yen, 831 million USD).
According to preliminary economic/financial analysis, the Financial Internal
rate of Return (FIRR) is estimated 7.8% for the case of railway operation
exploiting rail fare as principal revenues.
In addition, the financial viability of real estate development is examined
when railway operator will be allowed to have a real estate development right.
As a real estate development magnitude, assuming 375,000m2 for total floor
area and 277,500 m2 for rent space, long term cash flow is estimated to yield
19.1% of FIRR.
If this financial stream is added to financial stream of railway operation,
revised FIRR is estimated 9.0%4, and financial viability will be improved to
satisfy the financial criteria. Therefore, it is pointed out that inclusion of real
3 Detailed Project Report for Metro Connection between Noida and Greater Noida 44 According to MOUD, 8% is used as target of FIRR.
S-4
estate development is indispensable condition to secure sound financial
viability in the project.
Meanwhile, by economic analysis, Economic Internal Rate of Return (EIRR)
was estimated 15% and the project is considered to be economically feasible.
In this connection, NPW is also estimated 1504 Crore Rs. and B/C ratio is
estimated 1.2.
The sensitivity analysis shows that profitability of this project turns to get
worse by only 10 % revenue reduction. It means that demand forecast is
regarded as a crucial factor ruling project feasibility and detail verification on
demand will be needed.
There is no marginal factor on the social environmental aspect of the project,
however, further research on social impact of project is important because of
project undertaken in densely inhabited district.
5. Transport modal interchange facilities plan
Planning area is included to Dadri Noida Ghaziabad Investment Region (DNGIR), and
multi modal transport complex for Boraki station of Indian railway was proposed as a
specific development plan in DNGIR.
In the study, a concept image for Boraki station was prepared as a reference plan as
follows:
a. As for the transport network connection, Mass Rapid Transit System (MRTS),
proposed in this study, Indian railway, long distance Bus network and other local
transport network are assumed.
b. Total area for facilities is around 160 ha, which consists of transport facilities,
shopping/office complex, residential and hotels. Synergy effect will be expected
by locating these facilities near the station and producing various motilities
between them.
c. To secure safe and comfortable mobility of people, spatial separation between
people and vehicles will be applied.
(4) Project Implementation Schedule
As the project implementation schedule, followings are proposed, taking into account of
schedule coordination between related projects.
Preparation stage :2017 to 2019
Construction stage :2019 to 2021
S-5
Preparation for opening stage :2020 to 2021
Opening :2022
(5) Viability of Yen credit application and implementation
At present, since no detail project components such as project entity and project
schemes are determined, it is difficult to discuss possibility of Yen loan application etc.
However, since this project is included in the list of DMIC railway projects by DMICDC,
there is some possibility of application of yen credit loan, depending on project
justification and establishing a project implementation entity.
According to the preliminary test of financial/economic viability, since this project
satisfies required criteria and secures relatively relevant project scale, it is considered
that the project will entitled to be a candidate, comparing with other two projects.
(6) Technical Advantage of Japanese Company
As the main feature of the project, it is pointed out that this project focuses on the thru
train operation on the truck section of other operators, which was not undertaken
previously in Delhi metro system. It means that the urban transit operation skill in
Japan, which is highlighting a lot of records and experiences in thru train operation,
has a significant advantage, and thus it is possible to make Japanese companies to
enter into the project under such a project specification that is packaged with
operation know-how provision.
(7) Project Location Map
Source: Study team
Chapter 1
Overview of the Host Country and Sector
1-1
1.1 Socio-Economic Features
1.1.1 Outline of Economic Growth in India
India has maintained its steady economic growth trend. As shown in figure below, average economic growth
rate of GDP during 2005-2014 attains 12% per annum, continuous economic growth is maintained except for
period of 2008-2009, Leman shock, and period of 2012-2013.
Meanwhile, per capita GDP shows also growth tendency by year, average growth rate of 10 years during
2005-2014 shows a high ratio of around 6% per annum and it clears over 1,000 USD per capita in 2011.
Figure 1-1-1 Trend of GDP(Gross Domestic Product)
Source:World Bank
1.1.2 Trend of Population Growth
Obviously India is a country possessing huge population, according to the national census conducted by
every ten years, latest data in 2011 shows that total population of India is 1.21 billion, around 10 times of
current population in Japan.
Growth trend up to present is as following graph and table, high growth rate being maintained from 1960s to
2000s, however a little decreasing sign appears in 2011.
0
200
400
600
800
1000
1200
1400
0
200
400
600
800
1000
1200
1400
1600
1800
2000
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Per
cap
ita G
DP(
US
$)
GD
P(
Bil
lion
US
$)
Trend of GDP in India
GDP Per capitaGDP
1-2
Figure 1-1-2 Trend of Total Population in India
Source: Census of India 2011
1.1.3 Increase of Urban Population
In addition to total population growth, significant factor related to urban problems is urbanization
phenomenon which is common in the world.
Calculating the ratio of population in urbanized area to total population, around 1% of annual increase rate
continues as shown in Table 1-1-1 and this implies expansion of urban inhabitant tendency in India.
Comparing with trend of total population, up to year 2000, the growth rate of urban population is around 1/2
of total population, but it is more close to total population during 2000-2010, and thus it shows acceleration
of urbanization trend.
Table 1-1-1 Trend of Population in Urbanized Area
Source:UN Urbanization Prospect in the world
0
200
400
600
800
1000
1200
1400
1901 1911 1921 1931 1941 1951 1961 1971 1981 1991 2001 2011
Po
pu
lati
on(
mil
lio
n)
Trend of Total Population in India
1901 1911 1921 1931 1941 1951 1961 1971 1981 1991 2001 2011Population 238.4 252.09 251.32 278.98 318.66 361.09 439.23 548.16 683.33 843.39 1028.6 1210.9Growthrate(%)
- 5.74% -0.31% 11.01% 14.22% 13.32% 21.64% 24.80% 24.66% 23.42% 21.96% 17.72%
Annualgrowth(%)
- 0.6% 0.0% 1.0% 1.3% 1.3% 2.0% 2.2% 2.2% 2.1% 2.0% 1.6%
1960 1970 1980 1990 2000 2010
Ration of popualtion inurbanized area(%)
17.92 19.76 23.10 25.55 27.67 30.93
Average annualgrowth rate(%)
ー 0.98% 1.57% 1.01% 0.80% 1.12%
1-3
1.2 Overview of the Target Sector in the Host Country
1.2.1 Existing Urban Traffic Situation in NCR-Delhi
Project target area, Greater Noida district of State Uttar Pradesh, together with Noida district close by Greater
Noida, is included in NCR-Delhi (National Capital Region of Delhi)
Based on various traffic surveys conducted in NCR-Delhi, current urban traffic situation is analyzed as
shown below.
(1) Trip Production Rate per Person
Based on previous traffic survey, daily trip production rate per person is calculated as follows.
Table 1-2-1 Trip Production Rate per Person
Survey year 1981 1993 2001 2021 (Est.) Remarks
Trip production rate
per person 0.72 0.79 0.87 1.2 Excluding walk
Source: Study Team
Referring to same trip rate in large city of Japan, it is estimated around 1.2 trips /day1 and it means that
the trip rate of Delhi relatively is lower, however it is growing year by year due to various factors, i.e.
population growth, increase of transport means and expansion of transport infrastructures, it will reach to
that of Japan by 2021.
(2) Transport Modal Split
Existing modal split of transport means, excluding walk, is shown in table below.
Table 1-2-2 Existing Modal Split of Trips
Transport Mode Number of Trips
(2007)
Mode share
(%) Note
Car 1,806,380 15.5%
2-Wheelers 2,976,832 25.5%
Auto 518,329 4.4%
Public transport 6,369,088 54.6% Bus, metro, Rail(intra service)
Total 11,670,629 100.0%
Source: RITES Delhi-NCR Demand forecast report
1.2.2 Delhi Metro Network
DMRC, Delhi Metro Rail Corporation, is a state owned corporation which is undertaking the construction
and operation of Delhi Metro Network from 1998. Its capital asset is shared by 50% of GOI and 50% of
1 Average trip production rate per person of Japanese metropolitan area is approximately 2.5 per
day based on the assumption that 50% people commute on foot.
1-4
GOD. Since its first metro was open in 2006, the metro lines for first & second phase, 190km, has been
completed and open by 2011.
This length of metro lines is almost same as that of Tokyo metro, 192km, and it is noted that DMRC has
achieved remarkable result of construction speed more than 10km per year. At present the construction of
phase 3 lines, its length 120km, is in progress, aiming at completion by 2016, in addition to that, construction
of phase 4 lines, which is 100km of its length and will be completed at 2021, is already announced. As a
result, the total length of Delhi metro will be 420km in 2021 and surpass the total length of Tokyo metro and
metro of Tokyo transit authority, 301km.
The lines for phase 4 consists of following sections. According to DMRC, while phase 4 routes is aiming at
expansion of metro route to surrounding area of Delhi, 20km section between Tughlakabad and Aerocity is
related with this project.
Table 1-2-3 Outline of Existing Lines of Delhi Metro
Source:JREA 2014 vol.57
Lines Gauge length(km) Signal Electrification Ticket gate Remarks
Red line 1,676mm 25.15cabin signal
ATP
Overheadcatenary
AC 25,000V
Automtic gateMagnetic
card/token
Yellow line ditto 45.00cabin signalATC/ATO
ditto ditto
Blue line ditto 56.81cabin signal
ATPditto ditto
Green Line 1,435mm 18.46cabin signal
ATPditto ditto
Violet Line ditto 23.41cabin signal
ATPditto ditto
Orange Line ditto 22.70cabin signal
ATPditto ditto Airport express
1-5
Figure 1-2-1 Phase 1 - 3 Lines of Delhi Metro
Source:JREA 2014 vol.57
1-6
1.3 Present Condition of the Project Area
1.3.1 General
Project target area, Greater Noida district, is located in western edge of Uttar Pradesh, which is close to Delhi,
bordered by Yamuna river, and is also featured as a part of NCR-Delhi.
Following the growth of Delhi capital function, population is dispersing over the fringe area of NCR-Delhi.
As shown in table below, Uttar Pradesh follows Haryana regarding population size and growth rate,
especially after 2000, its tendency becomes more than Delhi.
Table 1-3-1 Population by State in NCR-Delhi
Source:NCR Regional Plan 2021
1.3.2 Meteorological Condition
The climate is classified as tropical monsoon and is divided between rain season and dry season. Monthly
average high temperature is rising from March to May and high temperature over 35 centigrade degree
continues. On the contrary, during November to January its temperature is kept lower than 30 centigrade
degree and mild weather continues. Annual precipitation is less than 1,000mm and obviously it is inland
climate. Most of rainfall takes place in rain season from June to September. Monthly weather change
1981 1991 2001 2011 1981 1991 2001 20111981-1991
1991-2001
2001-2011
Delhi 6.20 9.40 13.90 16.80 31.2% 34.4% 37.4% 36.4% 4.2% 4.0% 1.9%Haryana 4.90 6.60 8.70 11.00 24.6% 24.2% 23.4% 23.9% 3.0% 2.8% 2.4%Rajastan 1.80 2.30 3.00 3.70 9.0% 8.4% 8.1% 8.0% 2.5% 2.7% 2.1%Uttar Pradesh 7.00 9.00 11.60 14.60 35.2% 33.0% 31.2% 31.7% 2.5% 2.6% 2.3%NCR total 19.90 27.30 37.20 46.10 - - - - 3.2% 3.1% 2.2%
DivisionPopulation (million) Share(%) Average annual growth rate(%)
1-7
regarding temperature and precipitation is shown in figure below.
Figure 1-3-1 Monthly Change of Temperature and Precipitation in UP state
Source:Local Weather Report
1.3.3 Development Plan regarding Project Area
Project target area is included in DNGIR (Dadri-Noida-Ghaziabad Investment Region) which is one of the
investment region defined in DMIC:Delhi Mumbai Industrial Development Corridor. While several
development plan are formulated to support DMIC, following 2 projects are proposed as an early bird
project.
a. Dadri Logistics Hub Development
Planned area:1000 acre
Developing items:Logistics hub, processing/
packaging of goods and agriculture products
Access to east & west DFC
Presumed freight volume:1.58 million TEU
Source:DNGIR development plan by Halcrow
1-8
b. Boraki multi modal transport hub
Development area:400 acre
Developing items : Multi modal
transport complex (IR Boraki station,
New Metro station and ISBT facility)
Securing buffer zone to existing
settlement
Estimated ridership:
Railway(89,500)
Metro(79,200)
ISB(226,300)
Source:DNGIR development plan by Halcrow
Chapter 2
Study Methodology
2-1
2.1 Scope of the Study
Target project is designated to be one of the candidate projects related with DMIC, and expected to move forward
by new policy of Modi government regarding enhancing infrastructure development, specifically focusing on
railway projects.
As for the project background in Japan, owing to the government strategy on economic growth focusing on
industrial competitive power, prime minister Abe’s policy, while the transport infrastructure and urban
development projects are regarded to be important sector, because of low market share by Japan in the world
railway business, it is keen issue to increase market share through Japanese technical advantage, e. g. train
operation control, maintenance free and Transit oriented development.
At the same time, new project assistance schemes by Japanese government are introduced, e.g. application of yen
credit loan for VGF by JICA and establishing new institution for overseas projects on transport /urban
development by MLIT.
Since a portion of project route is overlapped with the extension line of Delhi metro route, mutual thru train
operation is preferable to eliminate transfer between railway lines, and thus project components of signaling, AFC
system and turnstile equipment, etc. are formulated as the packaged project proposal which is compatible for both
Japanese side and Indian side.
Assuming the project implementation is made through private sector involvement, several implementation
schemes are considered such as the separation between railway construction and operation to decrease investment
amount and non-fare revenue increase through integration between railway development and rail-related urban
development in order to eliminate project ridership risk.
Major study items are as follow:
(1) Study on existing situation
Based on the literature review for existing report and statistics, project background and issues are briefed.
(2) Ridership estimation
Ridership estimation is conducted through reviewing existing demand forecast result and other related
sources.
(3) Railway facilities planning
Update of route alignment plan, civil structure and station planning and depot planning are made based on
previous planning data/documents and site inspection results.
(4) Train operation planning
Based on the demand forecast, specification of rolling stocks, examination of train dispatching frequencies
2-2
and required number of rolling stocks are determined. And signal and tele communication specification are
examined、focusing on entering of Japanese companies.
(5) Development plan of multiple transport hub point
Focusing on the potential of railway stations in terms of transport linkage with other transport modes and
corridor development, the study on developing regional transport hub is carried out for a hub station as a
model.
(6) Estimation of project cost
Reviewing existing railway planning reports, preliminary project cost estimation is made, referring to unit
construction cost.
(7) Project implementation scheme and implementation schedule
Optimal project scheme for the project is examined based on the analysis on merit and demerit of public
work implementation scheme such as yen credit loan and STEP, PPP scheme by private sector.
Implementation schedule is proposed in accordance with proposed project scheme.
(8) Social and environmental impact study
Environmental impact analysis during construction period and operation stage, assessment of required land
acquisition and relocation, and reviewing previous EIA report by Indian government and resettlement plan
of affected inhabitants an JICA social environmental consideration guideline.
(9) Economic financial analysis
Based on the preliminary project cost estimation and calculation of project economic benefit, economic
viability of the project is examined. Based on the assumption on fare system and operation cost, financial
viability of the project is examined.
(10) Project implementation plan
Based on the analysis for project risk, fund procurement condition and implementation organization,
project implementation plan is proposed.
2-3
2.2 Study Methodology and Structure
2.2.1 Team Members
The study team consists of member for respective expertise area. Team members are engaged in interviewing
with related organizations and site inspection survey, and thus examining project justification from various
points of view. The members and their scope are as follow.
Table 2-2-1 Team member
Name Position Firm
Seiichiro Yamazaki Project Manager Tonichi Engineering Consultants, Inc.
Naomi Aoki Railway alignment plan TOSTEMS, Inc.
Yasukazu Tubouchi Railway facilities planning TOSTEMS, Inc.
Takaaki Nishimura Train operation plan, Signal &
telecommunication system Metro Development Co., Ltd.
Kenji Nakajima Multi modal transport hub development
planning Nihon Sekkei, Inc.
Eiji Okada Transport hub facility and urban
planning Nihon Sekkei, Inc.
Keitaro Kawai Ridership estimation Tonichi Engineering Consultants, Inc.
Shinji Kakinaka Economic & Financial analysis Tonichi Engineering Consultants, Inc.
Yasuhiro Yamano Project implementation scheme The Japan Research Institute, Limited.
Gen Hashimoto Project simulation The Japan Research Institute, Limited.
Shigeru Kato Social environmental consideration TOSTEMS, Inc.
Source:Study team
2.2.2 Counterpart Agencies
The counterpart agency is DMICDC, is responsible for coordinating with related agencies, i.e. Greater Noida
Industrial Development Authority and Delhi Metro Rail Corporation.
2.3 Study Schedule
2.3.1 Study Schedule
The study is being implemented in 3 phases: preparatory works in Japan, site survey in Delhi and
documentation works in Japan. The outline of the schedule is as illustrated as below.
2-4
September October November December January February
(Works in Japan)
1 Preparatory Work
2 Reporting
(Works in Delhi)
1 Meeting and Discussion
2 Data Collection
3 Route Alignment Planning
4 Railway Facilities Planning
5 Train Operation, E&M
6 Station and Related Development
7 Ridership Estimation
8 Economic and Financial Analysis
9 Project Implementation Scheme
10 Social Environmental Consideration
(Supplemental Survey)
2014 2015
Table 2-3-1 Study Schedule
Source: Study team
2.3.2 Major Interviewee
Main interviewees and the interviewing schedule are shown in the table 2-3-2 and 2-3-3.
Table 2-3-2 Major Interviewees
Name Organizations Designation
Japan Embassy in Delhi and Japanese Officers
Mr. Toshihiro Yamakoshi Embassy of Japan Counselor
Mr. Tsunemasa Teramoto Embassy of Japan First Secretory
Mr. Shinya Ejima JICA Delhi Chief Representative
Mr. Tomohide Ichiguchi JICA Delhi Senior Representative
Mr. Hiroshi Yoshida JICA Delhi Representative
Mr. Shin Oya JBIC Representative office in New Delhi Chief Representative
Mr. Osamu Taki JETRO New Delhi Deputy Director General
Mr. Soichi Umeki JETRO New Delhi Director
Delhi Mumbai Industrial Corridor Development Corporation Limited (DMICDC)
Mr. Talleen Kumar DMICDC CEO & Managing Director
Mr. Abhishek Chaudhary DMCIDC Vice President
Mr. Anand Singh DMCIDC Engineer Planner
Mr. Akhil Goyal DMICDC Manager of Infrastructure
Development
Mr. Katsuhiko Murayama DMCIDC Advisor
Greater Noida Industrial Development Authority (GNIDA)
Mr. Harish Kumar Verma GNIDA Additional Chief Executive Officer
Mr. K. K. Singh GNIDA General Manager (Project)
Mrs. Leenu Sahgal GNIDA General Manager (Planning and
Architecture)
Delhi Metro Rail Corporation LTD. (DMRC)
Mr. Mangu Singh DMRC Managing Director
Mr. S.D.Sharma DMRC Director (Business development)
Mr. S.Sivamathan DMRC General Manager (Finance)
Mr. S.K. Sinha DMRC General Manager (Human Resource)
CH2MHILL (Halcrow)
Mr. Rajeev Vijay CH2MHILL Director
Ms. Neha Singhal CH2MHILL Senior Urban Planner
Source:Study team
2-5
Table 2-3-3 Interviewing Schedule
Date Organizations Interviewees Main Topics
First site survey
2014/10/14 DMICDC
Mr. Abhishek
Mr. Murayama
Mr. Vijay (CH2MHILL)
Ms. Neha (CH2MHILL)
Explanation of the scope of study
Related date collection
2014/10/15 DMRC Mr. Sinha
Track gauge applied to Delhi metro
Regulation for DMRC operation outline of
affiliated business
2014/10/17 GNIDA Ms. Sahgal
DPR for metro link project
Existing situation of development plan
Issues on project
2014/10/27 JICA
Mr. Ejima,
Mr. Ichiguchi,
Mr, Yoshida
Key factor for project realization
Present situation on PPP project in railway
sector
2014/10/28 JETRO Mr. Taki,
Mr. Umeki
Issues on land acquisition
Issues on market entry by Japanese firms.
2014/10/29 DMICDC
Mr. Abshek
Mr. Murayama
Mr. Singh
Wrap-up meeting
Issues of DMRC participation
Issues on way forward
2014/10/29 GNIDA Ms. Sahgal Building code in state UP
2014/10/30 Japan embassy Mr. Yamakoshi
Mr. Teramoto
Issues on yen credit
Project priority
2014/10/30 JBIC Mr. Oya Opportunity of JBIC participation
Issues on PPP project
Second site survey
2014/12/15 DMICDC Mr. Anand Explanation of interim report
2014/12/16 Japan embassy Mr. Yamakoshi Explanation of interim report
2014/12/17
DMRC Mr. S.D. Sharma
Issues on signaling system
Railway facilities for express train operation
Mr. S. Sivamatan Comment for economic & financial analysis
DMICDC Mr. Vijay (CH2MHILL) Discussion on demand forecast and
environmental impact assessment
2014/12/18 GNIDA Mrs. Leenu Explanation of interim report
Third site survey
2015/2/2 DMRC Mr. Mangu Explanation of draft final report
Comment for technical suggestion
2-6
2015/2/3 DMICDC
GNIDA
(DMICDC)
Mr. Talleen
Mr. Abhishek
Mr. Akhil
Mr. Murayama
(GNIDA)
Mr. Harish
Mr. K. K. Singh
Mrs. Leenu
Explanation of draft final report
Confirmation of the project progress
Opinion sharing for the following process
2015/2/5
Japan Embassy Mr. Yamakoshi Explanation of draft final report
Sharing information on the interview
JICA Mr. Yoshida
Explanation of draft final report
Sharing information on the interview
Opinion sharing for the following process
2015/2/6 DMRC Mr. S.D.Sharma
Explanation of draft final report
Comment for technical suggestion
DMICDC Mr. Murayama Opinion sharing for the following process
Source:Study team
Chapter 3
Justification, Objectives and Technical Feasibility of
Project
3-1
3.1 Background and Rationality of the Project
3.1.1 Background of project
(1) Status as a part of DMIC Project
Recently, railway projects are highlighted by environmental advantages such as energy efficient features, and
their market is extending over the world. Meanwhile, European specification is adopted as a standard
specification for each country, the product of Japanese manufacturers might not take large market share due
to the inconsistent specification and not attractive price.
Under the circumstance, Abe administration considers exporting infrastructures , including railway, as a
revitalization strategy for Japan, Indian counterpart, i.e. Modi administration inaugurated in May 2014, also
regards infrastructure projects, specifically railway, as important policy.
This railway project for Uttar Pradesh is included in the list of 19 projects related to DMIC, i.e. High speed
rail connectivity to Dadri- NOIDA- Ghaziabad Investment Region, which was agreed between GOI and GOJ
in November 2012. Among 19 projects, this railway project for UP state is one of the major railway projects,
including the railway project for Haryana state and the railway project for Rajasthan state. Its location and
plan are illustrated below.
Figure 3-1-1 Location Map and Outline of Route Plan
Source:Study Team
3-2
(2) Project Justification from Viewpoints of NCR plan.
Regional Plan-2021, which includes master plan on future provisional scope in National Capital Region of
Delhi, was prepared by NCRPB:NCR Planning Board and published in 2005.
NCRPB consists of followings:
a) Central Government
Ministry of Urban development
Ministry of Residential and Urban Poverty Mitigation
Ministry of railway
b) State Government
State Haryana (Chief minister, Ministry of Urban /County Planning, State Secretary)
State Rajasthan (Chief minister, Ministry of Urban Development, State Secretary)
State Uttar Pradesh(Chief minister, Ministry of Urban Development, State Secretary)
NCT-Delhi (Secretary of Ministry of Urban Development, State Secretary)
c) Others
Highway Authority
General Secretary of Planning Board
Planning area is the area of 33,578km2, including NCT-Delhi, Haryana, Part of Rajasthan and Uttar
Pradesh.
Figure 3-1-2 Demarcated area of NCR of Delhi
Source:Regional Plan-2021 for NCR
As a future planning vision, it is considered that surrounding major core cities will accept the development
potential of Delhi to establish respective economic base, and both economic development and balanced
regional development will be achieved through effective transport network expansion of physical
infrastructure, realization of rational land-use and improvement of life environment.
3-3
Though the plan covered almost all sectors, but major items include 1. Establishing regional settlement
structure, 2.Economic & financial policy, 3.Provision of Transport, Power and Water resource, 4.Waste,
Drainage and Irrigation, 5.Environmental conservation and Disaster management, 6.Land-use plan.
Among them, following points are related to this project :
In the regional settlement plan, there are 7 locations designated to be large scaled urban inhabitant core,
i.e. planned population more than 1 million, and it includes the Greater Noida district which is target area
of this project.
Regarding the development of transport network, focal points are on the transport linkage between
multi-modal transport and expansion of suburban commuting rail system. There is the plan of RRTS
(Regional Rapid Transit System) connecting Greater Noida to Delhi in radial direction, but its project
entity is unknown.
Figure 3-1-3 Future Development Concept Plan of NCR of Delhi
Source:Regional Plan-2021 for National Capital Region
3.1.2 Necessity of the Project
(1) Overview
This project aims at improving the airport access from Noida and Greater Noida, meeting to growth of
commuter demand and contributing to economic development in Uttar Pradesh and securing smooth linkage
between investment areas by providing railway connection between Delhi and Greater Noida.
Regarding Japanese side, the development of economic infrastructure is regarded as a principal sector in
supporting scheme for India in terms of Industrial development plan for India by Japan. Since promotion of
economic development is one of ODA purposes by JICA, a project done for sustainable economic growth is
Location of Regional Urban Hub Transport Development Plan
3-4
considered to be coincident with its policy. For Japanese companies, this project is expected to bring
significant benefit to companies/factories established in UP state, and also give an opportunity to enter into the
urban railway market in India, which was difficult for Japanese companies.
(2) Importance and Effect of the Project for Host Country
Many projects are envisaged in target area as follows:
North-west part of Uttar Pradesh is located close to Delhi and the development is in progress in Noida area.
Greater Noida is expected to be developed as an expansion area of existing developing activity.
UP state expects realization of this project because it has great economic impact effect, i.e. transport access
improvement for Delhi and IGIA, reduction of traffic congestion and alleviation for environmental impact.
(3) Possibility of Participation of Japanese Industry
a) Railway business
Expected for manufacturing product (Rolling stocks, signaling system and E&M) and O&M supply.
b) Real estate development
To enforce profitability of railway business, it is proposed for the railway entity to hold the development
right along railway corridor. In this regards, it is considered that some private developers might enter into
real estate business. Meanwhile, metro operation might not have sufficient fare revenue in India, therefore
MRTS operators such as DMRC reserve a right of real estate development and their revenue could attain
30-50% in some cases, according to the result of interviews.
(4) For Sophistication and Rationalization of Energy Usage
This study estimates the amount of greenhouse gases reduction by the railway project in chapter 4. As a result,
the reduction of greenhouse gases will be 41,512t /year in 2021 (scheduled opening year), 48,217t/year in
2031, 52,561t/year in 2036 and 59,486t/year in 2041. Focusing on the sophisticated usage of energy, the use of
non-fossil energy (solar energy, biomass energy, geothermal energy, nuclear energy, etc.) and the effective use
of fossil energy (efficiency of productive facilities) are considered. For example, solar energy as a non-fossil
energy can be covered for lighting and passenger information display at the station, and will contribute
effectively to the use of energy. Additionally, a train can transport more passengers at a time than automobiles.
Therefore, it will contribute the effective use of energy and the carbon dioxide reduction.
3.2 Demand Forecast
3.2.1 Presupposition for demand forecast
(1) Work flow of demand forecast
To forecast the demand for the new alignment, the study team reviewed and organized the number of
passenger based on the report, “Alignment and Traffic Demand Study Report” prepared by Halcrow in
August 2014. The future demand is calculated from the number of passenger who changes transportation
modes to MRTS with using Mode Choice Models based on the Stated Preference Survey after creating OD
matrix.
3-5
Figure 3-2-1 Demand Forecast Flow
Source: Study team
(2) Target transportation patterns
a) Fact finding survey of highway users
To calculate the potential number of highway users, namely bus, car and taxi users, who divert a
transportation mode to MRTS, traffic volume survey and OD survey were implemented for three main
highways which run parallel to the planning line between Tughlakabad and Noida Sector 143.
Surveys were implemented at three points around the Tughlakabad station of Violet Line in the west of
Yamuna River.
■ Fact Finding Survey
・OD Survey (Interview)
・Traffic Volume Survey (Observation)
Preparing OD matrix of car transportation in
wide area by modes
Preparing the future OD matrix of car
transportation in area along the route
(2021、2031、2041)
Creating Mode Choice Model
■ SP Survey
Peak hour rate
Passenger per peak hour
・Movement cost
・Fare
・Moving speed
■ Existing data
・Aerocity - Chattapur
・Noida – Greater
NoidaActual Condition of
movement
Population framework
Development demand
(MRTS)
Forecast
Count
(two scenarios)
Preparing the future OD matrix of MRTS
(2021、2026、2031、2036、2041)
Setting railway
station sphere
3-6
Figure 3-2-2 Location of Fact Finding Survey
Source: Alignment and Traffic Demand Study Report, August 2014, by Halcrow
b) Transportation patterns based on fact finding survey
OD matrix is based on the result of fact finding survey, and it covers a wide range of transportation patterns
as following chart.
Table 3-2-1 Assumed transportation patterns at each survey area
Survey area Assumed transportation patterns
DND Toll plaza Central area of Delhi and Noida, Greater Noida and Delhi
Kalindi Kunj crossing
Badarpur Mehrauli
Road/Surajkund crossing
Tughlakabad and South Delhi or IGIA or Gurgaon, Faridabad
and Tughlakabad or South Delhi or IGIA or Gurgaon
Source: Study team
Yamuna
River
Tughlakabad Sta.
Spot 2
Spot 3
Spot 1
3-7
c) Transportation of DMRC Phase 4 section and Metro Link Section
Regarding the transportation patterns of DMRC Phase 4 and Metro Link already under consideration, this
study reflected following patterns based on the existing data.
・DMRC Phase 4: Between Aerocity and Chatarpur
・Metro Link: Between Noida and Greater Noida
(3) Modes Choice Model
a) Implementation of SP survey
Interview type survey was conducted at around the Tughlakabad station, Noida, and Greater Noida area by
using an interview, to grasp the intentions of car users (private car, taxi, and bus) in case of MRTS
construction. The result shows that approximately 70% users of all mode type have the intention to use
MRTS.
Figure 3-2-3 Willingness to Shift to MRTS from Other Transportation Modes
Source: Alignment and Traffic Demand Study Report, August 2014, by Halcrow
3-8
Figure 3-2-4 Locations of SP Survey
Source: Alignment and Traffic Demand Study Report, August 2014, by Halcrow
3-9
b) Configuration of Mode Choice Model
By using the result of SP survey, the binary logit model was configured for each means of transportation to
evaluate the intention to use MRTS. The formulation is as follows.
Pe =Probability of an individual choosing the proposed MRTS
(1-Pe) =Probability of an individual choosing the existing mode of transport
G(x) =Utility function
=a1 + a2(C1-C2) + a3(T1-T2)
a1, a2, a3 =Parameter
C1, C2 =Cost of travel on MRTS and existing mode respectively
T1, T2 = (Journey Time on MRTS and existing mode respectively
3-10
(4) Population Framework
a) Setting Scenario
Two Scenarios are expected for setting the population framework.
・Base Scenario: This scenario assumes growth to take place in line with the projections of master plan of
this area.
・Low Growth Scenario: This scenario assumes that Greater Noida shall grow at an annual growth rate of
2% less while the Greater Noida Expansion and DNGIR will only achieve 70% of the envisaged growth
by 2041.
b) Organizing Data of Planned Population
This study set the growth rate of population increase based on the existing and new data of population
change of urban area. Population change on each urban area is described as follows.
Table 3-2-2 Population Change of Urban Area (including forecast)
DNGIR: Dadri-Noida-Ghaziabad Investment Region
Source: Alignment and Traffic Demand Study Report, August 2014, by Halcrow
■Population change of urban area :people
Region 2013 2018 2021 2032 2041
Delhi 17,403,047 20,174,901 22,045,659 28,220,307 36,124,379
Noida 1,341,360 1,555,004 1,699,195 2,283,576 2,522,488
Greater Noida 343,470 528,471 684,385 1,225,630 1,494,036
DNGIR - - 880,000 1,250,000 2,500,000
GN-Extension - - 250,000 1,200,000 1,500,000
Delhi 17,403,047 20,174,901 22,045,659 28,220,307 36,124,379
Noida 1,341,360 1,555,004 1,699,195 2,283,576 2,522,488
Greater Noida 330,750 463,894 568,290 841,208 1,025,488
DNGIR - - 616,000 911,830 1,823,661
GN-Extension - - 175,000 377,812 979,947
Base Case Scenario
Low Growth Scenario
3-11
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
2013 2018 2021 2032 2041
Delhi Noida
Greater Noida DNGIR
GN-Extension
2013:1.00
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
2013 2018 2021 2032 2041
Delhi Noida
Greater Noida DNGIR
GN-Extension
2013:1.00
Figure 3-2-5 Population Growth Rate (Left: base Case Scenario, Right: Low Growth Scenario)
Source: Study team
c) MRTS users to Planned Population
In this demand forecast, the number of development population is added to demand for planned population.
MRTS users of future development area are as follows.
Table 3-2-3 MRTS users of Future Development Area
Note: MRTS users trip (Upper), MRTS usage rate to population development (Middle),
Population development (Lower)
IIT: Integrated Industrial Township
Source: Study team
■MRTS users of future development area(Number of trips)
:people
Area 2021 2031 2041
86,155 122,380 244,759
9.8% 9.8% 9.8%
880,000 1,250,000 2,500,000
18,480 88,702 110,747
7.4% 7.4% 7.4%
250,000 1,200,000 1,500,000
17,876 26,461 52,921
N/A N/A N/A
60,309 89,272 178,543
9.8% 9.8% 9.8%
616,000 911,830 1,823,661
12,936 27,927 72,436
7.4% 7.4% 7.4%
175,000 377,812 979,947
17,876 26,461 52,921
N/A N/A N/A
GN-Extension
IIT
Base Case Scenario
Low Growth Scenario
DNGIR
GN-Extension
IIT
DNGIR
3-12
3.2.2 Result of Demand Forecast
(1) Period
With expecting the inauguration in 2021, this study forecast the number of users from 2021 to 2041 by 5
years.
(2) Users per day
The below table indicates the forecasted number of passenger per day from 2021 to 2041 with both Base
Case Scenario and Low Growth Scenario.
Table 3-2-4 Result of Forecast of Passenger (people per day)
Year To the west
From Boraki to Aerocity
To the east
From Aerocity to Boraki Total
Base Case Scenario
2021 169,306 169,306 338,612
2026 211,711 212,242 423,953
2031 267,469 267,470 534,939
2036 316,434 316,769 633,203
2041 375,921 375,920 751,841
Low Growth Scenario
2021 150,753 150,753 301,505 (▲11%)
2026 177,485 177,558 355,043 (▲16%)
2031 209,368 209,368 418,737 (▲22%)
2036 252,972 253,857 506,829 (▲20%)
2041 309,789 309,789 619,578 (▲18%)
Note: Within the parenthesis indicates the decrease rate comparing to Base Case Scenario.
Source: Alignment and Traffic Demand Study Report, August 2014
(3) Setting the Rate of Peak Hour
This study sets the 16 hours as operation time, and assumes the peak hour rate at 10.5 %.
3-13
(4) Peak Hour Passengers
In 2021, the number of passengers at Noida Sector 145 and Tughlakabad stations will be higher than others
because these areas have already begun the development. In 2041, however, more people use the Boraki
stations in new development area.
Figure 3-2-6 Peak Hour Passengers in 2021 (people/hour)
Source: Study team
Figure 3-2-7 Peak Hour Passengers in 2041 (people/hour)
Source: Study team
8,814
6,348
9,392
13,776 12,764
2,600
6,736
10,680
8,518
6,128
9,104
13,144
10,948
2,028
5,830
7,614
0
5000
10000
15000
20000
Peak Hour Passengers
Base Case
Low Growth Case
15,858
11,452
16,862
25,568
30,366
7,590
14,736
35,456
14,696
10,644
15,780
23,244 24,110
5,496
11,248
24,892
0
5000
10000
15000
20000
25000
30000
35000
40000
Peak Hour Passengers
Base Case
Low Growth Case
3-14
Figure 3-2-8 Peak Hour Passengers in 2026 (people/hour)
Source: Study team
Figure 3-2-9 Peak Hour Passengers in 2031 (people/hour)
Source: Study team
10,366
7,470
10,998
16,378 16,380
3,576
8,597
15,257
9,768
7,040
10,424
15,168
13,094
2,484
6,974
9,606
0
5000
10000
15000
20000
Peak Hour Passengers
Base Case
Low Growth Case
12,192
8,792
12,888
19,532 21,198
4,932
10,978
21,794
11,202
8,084
11,938
17,512
15,688
3,048
8,344
12,118
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
Base Case
Low Growth Case
3-15
Figure 3-2-10 Peak Hour Passengers in 2036 (people/hour)
Source: Study team
13,904
10,036
14,742
22,346
25,310
6,106
12,713
27,798
12,830
9,278
13,724
20,170 19,320
4,068
9,674
17,368
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
Base Case
Low Growth Case
3-16
(5) Passenger between stations at peak time
The forecast result of passenger between stations at peak time is indicated as follows.
Figure 3-2-11 Passenger between stations at peak time (Base Case Scenario in 2021)
Source: Study team
Figure 3-2-12 Passenger between stations at peak time (Low Growth Case Scenario in 2021)
Source: Study team
-30000
-25000
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
25000
30000
Peak Hour
Passengers
2021(Base Case Scenario)
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
5,3408,4547,756
6,9067,9647,1384,406
5,3418,4557,7576,9077,9657,139
4,407
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
Peak Hour
Passengers
2021(Low Grouth Case Scenario)
3,807
6,5466,1326,1967,5646,882
4,260
3,806
6,5456,1316,1897,5636,881
4,259
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
3-17
Figure 3-2-13 Passenger between stations at peak time (Base Case Scenario in 2026)
Source: Study team
Figure 3-2-14 Passenger between stations at peak time (Low Growth Case Scenario in 2026)
Source: Study team
-30000
-25000
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
2026(Base Case Scenario)
7,626
11,56610,5148,6829,4838,362
5,127
7,687
11,62210,5708,7389,539
8,4185,183
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Metro LinkMRTS Proposed LinkDMRC Phase4
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
Peak Hour Passengers
2026(Low Grouth Case Scenario)
4,803
8,0667,5147,3258,7317,897
4,877
4,810
8,0737,5217,3328,7387,904
4,884
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
3-18
Figure 3-2-15 Passenger between stations at peak time (Base Case Scenario in 2031)
Source: Study team
Figure 3-2-16 Passenger between stations at peak time (Low Growth Case Scenario in 2031)
Source: Study team
-30000
-25000
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
2031(Base Case Scenario)
10,890
15,87214,304
11,01311,4179,927
6,095
10,905
15,87314,305
11,01411,4189,928
6,096
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Metro LinkMRTS Proposed LinkDMRC Phase4
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
Peak Hour Passengers
2031(Low Grouth Case Scenario)
6,059
9,9479,2158,67910,093
9,078
5,600
6,060
9,9489,2168,68010,094
9,079
5,601
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
3-19
Figure 3-2-17 Passenger between stations at peak time (Base Case Scenario in 2036)
Source: Study team
Figure 3-2-18 Passenger between stations at peak time (Low Growth Case Scenario in 2036)
Source: Study team
-30000
-25000
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
2036(Base Case Scenario)
13,895
19,58517,494
12,72713,06011,295
6,917
10,905
15,87314,305
11,01411,4189,928
6,096
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Metro LinkMRTS Proposed LinkDMRC Phase4
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
Peak Hour Passengers
2036(Low Grouth Case Scenario)
8,684
13,10511,929
10,15711,578
10,322
6,323
8,776
13,19712,021
10,24911,670
10,414
6,415
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
3-20
Figure 3-2-19 Passenger between stations at peak time (Base Case Scenario in 2041)
Source: Study team
Figure 3-2-20 Passenger between stations at peak time (Low Growth Case Scenario in 2041)
Source: Study team
-30000
-25000
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
25000
30000
Peak Hour Passengers
2041(Base Case Scenario)
17,728
24,21821,453
14,78615,02012,931
7,929
17,72824,218
21,45314,78615,02012,9317,929
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Metro LinkMRTS Proposed LinkDMRC Phase4
-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
Peak Hour Passengers
2041(Low Grouth Case Scenario)
12,446
17,458
15,638
12,09913,49511,947
7,349
12,445
17,457
15,637
12,09813,49411,946
7,348
BorakiPariChowk
Noida Sec-145
Noida Sec-93
TugalakhabadKhanpurChhatapurDelhi Aerocity
Westbouud(Aerocity←Borak)
Eastbound(Aerocity→Boraki)
Metro LinkMRTS Proposed LinkDMRC Phase4
3-21
3.3 Outline of the Project Plan
3.3.1 Route Plan
The proposed route with total length of 57.7km starts from Indira Gandhi International Airport (hereafter, IGI
Airport) Terminal 3 station, goes southeast and crosses Yamuna River, and reaches Boraki station of Indian
Railway. This project aim to contribute to smooth cooperation connecting IGI Airport and Boraki station
located in Dadri Noida Ghaziabad Investment Region (DNGIR) by public transport system with reliability
and rapidity, and corresponding potential commuters.
The proposed route is located in National Capital Territory of Delhi and Uttar Pradesh State. In Uttar Pradesh
State, the route runs through Noida and Greater Noida in Gautam Buddha Nagar District. As for the
connection to existing lines, the proposed line is planned to connect to Orange Line at IGI Airport station and
Delhi Aerocity station, Yellow Line at Chhattarpur station, Violet Line at Tughlakabad station and Indian
Railways at Boraki station.
In this section, route plans from 2 existing study reports which become the basis for the proposed route are
shown in (1) Final Alignment by DMICDC and (2) Proposed Route of Metro Link by DMRC. And basic
policy and route options are shown in (3) Basic Policy for the Review of Proposed Route and (4) Route
Options for Connection to IGI Airport. Then, (5) Outline of Proposed Route, (6) Location of the Station, (7)
Connection to Planned Line and (8) Preliminary Conditions for Horizontal and Vertical Alignment are
described for the entire route including selected route option. Last section of route plan is (9) Points to
Consider for Further Study.
(1) Final Alignment by DMICDC
The study report “Alignment and Traffic Demand Study, Mass Rapid Transit between Dadri Noida
Ghaziabad Investment Region (DNGIR) and Delhi (Report-R2), August 2014” was prepared by Halcrow
consortium under the DMICDC. Few route options were shown in this report, and the result of discussion
with stakeholders including DMRC, a route shown in Figure 3-3-1 was chosen as final agreed alignment.
This final alignment is planned using the planned lines of DMRC Phase 4 and Metro Link maximally, and
minimizing the initial construction cost. The MRTS (Mass Rapid Transit System) is planned to run the
following 3 sections, and basically the route plan of this study is followed this final alignment. The final
alignment is divided into following 3 sections.
a) DMRC Phase 4 section: Aerocity station to Tughlakabad station
b) MRTS proposed section: Tughlakabad station to Noida Sector 143 station
c) Metro Link section: Noida Sector 143 station to Boraki station
a) DMRC Phase 4 section is the section including DMRC Phase 4 which planned to complete in 2022. b)
MRTS proposed section is the new construction section. c) Metro Link section runs part of Metro Link which
3-22
was described in DPR by DMRC as shown below. This study report mentioned that the west end of route
should be IGI Airport, but the route shows Aerocity station as the west end.
Figure 3-3-1 Final Alignment by DMICDC
Note: In this figure, a station named “Noida Sec-145” shows “Noida Sec-143”. This station name is described
“Noida Sector 143” in this report.
Source: DMICDC “Alignment and Traffic Demand Study, Mass Rapid Transit between Dadri Noida Ghaziabad
Investment Region (DNGIR) and Delhi (Report-R2)” August, 2014
(2) Proposed Route of Metro Link by DMRC
The DPR (Detail Project Report) of Metro Link “Metro Connection between Noida and Greater Noida, April
2014” was prepared by DMRC. This DPR is the study report for the 29.7km section between Noida City
Center station and Depot station, which is one of the metro construction project signed MoU between DMRC
and Noida and Greater Noida Authorities. Figure 3-3-2 shows the proposed route in DPR of Metro Link. This
route is described in blue line in Figure 3-3-4. The section between “Sec.143” and “Depot Stn.” in Metro
Link is the section including in the proposed route. As for this section, the route plan of this study is followed
the proposed route of DPR. This DPR mentioned that the east end of route should be Boraki station of Indian
Railways, but the route shows Depot station as the east end.
3-23
Figure 3-3-2 Proposed Route of Metro Link
Source: DMICDC “Alignment and Traffic Demand Study, Mass Rapid Transit between Dadri Noida Ghaziabad
Investment Region (DNGIR) and Delhi (Report-R2)” August, 2014
(3) Basic Policy for the Review of Proposed Route
Route plan of this study is conducted based on the following basic policy.
a) Modification to the Proposed Route in Existing Study Reports
Basically, the route plan of this study is followed the proposed route in above mentioned existing reports.
Which means the sections between Aerocity station and Noida Sector143 station and between Depot station
and Boraki station refer to the final alignment by DMICDC, the section between Noida Sector 143 station
and Depot station refers to the proposed route of Metro Link by DMRC.
The section between Aerocity station and Noida Sector143 station described in final alignment by
DMICDC will modify. Especially, direction of route and installation space (underground/elevated section)
of new construction section will modify for more efficient and realistic route alignment. As for the section
between Depot station and Boraki station, DPR of Metro Link was not mentioned the route, therefore the
route and station location of the section will be shown referring the final alignment by DMICDC.
After the publication of DPR of Metro Link, the project is progressing to the signing of MoU and its
construction is nearly decided. Therefore, the route and station location between Noida Sector 143 station
and Depot station does not modified.
b) Connection to IGI Airport
The connection to IGI Airport is recommended in the study report by DMICDC, but its direction of route
and installation space is not examined. Therefore, this study shows the route options for connection to IGI
3-24
Airport and describes the route between IGI Airport and Aerocity station.
c) Installation Position of Civil Structure
In the above mentioned existing reports, civil structures are planned to construct in underground or elevated
sections. At the elevated sections, columns of structure are planned to construct using the median of roads
as possible. Same as this study, modified or new route plan will describe considering minimizing the land
acquisition and resettlement.
d) Start Point and End Point
Start point of proposed route is set at IGI Airport Terminal 3, and end point is set at Boraki station.
(4) Route Options for Connection to IGI Airport
As for the connection to IGI Airport, following 3 options (section between IGI Airport and Aerocity) as
shown in Figure 3-3-3 and Table 3-3-1 are set. Option-1 is connection to IGI Airport Terminal 3, Option-2 is
connection to IGI Airport Terminal 1, Option-3 does not connect to IGI airport and Aerocity station is set as
start point.
Figure 3-3-3 Route Options for Connection to IGI Airport
Source: Study Team
N
S
W E 0 1km
IGI Airport station
Dwarka Sector 21 station
[Orange Line (Airport Express Line)]
(existing line)
[DMRC Phase 3 section (Line 8)]
(under construction)
Terminal 1 station
(under construction)
Terminal 1
Terminal 3
Option-2:
IGI Airport Terminal 1 station
Delhi Aerocity station
Option-1:
IGI Airport Terminal 3 station
OPtion-3:
Aerocity station
[Option-2]
Connection to Terminal 1
[Option-1]
Connection to Terminal 3
[Option-3]
Do not connect IGI airport.
(Aerocity station is set at start point.)
3-25
Table 3-3-1 Outline of Route Options for Connection to IGI Airport
Item
Option-1 Option-2 Option-3
IGI Airport Terminal 3 station
to Aerocity station
IGI Airport Terminal 1 station
to Aerocity station
Aerocity station (start point)
Terminal to connect
Terminal 3:
Terminal 3 is using as domestic
and international terminal. After
the opening in July 2010, many
airlines have moved from
Terminal 1 to Terminal 3.
Terminal 1:
Terminal 1 is using only as
domestic (3 LCC airlines)
terminal.
Connect neither Terminal 1 nor
3, and Aerocity station is the
start point.
Link of existing line
Orange Line (Airport Express
Line) is connecting at IGI
Airport station (underground).
Existing line is not connecting
now. Line 8 (Janakpuri
West-Botanical Garden Line)
including DMRC Phase 3 is
under construction and
Terminal 1 station (underground
station) is planned to open in
2016.
Orange Line (Airport Express
Line) is linking at Delhi
Aerocity station (underground).
Distance between IGI
Airport and Aerocity
station
3.5km 2.3km ---
Introducing space Underground Underground Underground
Technical issue
Underground space of IGI
Airport Terminal 3 road and the
road under the IGI Airport are
possible to use, and there is no
technical issue.
Between Terminal 1 and
Aerocity station, Option-2 route
and Orange Line will cross in
the underground. Additionally,
this option will cross under the
runway and airport facilities.
Consequently depth of this
option would become deeper
than usual, and impact will
become significant technically
and financially.
There is no technical issue
because this option does not
connect IGI Airport. In case that
passenger goes to airport,
passengers should transfer to
Orange Line or airport shuttle
bus at the Aerocity station.
Passenger’s convenience will
significantly low, because this
option does not connect either
terminal.
Source: Study Team
In addition to the above mentioned considerations, Line 8 is planned to construct east-west direction same as
proposed route, and will connect to Terminal 3 but not connect to Orange Line. In conclusion, proposed route
should connect to Terminal 3, and Option-1 is selected as the route between IGI Airport and Aerocity station.
The section between IGI Airport Terminal 3 station and Aerocity station will introduced in underground. As
3-26
for the introduction to underground, connect to Orange Line as Option-1.1 and introducing parallel to
Orange Line as Option-1.2 are considered.
a) Option-1.1: Connect to Orange Line
As the Orange Line is running same section in underground, this option proposes to connect to Orange
Line and use the same tracks. Construction costs of proposed line will be unnecessary for few kilometers.
On the other hand, at the cross point of proposed line and Orange Line, level crossing should be avoid
from the viewpoint of safety, and a track of proposed line should cross over or under a track of Orange
Line. Additionally, this option has demerits from the viewpoints of operation plan and passenger’s
convenience.
b) Option-1.2: Introducing Parallel to Orange Line
This option proposes introducing parallel to Orange Line at 3.5km section between IGI Airport Terminal
3station and Aerocity station. Underground space under the roads are possible to use, and this option
shows efficient and realistic route.
In conclusion, Option-1.2 is selected for installation to underground section between IGI Airport Terminal
3 station and Aerocity station.
(5) Outline of Proposed Route
From the result of above considerations, Figure 3-3-4 shows the proposed route of this study and Figure
3-3-5 shows the longitudinal profile. Overview along the route and introduction of civil structure are shown
as follow dividing the proposed route into 3 sections.
Source: Study Team
3-2
7
0 5km N
SW E
Orange Line (Airport Express Line)
Yellow Line (Line 2) IGI Airport
Terminal 3 station
Violet Line (Line 6)
Boraki station
Depot station
Pari Chowk station
Indian Railways Delhi-Howrah Line
Noida Sector 143 station
Noida Sector 132 station
Proposed site for depot Tughlakabad station
Khanpur station
Aerocity station
Chhattarpur station
Figure 3-3-4 Proposed Route
Figure 3-3-5 Longitudinal Profile
Source: Study Team
3-2
8
(Elevation: m)
R.L
20
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20
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K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K K
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8 ‰ 10‰ 10 ‰ 15‰ 12 ‰ 9‰ 5‰ 25‰ 10‰ 8‰
Rail Level
Ground Level
3-29
a) Section between IGI Airport Terminal 3 Station and Tughlakabad Station (23.4km)
1) Overview along the Route
Figure 3-3-6 Outline of the Section between IGI Airport Terminal 3 station and Tughlakabad station
Remarks: (a), (b) and (c) showing in above figure are numbers of photos below.
(same as Figure 3-3-7 and Figure 3-3-8)
Source: Study Team
In this section, intermediate area between Aerocity station and Chhattarpur station is the highest altitude of
approx. 270m. The altitude around IGI Airport Terminal 3 station is approx. 225m, and the altitude around
Tughlakabad station is approx. 215m. Low-rise commercial areas, residential areas and green parks are
Tughlakabad station
Khanpur station
Chhattarpur station
IGI Airport
Terminal 3 station
N
S
W E
Distance between
Stations (km) 3.5 7.2 5.3 7.4
Underground section
5.7km
Elevated section
4.1km Elevated section
7.3km
Underground section
2.0km
Photo 3-1
(a) Delhi Aerocity Station
(Orange Line)
Orange Line (Airport Express Line) Yellow Line (Line 2)
Violet Line (Line 6)
(a)
(b)
(c)
Photo 3-2
(b) Mehrauli-Badarpur road
Photo 3-3
(c) Tughlakabad Station (Violet Line)
0 5km
Underground section
4.3km
Source: Study Team Source: Study Team Source: Study Team
3-30
located along the route.
2) Introduction of Civil Structure
This 23.4km section is composed of 12.0km underground section and 11.4 km elevated section. The first
5.7km underground section begins from IGI Airport Terminal 3 station to approx. 2km away from Aerocity
station. The route changes from underground to elevated section using the open space located approx. 2km
away from Aerocity station. And 4.1km elevated section using spaces above the road of Abdul Gaffar Khan
Marg is continued before reaching to Chhattarpur station. Using the open space located near Chhattarpur
station, the route changes from elevated to underground section, via Chhattarpur station (underground
station). Following 4.3km underground section changes from underground to elevated section using the green
field located in front of Khanpur station. 7.4km elevated section from in front of Khanpur station to before
reaching to Tughlakabad station runs using spaces above the road of Mehrauli-Badarpur. Using the open
spaces in front of Tughlakabad station, the route changes from elevated to underground section, and 2.0km
underground section is continued to Tughlakabad station (underground station).
b) Section between Tughlakabad Station and Noida Sector 143 Station (15.0km)
1) Overview along the Route
Figure 3-3-7 Outline of the Section between Tughlakabad station and Noida Sector 143 station
Source: Study Team
Haryana State
Faridabad District
Proposed site for depot
(d)
(f)
(e) Noida Sector 132 station
Noida Sector 143 station
Uttar Pradesh
State Noida National Capital
Territory of Delhi
Violet Line (Line 6)
Tughlakabad station
Distance between stations
(km) 9.1 5.9
Underground section
4.5km
Elevated section
10.5km
N
S
W E
3-31
In this section, the highest altitude of approx. 215m is located near Tughlakabad station. The altitude
decreases gradually for Yamuna River, and the altitude between Yamuna River and Noida Sector 143 station
are approx. 200m. After crossing the Yamuna River, the route enters Noida area in Uttar Pradesh State. As the
large facilities along the route, NTPC coal based power station and water treatment plant are located east side
of Tughlakabad station. High density residential areas are located from the east side of water treatment plant
to embankment road of Yamuna River. The fields spread inside of both embankment roads of Yamuna River.
After crossing Yamuna River, the route enters Noida area and high-rise residential buildings are under
development along the route.
2) Introduction of Civil Structure
4.5km underground section begins from in front of Tughlakabad station, the route goes along the outer edge
of power station and water treatment plant and changes from underground to elevated section using the open
space in village ahead. Following 10.5km elevated section crosses Yamuna River and enters the road in
Noida area. The route from Noida Sector 132 station to Noida Sector 143 station goes using spaces above the
road of Noida-Greater Noida expressway.
In the route plan by DMICDC, the route goes down southeast direction in underground after passing
Tughlakabad station. This is considered that because the previous examinations of route plan by DMICDC
shows connecting to Violet Line at Badarpur station (south side of Tughlakabad station), not Tughlakabad
station, and also avoiding the property of power station. In addition, section change point from underground
to elevated is set in open space in the village. Approx. 650m from this change point to embankment road,
houses are located both side of narrow road, and large numbers of resettlement will be required in case
planning elevated section in this section.
The route plan in this study recommends that the route between Tughlakabad station and Noida Sector 132
station requires more efficient direction and needs modifications. That is, after passing Tughlakabad station,
the route goes northeast direction in underground along the outer edge of power station, and goes east
direction along the outer edge of water treatment plant. After going through 500m in Khadda Colony located
east side of water treatment plant, the route changes from underground to elevated section using the open
space in this village. Following approx. 90m elevated section in Khadda Colony will require land acquisition
Photo 3-5 (e) Near Sector 108
Photo 3-6 (f) Noida-Greater Noida Expressway
Photo 3-4 (d) Fields located between Yamuna
River and embankment road
Source: Study Team Source: Study Team Source: Study Team
3-32
and few resettlements. Although this modification shows minimizing the land acquisition and resettlement,
and this study recommend this route plan as shown in Figure 3-3-7 from the viewpoints of environmental and
social considerations.
Crossing of Yamuna River is considered as the shortest route. And river crossing section is considered not as
bridge but as same method as general section, referring the river crossing section of Line 8 (under
construction).
c) Section between Noida Sector 143 Station and Boraki Station (19.3km)
1) Overview along the Route
Figure 3-3-8 Outline of the Section between Noida Sector143station and Boraki station
Source: Study Team
The highest altitude of 210m is located between Depot station to Boraki station, and other area is nearly flat
with altitude of approx. 195m. The route from Noida Sector143 station to Pari Chowk station along
Noida-Greater Noida expressway is under development of high-rise buildings in broad fields. Schools,
commercial areas, low-rise and high-rise residential areas are orderly developed along the route from Pari
Boraki station
Depot station
Pari Chowk station
Noida Sector 143 station
Distance between
stations (km) 11.6 4.3
Elevated section
19.3km 3.4
0 5km
N
S
W E
Photo 3-8
(h) Near Depot station Photo 3-9
(i) Boraki station (IR)
Photo 3-7
(g) Near Pari Chowk station
(g)
(h)
(i)
Indian Railways Delhi-Howrah Line
Source: Study Team Source: Study Team Source: Study Team
3-33
Chowk station to Depot station. Under development areas and fields are expanded along the route from
Depot station to Boraki station.
2) Introduction of Civil Structure
This section is all elevated section (19.3km). The route goes using Noida-Greater Noida expressway from
Noida Sector 143 station to Pari Chowk station, and using Sector Alpha road from Pari Chowk station to
intermediate of Depot station and Boraki station. Following section from the end of Sector Alpha road to
Boraki station is planned to go through the fields.
(6) Location of the Station
Table3-3-2 shows the outline of station location.
Table 3-3-2 Outline of Station Location
No. Chainage Distance between
stations (km) Station name
underground/
elevated
Outline of the station
(Connection to existing line /
facilities around station)
1. 0km000m IGI Airport Terminal 3 underground ・Connect to Orange Line at IGI Airport station
(underground station).
2. 3km452m 3.5 Aerocity underground ・Connect to Orange Line at Delhi Aerocity station
(underground floor: platform, ground floor:
concourse).
・There are hotels around the station.
3. 10km617m 7.2 Chhattarpur underground ・Connect to Yellow Line at Chhattarpur station
(ground floor: concourse, first floor: platform).
Near the Chhattarpur station, Yellow Line and
Mehrauli-Gurgaon road are running alongside.
・There are green fields, low-rise residential area
and commercial area around the station.
4. 15km994m 5.3 Khanpur elevated ・Station is located near the intersection of
Mehrauli-Badarpur road and Lal Bahadur
Shastri Marg road.
・There are Ambedkar Nagar bus terminal, defense
area and Delhi Institute of Pharmaceutical
Sciences and Research around the station.
・There are many commercial facilities along the
Mehrauli-Badarpur road.
3-34
5. 23km419m 7.4 Tughlakabad underground ・Connect to Violet Line at Tughlakabad station
(ground floor: concourse, first floor: platform).
・Violet Line and Skyway (highway) are running
alongside.
・There is Tughlakabad freight terminal (IR) near
the station.
6. 32km576m 9.1 Noida Sector132 elevated ・Station is located near side at the junction of
Noida-Greater Noida expressway.
・There are Sector 108 park, schools and hospitals
around the station.
7. 38km463m 5.9 Noida Sector143 elevated ・Station is located at Noida-Greater Noida
expressway.
・There are high-rise residential buildings and
fields around the station.
8. 50km089m 11.6 Pari Chowk elevated ・Station is located at Noida-Greater Noida
expressway near side at the junction of Greater
Noida-Kasna-Surajpur road.
・There are golf courses, commercial complexes,
residential areas and schools.
9. 54km374m 4.3 Depot elevated ・Station is located near the junction of Sector
Alpha road and Noida-Greater Noida link road.
・High-rise residential areas are under
development around the station.
・Depot of the Metro Link is planned near the
station
10. 57km728m 3.4 Boraki elevated ・Connect to Delhi-Howrah Line of Indian
Railways at Boraki station (ground station).
Source: Study Team
(7) Connection to Planned Line (DMRC Phase 4 and Metro Link)
The proposed route of this study recommends connecting between IGI Airport Terminal 3 and Boraki station.
The section between Aerocity station to Tughlakabad station is included in DMRC Phase 4 section, the
section between Noida Sector 143 station and Depot station is included in Metro Link section. Proposed
route is divided into 5 sections as shown in Figure 3-3-9.
3-35
Figure 3-3-9 Sectioning of Proposed Route
Source: Study Team
At Aerocity station and Tughlakabad station, the proposed system is planned to connect DMRC Phase 4
section, and connect to Metro Link section at Noida Sector 143 station and Depot station. At Aerocity station,
Tughlakabad station and Depot station, tracks of proposed system are possible to connect DMRC Phase 4
and Metro Link directly. For the connection to Metro Link at Noida Sector 143 station, tracks of proposed
route to Boraki will pass over the tracks of Metro Link and connect to Noida Sector 143 station as shown in
Figure 3-3-10.
Figure 3-3-10 Connection to Planned Line
Source: Study Team
(8) Preliminary Conditions for Horizontal and Vertical Alignment
The conceptual route plan and locations of station were shown in above sections. At the next detail route
planning stage, horizontal and vertical alignment based on the alignment conditions would be required.
Referring the experiences in Japan, Table 3-3-3 shows the preliminary conditions for horizontal and vertical
Bo
raki statio
n
Dep
ot statio
n
Pari C
ho
wk
station
No
ida S
ector 1
43
station
Tu
gh
lakab
ad statio
n
Kh
anpu
r station
Aero
city statio
n
Ch
hattarp
ur statio
n
IGI A
irpo
rt Term
inal 3
station
No
ida S
ector 1
32
station
DMRC Phase 4 section
19.9km
New construction
section 3.5km
Metro Link section
15.9km
New construction section
15.0km
New construction
section 3.4km
To Noida City Center
Noida Sector 143 station
To Boraki
Metro Link section
DMRC Phase 4 section
Aerocity station Tughlakabad station
New construction section
Metro Link section New construction section
Depot station
New construction section
New construction section
3-36
alignment assuming the proposed route. Those conditions are shown not as determined condition but only for
reference. And those conditions should be determined by the specifications of rolling stock and design speed.
Table 3-3-3 Preliminary Conditions for Horizontal and Vertical Alignment
Gauge 1,435mm
Horizontal Alignment
Minimum curve radius Main line: R=300m
*R=160m is allowed at side track.
Station section: 1,000m
*R=400 is allowed in unavoidable case at station section.
Maximum cant 120mm
Allowable cant deficiency 50mm
Transition curve Length of transition curve should satisfy following 3
conditions.
L1=Length required from the safety limit to derailment
L2=Length required for reduction of cant
L3=Length required from the limit of ride quality
Vertical Alignment
Maximum gradient Main line: 35‰
Station section: 0‰
*5‰ is allowed in unavoidable case at station section.
Vertical curve radius Main line: R=2,500m
*R=1,500m is allowed in unavoidable case.
Source: Study Team
(9) Points to Consider for Further Study
For the next detail route planning stage, following points should be considered including the viewpoints of
operation plan, required land acquisition and cooperation with operating bodies of DMRC Phase 4 and Metro
Link.
The proposed route including DMRC Phase 4 section and Metro Link section has curve sections. Curve
sections affect lower speed, which is longer required time. As mentioned in following operation plan, average
speed and required time are calculated, and those results show that this route plan satisfies requirements for
proposed system and passenger service. In addition, it is important that this route plan is planned using the
planned lines of DMRC Phase 4 and Metro Link maximally, and minimizing the initial construction costs.
Especially, in case that route plan is modified in next study, connecting section to planned route should be
decided immediately, because that DMRC Phase 4 and metro Link are planned to start construction within
few years.
As mentioned in following operation plan, at the Chhattarpur station in DMRC Phase 4 section, side tracks
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are planned to construct. And at the Tughlakabad station and Noida sector 143 station, new construction
section will connect to DMRC Phase 4 section and Metro Link section respectively, and side tracks are
planned to construct. Side tracks are additional facilities for the operation of proposed system, and its costs
including land costs are covered by the operating body of proposed system. However, these introducing
spaces should be secured at the early stage of the project in cooperation with operating bodies of DMRC
Phase 4 and Metro Link. As the Metro Link is planned to open in 2018 and DMRC Phase 4 is planned to
open in 2022, it is considered that those 3 stations might be begin to construct in advance of new
construction sections.
3.3.2 Civil Structure Plan
(1) Basic Concept
Civil structure of proposed system will be constructed as underground or elevated structure. Civil structure of
elevated section is assumed referring the civil structure plan in the DPR of Metro Link. Civil structure of
underground section is not assumed in the DPR, and is assumed from the experiences in Japan, which is
applicable to the proposed system.
(2) General Section
a) Elevated Section
Outlines of the general section at elevated section are shown in Table 3-3-4, and typical cross section is
shown in Figure 3-3-11. Viaduct with U-shaped girder and viaduct with box girder are shown in the DPR of
Metro Link. Viaduct with U-shaped girder is widely adopted in existing and under construction lines of Delhi
Metro.
Table 3-3-4 Outlines of General Section (Elevated Section)
Distance between ground level and bottom of structure To secure minimum 5.5m
Rail level Approx. 8.5m (adopting U-shaped girder)
Approx. 9.8m (adopting box girder)
Distance between tracks 4,000mm
ROW
20.0m (DPR of Metro Link pointed any structure
shall not be constructed within 10.0m of both side
from the center line of the structure.)
Occupancy of column 6.25m2 (2.5m × 2.5m)
Source: Study Team
3-38
Figure 3-3-11 Typical Cross Section at General Section (Elevated Section)
Source: Study Team
b) Underground Section
Typical cross section of general section at underground section is shown in Figure 3-3-12. Generally,
thickness of earth covering is required 1.5 to 2 times of diameter of tunnel.
Figure 3-3-12 Typical Cross Section at General Section (Underground Section)
Source: Study Team
3-39
(3) Station Section
a) Elevated Station
Outlines of elevated station are shown in Table 3-3-5, typical cross section and layouts of platform and
concourse floor are shown in Figure3-3-13.
Table 3-3-5 Outlines of Elevated Station
Platform type Basically, separate type
Size of Station Length: 140m × width: 49.5m
(width of station building: 26.4m + width of access facilities of both side: 23.1m)
Floor plan
Second floor: platform floor
First floor: concourse floor
Grand floor: access facilities (staircase, escalator)
- Same as the general section, distance between ground level and bottom of structure
should be secured minimum 5.5m.
- Height of concourse floor: 3.5m
- Platform is 1.09m above the track level.
Track level Minimum 12.5m
Source: Study Team
In the DPR of Metro Link, train configuration is planned as 4 cars/train (length of train: 90.4m) at the
beginning of operation, and platform length is secured sufficient length for 6 cars/train (length of train:
135.6m) in the future.
3-40
[Concourse Floor]
[Platform Floor]
Source: Study Team
Figure 3-3-13 Typical Cross Section and Layout Plans of Elevated Station
3-41
b) Underground Station
Typical cross section of underground station is shown in Figure3-3-14. Width of platform is approx. 7 to 9m
from the experiences in Japan. Similar to the elevated station, 2 platforms with 2 tracks are assumed in this
figure, but also island platform of 1 platform with 2 tracks is adoptable to the terminal station (IGI Airport
Terminal 3 station).
Figure 3-3-14 Typical Cross Section of Underground Station
Source: Study Team
As for reference, Figure 3-3-15 shows the cross section of underground station with side tracks assuming
Chhattarpur station and Tughlakabad station.
Figure 3-3-15 Cross Section of Underground Station with Side Tracks
Source: Study Team
3-42
(4) Maintenance Depot Plan
a) Need of maintenance depot
As well as the maintenance depot being necessary for operation of train, a periodic inspection and repair,
they're also a base of crew's business and a base of maintenance in railway facilities.
The works performed at the maintenance depot is indicated below.
1) Works about a vehicle: Maintenance work, Check and repair work, Operation management of train
2) Works about a crew: Operation planning, Driving duty, Training
3) Works about management and operation: Vehicle and staff management, Material supply
b) Attitude of train inspection and repair
This maintenance depot possesses the equipment which can be conducted from light maintenance to overhaul
for their own train by their own company. The maintenance depot is made the scale it's possible to stable all
their owned trains in which in the maintenance depot.
c) Location selection of maintenance depot
The following matter is considered about selection of location of the maintenance depot.
1) Be in profitable location from the viewpoint of the train operation because route length is long at
about 60 km.
2) To be able to secure the necessary area and close to main line.
3) That vicinage has few residential areas.
4) Be in U.P. state.
The candidate location of the maintenance depot is the left bank on Yamuna River and on the west side of
Noida sector132 station from a matter above-mentioned.
Further, when there is need on the train operation, it's considered to do night stabling in securement of
stabling line and IGI airport terminal-3 for night stabling in maintenance depot of Metro link.
d) General plan in maintenance depot
The function and the scale of the maintenance depot are indicated in table 3-3-6 and the whole schematic is
indicated in Figure 3-3-16.
3-43
Table 3-3-6 The function and the scale of the maintenance depot
Item Contents
Main function
Stabling
Repair
Inspection
Cleaning
Infrastructure maintenance
Power receiving/distribution
Integrated management
Crew lodgings
Stabling method 1 stabling track: 1 train set
Number of stabling
trains 35train sets(Future max)
Length of the train 6 cars/train sets
Major facilities
Stabling track, leading track, test track, cleaning track (automatic, manual),
overhaul track, semi overhaul track, monthly inspection track, daily inspection
track, final adjustment track, wheel re-profiling track, maintenance car track, etc.
Repair/inspection workshop, central control office, Operation control center,
infrastructure maintenance shed, maintenance car shed, material store, waste water
treatment plant, automatic train washing machine, wheel re-profiling shop, etc.
Scale of land Approx. 29ha
Source: Study Team
Figure 3-3-16 The whole schematic in the maintenance depot
Source: Study Team
3-44
3.3.3 Train Operation Plan
It is demanded generally that the railway transportation carries passengers safely, exactly, comfortably,
earlier and cheaper to the destination.
To operate the train safely and stably, it is important to secure the operation according to a train diagram
which is set by the train operation plan (the decision for the transportation capacities and operative numbers).
It tends to be most crowded for a daily operation at the time of peak hours in the morning. Therefore, it is
necessary for the operation plan to consider the transportation capacities at the time of the congestion. In
addition, it is important to provide the following measures as for the urban railways.
a) High Speed Train Operation
To operate trains at high speeds, the alignment shall be straight and flat as much as possible. The platform
shall have the bigger radius of a curvature to shorten the separation from the track and the track shall have
the gentle gradient to avoid the overrun of trains in the station.
In Japan, express, semi-express and local trains are operated on the same track. So, we would like to
recommend this mixed operation system for this project.
b) Mass Transit and Operation Interval
The following measures are thought about to increase the transport capacity;
Upsizing of the Rolling Stock
Increasing Train Sets
Quadruple-Track
Shortening of a Time Interval of the Operation
We would like to propose (iv) Shortening of a Time Interval of the Operation that is most economic and
actual measure; most suitable time interval of the operation.
The facilities to handle the high frequency operation with the bigger size of rolling stock shall be required. It
is important for the most suitable headway to plan the layout of stations and signaling system. And more, the
passageways, stairs, escalators and so on shall be provided at the stations based on the mass passenger
stream.
c) To Secure the Safety and Stable Operation
It is indispensable for the safety and stable operation to provide the very reliable safety devices and it is
necessary to provide the operation control system which manages the detail operation information. It is
desirable for the several natural disaster measures to provide the facilities which minimize the expansion and
outbreak.
3-45
To operate mass transit, the roads and railways shall be multi-level crossing and shall be provided the
exclusive tracks. It is desirable to provide the continuous viaducts and tunnel structures which prevent the
entrance of the third parties into the tracks.
(1) Preconditions for the calculation of the required number of trains
The preconditions for the calculation of the required number of trains are shown in the table3-3-7.
Semi-express trains will be stopped at eight intermediate stations on the proposed line shown in figure 3-3-4.
We select five stations in total eight stations at where express trains stop; Aerocity, Chhattarpur,
Tughlakabad, Noida Sector 132 and Noida Sector 143 and plan to set the loop siding tracks at Chhattarpur,
Tughlakabad, Noida Sector 143 station.
Table 3-3-7 Preconditions for the Calculation of the Required Number of Trains
(Between Noida Sector 132 and Pari Chowk)
Route Length 56.8Km
Semi-Express Stop Station 8 Stations (excl. start/final ends)
Express Stop Station 5 Stations (excl. start/final ends)
Train Configuration 6 cars/train
Train Capacity (*1) 920 passengers/train
Congestion Rate (*2) 150%
Target Estimated Passengers 920 passengers x 150%= 1,380 passengers
Stoppage Time at station 60 sec. or 90 sec.
Start/End Track Alignment Return from the end of Platform
Required Time for Return 3 min. 00 sec.
Operation at the Peak Time Same numbers on Inbound/Outbound
Platform Type (*3) Straight Separate Platform
Maximum Train Speed 130km/h
Source: Study Team
(*1) Train Capacity
The passengers capacity of one train set is calculated based on the capacity of a new car of Chiyoda
Line of Tokyo Metro; car length=20m (head car; 143 passengers and middle car; 154 passengers) and
increased by multiplying the rate of 10% per the train set of Delhi Metro; car length=22m and on the
condition of providing the luggage space at each car that reduced 12 passengers; 6 passengers x 2
place/car.
= Head Car {(143-12) passengers x 2 cars} + Middle Car {(154-12) passengers x 4 cars} x 1.1
≒ 920 passengers
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(*2) Congestion Rate
The mission for the urban railway is to operate the trains and to transport the passengers. The earnings
from the train operation are influenced in the quantity of the passenger. The more passengers, the more
crowded but it is preferable for the railway business. In the other side, the fewer passengers will not be
able to get the earnings equal to the expenses required to operate. Therefore, it is necessary to set the
train diagram and to decide the train configuration based on the passenger demand.
It tends to be most crowded at the time of certain hours in the morning and the evening. In case of
procuring the rolling stocks to reduce the congestion at the said hours, several number of rolling stocks
will not be used in the day time. If the amount of train service is small, large numbers of passengers will
not be able to get on the trains. Therefore, it is necessary to decide the train configuration and to plan the
operation service.
The guidelines of congestion rate are the followings (Figure 3-3-17);
100%: Riding capacity: he/she can sit in a seat, hang on to a strap, or hold on to a pole.
150%: Passenger’s shoulder comes in contact; he/she can read a newspaper easily;
180%: Passenger’s body comes in contact; he/she can read a newspaper;
200%: Passenger’s body comes in contact and he/she is oppressive and can read a magazine;
250%: Passenger is inclined and can’t move whenever a train shakes.
Figure 3-3-17 Guidelines of Congestion Rate
Source: MLIT Railway Bureau. (2014), Suji de miru Tetsudou (Railways in Number)
The average congestion rate in Tokyo is 164% and the one of main section is150%. So, we would like
to decide 150 % of the congestion rate for the proposed plan.
(*3) Platform Type
About the platform type, the straight separate platform shaped the straight alignment to the utmost is
proposed in the view of the importance placed on the train speed. But the island platform is available at
the start/end station.
(2) Calculation for Required Number of Train Set
Table 3-3-8 and table 3-3-9 show the results that calculated required train sets for Year 2021,Year 2031,
Year2036 and Year2041 with the conditions shown in table 3-3-7 based on the target estimated passengers of
3-47
most heavy congested section ( between Noida Sector 132 and Pari Chowk ) mentioned above.
Table 3-3-8 Calculation of Required Train Sets (at peak hour: 8:00 – 9:00)
Year 2021 2031 2036 2041
a Most Heavy Congestion Passenger
Nos.: West Bound (to IGIA) 8,454 15,872 19,585 24,218
b Most Heavy Congestion Passenger
Nos.: East Bound (to Boraki) 8,455 15,873 19,620 24,218
c Passenger Capacity per Train 920 920 920 920
d Congestion Rate 150% 150% 150% 150%
e Transportation Capacity per Train ( = c x d ) 1,380 1,380 1,380 1,380
f Required Train Sets (one-way) ( = b / e ) 7 12 15 18
g Operation Interval Time 8min35sec 4min40sec 4min00sec 3min20sec
Source: Study Team
Table 3-3-9 Calculation of Required Cars (for 1 day)
Year 2021 2031 2036 2041
h Cycle Time (Round Trip Time from Diagram) 1 Hour 45 Minutes
i Round Trip Required Operated Train Nos. (= h ÷ g ) 12 21 26 31
j Reserve Train (Reserved for Operation and
Inspection) 2 3 3 3
k Total Train Sets (= i + j ) 14 24 29 34
l Total Car Numbers ( = k x 6 cars) 84 144 174 204
Source: Study Team
3-48
(3) Express and Semi-Express Train Operation
The table 3-3-10 shows the mixed operation time of express (stop at major 5 stations) and semi-express (stop
at 8 stations) train. The one-way operation time is calculated from this table. The operation time of the west
bound (from Boraki station to IGI Airport Terminal 3 station) in company with the east bound (from IGI
Airport Terminal 3 station to Boraki station) is;
Express Operation Time (operation time + stoppage time at major 5 stations)
Operation Time: 33min.30sec. + Stoppage Time; 5min.00sec. = 38min.30sec.
Semi-Express Operation Time (operation time + stoppage time at stations)
Operation Time: 36min.00sec. + Stoppage Time; 8min.00sec. = 44min.00sec.
It is expected that the express train arrives earlier for 8min.15sec. Since the local train operation time is
82minutes in the DMICDC report (Study report by Halcrow), the operation time is expected to be cut 43
minutes 30 seconds in this proposed express operation plan.
On the other hand, it is possible to shorten more the operation time by reducing the number of the express
stations. Furthermore, the train arrives in 29minutes15seconds if the limited express train (non-stop operation
from IGI Airport Terminal 3 station to Boraki station) would be operated.
Figure3-3-18 shows the express passing track, crossover track and track alignment to Depot and
Figure3-3-19 - Figure3-3-22 shows the image of Diagram at the time of peak hour in Year2021, Year2031,
Year2036 and Year2041. Table 3-3-11 shows the required train sets for the express and semi-express train
operation in each year.
Table 3-3-11 Train Sets for the Express and Semi-Express Operation
Year 2021 2031 2036 2041
Express Train Sets 2 3 5 6
Semi-Express Train Sets 5 9 10 12
Total 7 12 15 18
Source: Study Team
Table 3-3-10 Comparison of Time between Express and Semi-Express Train Operation
Note: At the time of the arrival to the terminal station of the operation time, added it for 20 seconds.
Distance Underground
/Viaduct Station Name
Express
Stop
West Bound (to Airport)
Operation Time
East Bound (to Boraki)
Operation Time Stoppage Time Year 2021
Estimated
Passengers Semi-Express Express Semi-Express Express Semi-Express Express
0k 000m Underground IGI Airport
Terminal 3 ○ ― ―
2′45″ 2′45″ 2′35″ 2′35″
3k 452m Underground Aerocity ○ 1′00″ 1′00″ 4,407
4′25″ 4′25″ 4′25″ 4′25″
10k 617m Underground Chhattarpur ○ 1′00″ 1′00″ 3,174
3′30″
7′10″
3′30″
7′10″ 15k 994m Viaduct Khanpur ― 1′00″
4,651
4′30″ 4′30″
23k 366m Underground Tughlakabad ○ 1′00″ 1′00″ 6,888
4′55″ 4′55″ 4′55″ 4′55″
31k 618m Viaduct Noida Sector 132 ○ 1′00″ 1′00″ 6,382
3′45″ 3′45″ 3′45″ 3′45″
37k 505m Viaduct Noida Sector 143 ○ 1′00″ 1′00″ 1,300
6′40″
10′30″
6′40″
10′40″
49k 131m Viaduct Pari Chowk ― 1′00″
3,368
3′00″ 3′00″
53k 416m Viaduct Depot ― 1′00″
2′30″ 2′40″
56k 770m Viaduct Boraki ○ ― ― 5,340
Total 36′00″ 33′30″ 36′00″ 33′30″ 8′00″ 5′00″
3-4
9
Source: Study Team
Figure 3-3-18 Track Alignment Plan from IGI Airport Terminal 3 Station to Boraki Station
Source: Study Team
3-5
0
Figure 3-3-19: Operation Diagram - Year2021 Peak Time
Source: Study Team
3-5
1
Figure 3-3-20 Operation Diagram - Year2031 Peak Time
Source: Study Team
3-5
2
Figure 3-3-21 Operation Diagram - Year2036 Peak Time
Source: Study Team
3-5
3
Figure 3-3-22 Operation Diagram - Year2041 Peak Time
Source: Study Team
3-5
4
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3.4 Traffic Node Development Program
3.4.1 Flow of the Analysis
In this section, this study describes the basic policy and image for the development of station square. The
flow of analysis is described as below.
Figure 3-4-1 Analysis Flow of Traffic Node Development plan
Source: Study Team
3.4.2 Present Situation and Problems at the Traffic Node in India
In this section, this study analyses the problems which noticed and discovered in our field survey in Delhi.
In Delhi, the traffic congestion became more serious accoding to the economic growth in India. The major
cause is the increase of the numbers of automobiles which are possessed by the citizens in Delhi.The
numbers of cars owned by the citizens of Delhi are currently 8.1 million and they are increasing by 1,400 in
one day.
Therefore, the improvement and maintenance of roads are far behind compared to the rapid growth of
automobiles. During the 40 years from 1971 to 2011, the numbers of cars increased 28 times but the total
length of roads extended only 4 times.
Nowadays, various measures were taken such as multiple-crossing and modal shift to Metros and buses but
the problem is still serious. The network of Delhi Metro is extended and became more and more convenient
and it is expectd as one of the best ways for the reduction of traffic congestion. However, we found there are
3-4-2 Present situation and problems in India 3-4-3 Basic policy for the development of
station square in Japan
3-4-4 Significance of traffic node
development
Reference/Comparison Improvement Plan /Application
3-4-5 Selection of stations
3-4-6 Consideration of development plan
3-4-7 Proposal
3-56
various ploblems inside and around the Metro stations.
(1) Station Square: Change of transportation is not smooth
This study acknowledged in our field survey in Delhi that at the station square there are various
problems. The total space of station square is generally narrow and the parking space for buses and
taxis is not enough. The traffic route is mingled and congested in station square. The passengers getting
on and off at the station have to walk relatively long distance. It is necessary to control the function of
each means of transportation.
Photo 3-4-2 Nehru Place Station
Source: Study Team
Source: Study Team
Photo 3-4-1 Casimir Gate Station Public Bus Stop
Source: Study Team
At the Bus Stop, passengers, automobiles and
bicycles are mingled. There is no parking
space. It is quite difficult to move both for
buses and passengers.
In front of the parking lot of Nehru Place
Station, Auto-Rickshaw parks on the road and
the flow of passengers are interrupted.
Photo3-4-3 New Delhi: Indian Rail Station
Source: Study Team
In front of New Delhi Indian Rail Station:
Parking space is too narrow compared to the
numbers of cars.
Waiting space inside the station:
Since the waiting space is too narrow to
accommodate a lot of passenger, they are
sitting on the floor.
Photo3-4-4 Inside of the Indian Rail Station
3-57
(2) City View
The building of the station and the buildings around the station are important for landscape of the city
and they have much influence to the image of the city. Unfortunately we did not feel sympathy against
the station building as a node of traffic in Delhi.
(3) Bustle and Circulation around the stations
At the major Metro stations the flows of passengers are mingled. The flow of transfer among
long-distance buses, public buses, taxis and auto-rickshaws are intermixed and they are interrupted
each other. In addition to that the passengers flow is not planned for shopping and strolling near and
inside the station.
Photo 3-4-5: New Delhi Indian Rail Station
Photo 3-4-6: Front side of the New Delhi Indian Rail Station
Source: Study Team Source: Study Team
Source: Research Team
Front side Opposite side
Pedestrians and vehicles are on the same
road.
The is a pedestrian space in front of New
Delhi Indian Rail Station
Source: Research Team
3-58
3.4.3 Development of Station Square: Japanese Case
(1) History of the development of Station Square
The history of the development of Station Square is quite long in Japan. It reflects each epoch
especially motorization and housing policy.
Photo 3-4-7: Nehru Place Metro Station:
Shops and Restaurants Photo 3-4-8 Aero City Station
Source: Research Team
Passengers flow and shopping flow are not
planned together.
Source: Research Team
Inside Aero City Metro Station:
There is no shop inside the station.
Photo 3-4-9 Parking Area: Nehru Place Station
There is a large parking lot between the
station and the town. It divides the
connection to the town.
Source: Research Team
3-59
Table 3-4-1 History of the development of Station Square
Period Facts
Post World WarⅡ Commencement of development of Station Square
1945- Development as Transit Square between railways and buses, cars and bicycles etc.
1965- Rapid urbanization around the railway stations. In the suburbs, a large quantity of
houses was supplied. At the same time bus stations and taxi stands were necessary.
1975- Improvement of Transit Square was urgent. The development of roads was preceded
especially for motorcars.
1985- According to the rapid motorization shopping centers were developed in the
suburbs→City center was hollowed-out.
1995-Now
According to the function of city has been advanced and diversified, the following
roles are important for Station Square.
・For the convenience and service of citizens
・Center of the activity of the city
・As an information center of the city
・Symbol of the city
・Square for welfare for the citizens
Figure 3-4-2 Image of Station Square Development in Japan
Source: Smooth Railroad Crossing by MLIT
Interruption by Crossing Undeveloped station space Unclear developed city Under developed roads
Multi-layered Traffics
(Smooth flow of traffics)
Unification of City
(Both side of railway)
Develop main roads
Use along / under railway Improve station
Remove Crossings
Make City Core
Install the station traffic square
Comfortable Space
3-60
(2) Modern function of Station Square
In Japan, nowadays, the important points are as follows according to “The Guideline for the
Development of Station Square” by the former Ministry of Construction of Japan.
Clarify the function of Station Square: Station Square is not only the cross section of traffics but also
one of the spaces of the city.
Avoid uniform plan : According to the needs of each city and district, make unique Square Plan on
the basis of free concept.
Correspond effective use of space and multi-layered function of the city: Show and illustrate the plan
of Station Square by paying attention on these points.
Pay attention to people who use Station Square: As various persons use Station Square, pay attention
including aged and disabled persons.
Recently, Three-dimensional Planning is commonly used in Japan as it is one of the solutions to solve
the problems in traffics and city functions. The guideline shows also following functions :
Figure 3-4-3 Function of Station Square
Source: The Guideline for the Development of Station Square by the former Ministry of Construction of Japan
(3) Application in India
In India, the various experiences and changes, such as rapid urbanization, change of industrial
structure and motorization, which occurred in Japan in 50 years have rushing in very short period.
Especially in the suburban areas in India where the development of railways are expected, it is quite
useful to utilize the method of Station Square development planning which Japan experienced in long
term. Here we describe the comparison of the current situation in India and Japanese method of
Station Square development planning.
Function Special quality Space
Traffic Node
Core of city
Communication
View
Service
Disaster Reduction
Sq
uare o
f city
Traffic Space
Environment Space
Emergent
Activities
Evacuation
Make core of city and area
Traffic Node
Center for community
Center for community
Provide public services and
information
Base for disaster Reduction
3-61
Unification of Station Square development with city planning: Make a symbol of the city with the
station.
Appropriate zoning by separation of flows of traffics and people: Divide pedestrians into persons who
use the railway and who do not use the railway. Also divide the cars which are public use (buses,
taxis) and common private use.
Pay attention to make safe space for pedestrians: Divide cars and pedestrians.
Pay attention to view of the city: Make fine image for the persons who come to the station as a face
of the city.
3.4.4 Significance of “Traffic Core”
For the success of the railway project, creating the “Traffic Core” which has not only the station facilities
but also the development of the surroundings is important. The significances of the “Traffic Core” are the
following;
(1) Expansion of Railway Related Business
Joint operation of Metro will induce huge demand among the people who live along the railway.
Commerce and various businesses are expected inside stations and along the railway. However, the
planned area has not developed yet. Therefore, the development of infrastructure and various function
of the city should be done simultaneously. Strategic space planning will value up not only the railway
but also the land along the railway. Various needs are expected such as commerce, business, housing
and services.
(2) Start Point for Modal Shift of Transportation
The promotion of utilization of the public transportation is essential in the highest priority for the
sustainable and stable urbanization. Namely the improvement of the quality of public transportation
and the traffic core which can drive the enhancement of each function and the user-friendliness are
required. In the concrete, the development of the station area covering not only the station building
but also the surrounding area has to be implemented for the smooth traffic connection with the city as
well as with the other public transportation.
(3) Creation of New Destinations
The leveling of the amount of each traffic user can be expected by the new demand of the other
station use complementing the usual demand such as the one to the city in the morning and the other
one to the suburbs in the evening. For example, the new development of the “large-scale commercial
complex” or the “Educational complex including the college and the high school and the academy
etc.” seem to be still effective. In addition to that, the development together with the station area and
the station front representing the whole development in the comprehensive initial planning are more
comprehensive to the area urbanization.
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(4) Aiming a Strategic Foothold along the whole railway
The development of the traffic core with the surroundings is expected to bring the brand image on the
whole railway and to provide the improvement of the real estate value on the area behind of the
railway, even if it is the single development. For the above reason, regarding the significance of its
development, the development of the traffic core can be an accelerator for the town development
especially for the housing and is expected to increase the railway users.
3.4.5 Selection of Node Station
When we consider the development of the core along the railway, we must pay attention to the present
situation of the area. In the center of city, it is difficult to redevelop the existing area because it takes
much time to coordinate the existing rights of habitants. Therefore, in such area it is better to concentrate
our attention to make just a trigger of modal shift in order to improve the convenience of transportation. In
the area where development is expected in future, it is easy to coordinate habitants and the effect is bigger.
In this study, we select Boraki station as a terminal station for the further planning in consideration of the
local situation and the result of the hearing to the relevant organizations as follows.
Boraki Station:Node with Indian Rail. It is decided to be a multi-functional traffic terminal in future
in Greater Noida area.
According to the base scenario of the population growth in Noida and Greater Noida Extension Area,
the population of the area is estimated 1.5 million. And at the Boraki station the passengers are
estimated to be 750 thousand.
The area has the high possibility for the near future development because the land expropriation
(about 160 ha) has been already finished by the Greater Noida Investment Development Authority.
Doe to the Shiv Nadar University (generally called HCL University) in the neighborhood of this
station, the effect of the Japanese-styled station development can be easily conducted monitoring the
daily usage of the students and the usage in an academic conference in the weekend.
The highly effective development is expected in the development which can improve the image of the
whole railway including the efficient land use piling up the floors, the monumental facility planning
and the application of the 3-dimentional traffic segregation, because this station is the end station in
the part of the future extension of the Noida-Greater Noida Metro Link.
3-63
Figure 3-4-4 The location of the study area
3.4.6 Development Policy
It describes the implementation towards the achievement, positioning the development sense as one of the
goals of infrastructure exports.
(1) Improvement of Convenience
In the base formation around the railway station, it is necessary to insure the following passing functions.
Railway user (Access)
Railway user (Transfer)
Station facilities user (non-railway user)
Other Transportation users (non-railway user)
Figure 3-4-5 Classification of traffic by users
Source: City Planning Manual Urban facility/Park】Urban Traffic Facility/Maruzen
DMRC Phase 4 Noida-Greater Noida Metro Link
口フレーム New Construction Section
Boraki
3-64
Figure 3-4-6 Urban traffic Facilities in Traffic Terminal
Source:City Planning Manual Urban facility/Park】Urban Traffic Facility/Maruzen
It is expected that “ exchange function” ,“ landscape function ” ,“ service function ” , and “ disaster
presentation function ” are the functions to support urban agriculture for the other base formations. It is
said that each one of the functions is non-independent for it is required to perform its compounded
function in the limited area around railway station. Thus, it is effective for the development planning
around the station in a developing country to be developed in a manner with the spatial utilization
referring to the Japanese example.
(2) Assemble and Invite Passengers; Create New Commercial Area
There are some ways of thinking to arrange commercial spaces of railway station users since long before
in Japan, such as Echika of Omotesando Station and Ecute of Tachikawa Station. According to the field
survey, it is learned that especially the junction stations like Nehru Place Station (Line 5: Violet Line) and
Cashmere Gate Station (junction of Line 1: Red Line and Line 2: Yellow Line) need those Japanese ways
of thinking to arrange commercial spaces inside the railway station.
Since around 10 years ago, the unification of railways and commercial facilities including ticket gates has
been developed as a new business field. And furthermore, Japanese paradigm shift from a “station
bypassed” to a “moving station” is considered to serve as a reference in developing countries.
(3) Create New Life Stage
According to the field survey, it is realized that the land-use around most of the stations in India is
disordered and the spaces are not all utilized efficiently. Therefore, it can be understood that the facilities
such as “Station Direct Business” and “Residential facilities near from station” are not used under the
Photo 3-4-10: Ecute of Tachikawa Station (ticket gate) Photo 3-4-11: Echika of Omotesando Station (ticket gate)
Source: Study Team Source: Website of Echika of Omotesando Station
3-65
current situation.
Thus, it is possible to propose the developers and relevant entities the stage of the new residence and the
new life by the high utilization model of land-use around stations, based on the technique of base
development in Japan, as the clear zoning and the arrangement of traffic
In the context of the landscape function that a station holds through the symbolic design of the station
buildings and the monumental architectural positioning of its related facilities, it is also important to
create the local identity and to improve the impression the territory by developing the station space, as it
is the most important part of a region. It is also expected to affect the surrounding areas along with the
increase of the needs of surrounding real estates, including railway developments.
3.4.7 Implementation towards the Achievement
For the overall structure is conducted by double-line with different levels from both in and out, it is to be
proposed a plan of pedestrian/vehicle separated and stereoscopic station space, under the knowledge of
Japanese technique. The detail of implementation is below.
Figure 3-4-7 Proposal Plan of Boraki station
Source: Study Team
Office 48,400 ㎡
Commercial 230,580 ㎡
Residential 69,550 ㎡
Hotel 32,595 ㎡
Total 381,125 ㎡
Source: Study Team
3-66
(1) Separating pedestrians and vehicles by pedestrian deck
The traffic segregation developing the traffic plaza only allowing the vehicles on the ground level and
constructing the pedestrian deck on the 2nd level.
The pedestrian deck on the 2nd level works also the hub connecting the areas divided by the India
National railway line.
The smooth changing the lines between the entrance gate of the Metro station on the 3rd level and that
of India National railway line on the ground level can be provided to each user owing to the new
platform of the extension part of the Noida-Greater Noida Metro Link on the 2nd level.
In addition to those above, for more convenience, the extension planning of the pedestrian deck will
provide more efficient usage of the property cooperated with the other lot on the next with larger
pedestrian network.
(2) Clear Zoning and Arrangement of traffic
Clear and efficient zoning of the carriage porch and the area for the bus, the taxi, and other service
vehicles can be planned when the space for the pedestrian is concentrated on the deck level.
The 3-dimentional traffic segregation can offer the decentration of each traffic by increasing the
entrance to the area from the ground level and from the deck level.
Moreover owing to the simplification, the reducing the traffic accidents and the increasing the safety
and the improvement the environment are expected together.
Photo 3-4-12
Example for Station Facility by the Pedestrian Deck
(Tachikawa Station)
Source: Tokyo City Guide website Source: Proud tower Tachikawa homepage
出典:調査団撮影 Source: Study Team Source: Study Team
Figure 3-4-9 [Situation] Diagram of
congestion of functions and traffic
Figure 3-4-10 [Planning] Diagram after
clean-up the functions and traffic
Figure 3-4-8
Spatial Structure Image of
Tachikawa Station and Nearby Facility
3-67
(3) Maximize Value of land by Monumental Facillities Planning
Another important role of the station such as the
contribution to the aesthetic cityscape and the core for
the community and getting together will be provided
by more space open to the public.
The residential and office complex are to be in the
station area in consideration of the financial efficiency
to compensate the initial and running cost.
The appearance of the whole development should be
planned in the one integrated design policy to be the
icon representative the area.
(4) Innovated New Function
The following function is assumed as a function to
prop up the bustle of the base.
a) Office directly connected from Station which
contains the function of administrative operations.
b) Residence with Good View
c) Life related facilities
d) Large scale shopping malls which can estimate
the customers from another cities
e) Bus & Taxi terminal which can be the hub for the
area surroundings
Photo 3-4-13 Example of
maintaining cluster of high-rise
buildings that considers station
Photo 3-4-14 Example of maintaining
large-scale, commercial facilities of
station connecting directly
Source: Lazona Kawasaki Website
Source: Study Team
Chapter 4
Evaluation of Environmental and Social Impacts
4-1
4.1 Current Status Analysis of Environmental and Social Aspects
4.1.1 Current status of natural environment
(1) Geological features
The study area is located between Himalaya Mountains in northern India and Indian subcontinent. This area an
alluvial plain formed by the Indus river and the Ganges. Its altitude is approximately 200m with flat terrain. In
east side of study area, there is the Yamuna River, a tributary of the Ganges, along the boundary between the
Uttar Pradesh and Haryana state.
(2) Climate
The study area belongs to BSh and Cwa of Köppen–Geiger climate. It has an island climate with the dry, rainy
and hot season. From the end of September to the mid of March, a temperature raises around 20 degrees by the
dry season. Fog and smog often rise from the end of December to January. The hot season from April to July,
it often becomes the intense heat and the temperature clime up to 45 degrees. In the rainy season from the end
of July to August, the humidity becomes higher than the hot season while being colder.
Figure 4-1-1 Temperature Trend of Study Area
Source: World Meteorological Organization and National Tourism Organization
Figure 4-1-2 Precipitation Trend of Study Area
Source: World Meteorological Organization and National Tourism Organization
0
10
20
30
40
50
1 2 3 4 5 6 7 8 9 10 11 12
最高温度 最低温度
℃
月
0
50
100
150
200
250
300
1 2 3 4 5 6 7 8 9 10 11 12
降水量
mm
月
Highest Lowest
Precipitation
4-2
(3) Air Pollution
In India, Central Pollution Control Board (CPCB) conducts the National Air Quality Monitoring Program to
survey the atmospheric levels of SO₂, NO₂ and RSPM (PM₁₀). Table 4-1-1 shows the monitoring result of
three areas near the study area, Delhi, Faridabad and Ghaziabad. Regarding SO₂, its concentration is getting
higher in Faridabad and Ghaziabad, and the pollution level of the latter became worse from “Low” to
“Moderate.” And, it is indicated that NO₂ has been increased in all three cities. Especially, Delhi is
categorized to “High” in 2011. The most serious data is that the result of PM₁₀ is far greater than 60µg/m3, the
annual average of the environmental standard in all three cities. Suspended particulate matter causes a
respiratory disease that affects children. Deterioration of the air quality will lead the serious health damage.
Table 4-1-1 Monitoring Result of Air Pollution 2008-2011
State City 2008 2009 2010 2011
SO₂ NO₂ PM₁₀ SO₂ NO₂ PM₁₀ SO₂ NO₂ PM₁₀ SO₂ NO₂ PM₁₀
Delhi Delhi 6 57 214 6 50 252 5 55 261 6 61 222
Haryana Faridabad 13 24 150 15 23 154 18 29 164 20 43 174
Uttar Pradesh Ghaziabad 20 16 236 29 31 239 30 37 290 31 39 231
Source:CPCB Annual Report 2011-2012
Table 4-1-2 Air Pollution Standard
Pollution Level Annual Average (µg/m3)
SO₂ NO₂ PM₁₀
Low 0~25 0~20 0~30
Moderate 26~50 21~40 31~60
High 51~75 41~60 61~90
Critical >75 >60 >90
Environmental Standard 50 40 60
Source: CPCB Annual Report 2011-2012
(4) Water Pollution
Water is chronically contaminated by domestic sewage. Particularly, the situation of large cities is serious.
CPCB implements the water pollution survey in association with states, and the results, Figure 4-1-3, 4-1-4
and 4-1-5 show that organic matters and bacteria cause the contamination. The locations where BOD is less
than 3mg/L accounted for 69% of whole sites in 2007, but this ratio had been decreased to 63% in 2011.
Contrary, the ratio of locations with more than 6mg/L of BOD rose up to 18% in 2011 while it was 13% in
2007. This means that water condition has been deteriorated since 2007.
Most rivers are also heavily polluted by coliform bacteria, and especially Yamuna River which this route plan
crosses is one of most contaminated river. Water quality trend of Yamuna River is described in Figure 4-1-6.
4-3
Figure 4-1-3 Water Quality Trend (BOD, mg/l)
Source: CPCB Annual Report 2011-2012
Figure 4-1-4 Water Quality Trend (Total Coliform, MPN/100ml)
Source: CPCB Annual Report 2011-2012
Figure 4-1-5 Water Quality Trend (Faecal Coliform, MPN/100ml)
Source: CPCB Annual Report 2011-2012
4-4
Figure 4-1-6 Water Quality Trend in terms of BOD (mg/l) in Yamuna River
Source: CPCB Annual Report 2011-2012
(5) Soil Contamination
Soil contamination by a chemical fertilizer and an insecticide is confirmed at mainly farm land. Chlorination of
ground surface is also a considerable issue, and affected area reaches 40% of whole farm land.
(6) Waste Product
Even among environmental problems, waste problem is serious. More than 160 thousand tons of wastes
generate per day, and 100 million tons of industrial waste, 160 million tons of agricultural waste, 68 million
tons of domestic waste and 400 thousand of E-waste generates per year. While Amounts of generated waste
per one person increases by 1.33% a year, garbage processing cannot sufficiently catch up because of a lack of
facilities. As a result, a refuse is scattered in an urban area, and it leads the contamination of water and soil.
This problem will be more serious with solid waste increasing year by year, and approximately 1,400㎡ land
will be required for waste processing by 2047 if the current situation continues.
(7) Sanctuary
As a basic law related to the protection of natural environment, The Indian Wildlife (Protection) Act was
established in 1972, and it was amended in 2006. 2006 Amending Act prescribes the establishment of national
Tiger Conservation Authority. In this connection, there is no sanctuary and forest to be affected by
construction in this route plan.
4.1.2 Future Predictions (If Project is NOT Implemented)
If this project is not implemented, there are concerns over the deterioration of traffic condition and the increase of
toxic exhaust gas from vehicle.
Greater Noida, the east side of study area, is the comprehensive industrial park with approximately 40,000ha of
huge development area five times as large as Noida. This area belongs to the National Capital Region (NCR)
along with Delhi, Noida, Ghaziabad, Gurgaon and Faridabad where economic development and urban
4-5
development are expected.
Access to the IGIA from Greater Noida, however, is required to interchange at some stations in case of train while
expecting higher traffic demand. Also, transportation by car takes a lot of times to pass the center of Delhi
because of heavy traffic congestion.
This project will improve the trains speed of new railway line which connects Greater Noida with IGIA, and it
will also contributed to the customer convenience and the preserving the urban environment.
4.2 Effects of Environmental Improvement Resulting from Project
Implementation
In this section, this study indicated the calculation result of the environmental improvement effect (carbon dioxide
reduction) in case that this project is implemented.
4.2.1 Reduction of carbon dioxide emission
Global warming assessments were made by calculating the difference between the carbon dioxide emissions that
would be reduced by a shift from automobiles to a train usage if an railway connecting Boraki with IGIA is
introduced, and the carbon dioxide generated through power production for the power to be consumed by running.
(1) Reduction of automobiles traffic volume
Assuming the shift of train users from public transportation on roads, road traffic would be reduced by the
portion of users changing means of transportation. The potential reductions in road traffic are calculated from
demand prediction results and shown in Table 4-2-1.
Table 4-2-1 Reduction of Automobile Traffic Volume
Transportation
Modes Year
Transition
Traffic
Amount
(People)
Average Travel
Distance (km)
Average Number
of Passengers
(People/Vehicle)
Road Traffic
Reduction
(Vehicles/km/day)
Private car
2021 164,565
5.0 1.8
457,125
2031 259,980 722,167
2036 307,737 854,825
2041 365,395 1,014,986
Bus
2021 174,047
10.0 15.0
116,031
2031 274,958 183,305
2036 325,466 216,977
2041 386,447 257,631
Source: Study Team
4-6
(2) Carbon dioxide reduction by the conversion of automobile traffic
Carbon dioxide reduction by the conversion of automobile traffic is calculated by the following formula.
ERY = Σ (VKJ×EFM )
ERY : Annual carbon dioxide reduction
VKJ : Traffic volume reduction by type of vehicle (traveler km/year)
EFM : Carbon dioxide emission intensity (kg CO2/ traveler km)
Table 4-2-2 Carbon dioxide emission intensity
Transportation modes Intensity (kg CO2/traveler km)
Private car 0.15
Bus 2.34
Source: Ministry of the Environment
Table 4-2-3 Carbon dioxide reduction by the conversion of automobile traffic
Year Reduction (t CO2/y)
Private car Bus Total
2021 25,028 99,102 124,130
2031 39,539 156,561 196,100
2036 46,802 185,320 232,122
2041 55,570 220,043 275,613
Source: Study Team
(3) Carbon dioxide reduction by train operation
Carbon dioxide reduction by trains operation is calculated by the following formula.
EGY = ECE × EFE
EG : Annual Carbon dioxide emission (t-CO2/y)
EC : Annual power consumption (kWh/y)
EF : Carbon dioxide emission intensity (=1.27053 kg CO2/kWh) ※
※(Department of Energy and Climate Change, DECC) “2010 Guidelines to DEFRA
/DEC’s GHG Conversion Factors for Company Reporting (Annex 10 International
Electricity Emission Factors)”
4-7
Table 4-2-4 Carbon dioxide reduction by trains operation
Year Annual power consumption
(kWh/y)
Annual Carbon dioxide emission
(t-CO2/y)
2021‐2030 65,019,519 82,609
2031‐2035 116,394,674 147,883
2036‐2040 141,327,745 179,561
2041- 170,107,646 216,127
Source: Study Team
(4) Carbon dioxide reduction by railway project
Carbon dioxide reduction resulting from the implementation of the railway project are shown in Table 4-2-5. It
is expected that the implementation of the railway project can contribute to the reduction of greenhouse gases
with a carbon dioxide reduction of approximately 41,000t- CO2/y in the inauguration year of 2023, and an its
number will improved by the increased demands (increased transition from automobiles to train usage) such as
48,000t- CO2/y in 2031, 52,000t- CO2/y in 2036, and 59,000t- CO2/y in 2041 at last.
Table 4-2-5 Carbon dioxide reduction by railway project
Year
Reduction of carbon dioxide
emissions as a result of transition
from automobile traffic
(t-CO2/y)
Carbon dioxide emissions
resulting from train operation
(t-CO2/y)
Reduction of carbon dioxide
(t-CO2/y)
2021 124,130 82,609 41,521
2031 196,100 147,883 48,217
2036 232,122 179,561 52,561
2041 275,613 216,127 59,486
Source: Study Team
4.2.2 Applicability of Clean Development Mechanism (CDM)
The CDM/JI Project Study for supporting the implementation of feasibility studies (FS) of projects that could be
applicable as CDM and Joint Implementation (JI) has been carried out at the Ministry of the Environment since
1999, however until 2013 no projects related to new traffic systems, such as railway systems, have been
implemented. In the transportation field, in Malaysia items targeting improvements of the vehicles themselves
have been implemented, such as the improvement of fuel consumption through the introduction of digital
tachographs in freight transport vehicles, attachment of idling stop equipment on route buses, and replacement of
automobile engines with new engines. The period which can be calculated for CDM reduction effects (the credit
period) is a maximum of 10 years, and it can be thought that one of the reasons that a railway system project is not
implemented is its comparatively high costs compared to other fields and issues with profitability. It is thought
that it would be difficult to apply CDM due to the sluggishness of emissions trading prices and excessive
emissions in recent years, as well as the fact that emission amounts will continue to increase for a long period of
time after the project implementation, making for unsure profitability and reliability.
4-8
4.3 Effects on Environmental and Social Aspects Resulting from Project
Implementation
4.3.1 Identification of Environmental and Social Effects
The identification of items which are supposed to have effects on environmental and societal aspects as a result of
the implementation of this project was carried out based on JICA's Guidelines for Environmental and Social
Considerations environmental checklist table (railways), and the results of this identification are shown in Table
4-3-1.
Table 4-3-1 JICA's Guidelines for Environmental and Social Considerations Environmental Checklist (Railways)
Classificatio
n
Environment
item Main Matters to be Checked
Yes:Y
No:N
Concrete environmental social
consideration (Reasons why of
Yes/No, basis, relief measures,
etc.)
1 A
ppro
val an
d E
xplan
ation
(1) EIA and
environment
al approval
(a) Have the environmental
assessment evaluation reports
(EIA report) been completed?
(b) Is the EIA report approved by
the interested-state governments?
(c) Is approval of the EIA report
etc. accompanied by collateral
conditions? Are the conditions
fulfilled when there are the
collateral conditions?
(d) When required in addition to
the above, has permission and
approval about the environment
been obtained from the local
competent authorities?
(a)N
(b)N
(c)N
(d)N
(a)(b)(c) The EIA report must be
prepared during a future stage
where project plan details are
reviewed.
(d)There is no required clearance
other than EIA.
(2)
Explanation
to local
stakeholders
(a) Was appropriate explanation to
the local stakeholders including
information disclosure given, and
an understanding about the
contents and impacts of the
project obtained?
(b) Were the comments from
residents etc. reflected in the
contents of the project?
(a)N
(b)N
(a) A project overview has been
explained to the cities along the
route and their approval obtained,
however it is necessary to provide
explanations to other local
stakeholders and relevant parties
and obtained their support going
forward. In addition, it is also
necessary to provide explanations
and obtain consent regarding
environmental impact going
forward as well.
(b) At present, explanatory
meetings have not yet been
implemented for local residents. If
is necessary to hold explanatory
meetings for residents and reflect
their comments in the project
design in future detailed study
stages.
4-9
(3)
Examination
of
alternatives
(a) Were multiple alternatives of
the project plan examined
(including items related to the
environment and society)?
(a)Y (a)Alternative plans have been
considered and environmental
impact taken into consideration for
route proposals.
2 P
ollu
tion
Measu
res
(1) Water
quality
(a) Does the water quality of a
downstream water area deteriorate
by the soil runoff from topsoil
outcrops, such as the bank and the
cut earth?
(b) Is the drainage from a station
or a vehicle base consistent with
the effluent standard of interested
states, etc.? Also, are water areas,
which are not consistent with the
environmental standards of
interested states, generated?
(a)N
(b)N
(a) The planned route is composed
of elevated and underground
sections. So, it is planned to take
all possible care during the
construction period to minimize
soil runoff as much as possible and
not have a negative effect on water
quality downstream.
(b) Sufficient consideration is
required for processing of effluent
from stations, contaminated water
from depots and unneeded oil
from maintenance inspections, and
caution will be taken to prevent
leaks from waste storage vehicles.
In addition, the environmental
standards will be met by preparing
waste water facilities of the same
standard as shown in the existing
Delhi metro.
(2) Waste
substances
(a) Is the waste substance from the
station or the vehicle base
processed and disposed of
appropriately according to the
regulations of interested states?
(a)Y a) Expected wastes from stations
include cans, bottles, plastic
bottles, magazines, tickets, etc.,
and waste oil, consumable parts,
etc. from depots and will be
appropriately processed according
to waste processing regulations. In
addition, processing and disposal
will be carried out using the same
processes as at the existing
stations and depots on the existing
lines.
(3) Noise and
vibration
(a) Is the noise and vibration by
the railroad consistent with the
standards of interested states, etc.?
(a)Y (a) Countermeasures, such as
installation of sound barriers, will
be put in place in accordance with
the country's noise and vibration
standards during the construction
period. It will be necessary to
monitor noise and vibration after
operation commencement, and
make periodic reports to relevant
organizations.
(4)
Subsidence
of ground
(a) Is there is a possibility that
subsidence of ground may arise,
by a lot of ground-water pumping
(especially underground)?
(a)Y (a) Precautions will be taken
against subsidence, such as
excavation and pumping of
groundwater, as the project
involves construction of tunnel
sections and construction near
rivers.
3 N
atural
En
viro
nm
ent
(1) Protected
region
(a) Is the site located in a
protected area provided for in law,
international treaties, etc. of
interested states? Does the project
affect the protected area?
(a)N (a) There are no protected areas
within the site.
(2)
Ecosystem
(a) Does the site include primeval
forests, tropical natural forests,
(a)N
(b)N
(a)(b)(c)(d)(e)(f) are not present
within the project site.
4-10
and ecologically important
habitats (coral reef, mangrove
coast, mudflat, etc.)?
(b) Does the site include the
habitat of rare species for which
protection is needed by the law,
international treaties, etc. of
interested states?
(c) When concerned about the
serious influence on the
ecosystem, are measures which
reduce the influence on the
ecosystem taken?
(d) Are the measures which
prevent the blockage of the
migration pathways of wildlife
and livestock, the division of
wildlife habitat, traffic accidents
between vehicles and animals, etc.
taken?
(e) Is deforestation, poaching,
desertification, drying of
marshland, etc. associated with
development produced by the
building of the railroad? Is there
any possibility that the ecosystem
may be disturbed by introduction
of alien species (they traditionally
do not inhabit the area), disease
and pest insects, etc.? Are
measures to these prepared?
(f) When building a railroad in an
undeveloped area, is the natural
environment spoiled greatly in
connection with new community
development?
(c)N
(d)N
(e)N
(f)N
(3)
Hydrometeor
(a) Does new construction of
structures, such as a change of
geographical feature and tunnels,
have an adverse effect on the flow
of a surface water and ground
water?
(a)Y (a)The plan will include drainage
which has sufficient capacity to
ensure no negative effects on
surface or ground water from
waste water from engineering
works and rail sections (elevated
sections, tunnels), stations or
depots during periods of heavy
rain during the rainy season.
(4)
Geographical
feature and
geology
(a) Is there any geological area
where earth-and-sand collapse and
landslide are likely produced on
the route? When bad, are
appropriate measures taken into
consideration by the construction
method etc.?
(b) Are earth-and-sand collapse
and the landslide produced by
such engineering-works as
banking, earth-cutting, etc.? Are
the appropriate measures for
preventing earth-and-sand
collapse and landslide taken into
consideration?
(a)Y
(b)Y
(c)Y
(a) Countermeasures will be
planned to ensure no slope failures
or landslides occur in tunnel
sections or locations close to
rivers.
(b) Sufficient consideration will be
made in plans to prevent slope
failure and landslides in
foundation and tunnel
construction.
(c) Plans will be drawn up to
protect against erosion in soil
dumps for tunnel construction.
4-11
(c) Is soil runoff from the bank,
earth-cutting, soil disposal area,
and the earth-and-sand extraction
place produced? Are the
appropriate measures for
preventing sediment discharge
taken?
4 S
ocial E
nviro
nm
ent
(1) Resident
move
(a) Is involuntary resident transfer
produced in connection with the
project execution? When produced
are efforts made to minimize the
influence of a transfer?
(b) Is appropriate explanation
about the measures against
compensation/ life reconstruction
given before a transfer to the
residents who are to be
transferred?
(c) Is the investigation for the
resident transfer made and is a
transfer plan including recovery of
the life base after compensation
by the current replacement cost
and the transfer established?
(d) Is payment of compensation
made before a transfer?
(e) Is the compensation plan in
written form?
(f) Was the appropriate
consideration for socially
vulnerable groups, such as
women, children, elderly men, the
poor, ethnic minorities, indigenous
people, scheduled especially
among residents to be transferred?
(g) Can an agreement before a
transfer be reached with residents
to be transferred?
(h) Is a system for carrying out a
resident transfer appropriately
prepared? Are sufficient
competency and budget measures
taken?
(i) Is monitoring of the influence
by a transfer planned?
(j) Is a structure for handling
complaints built?
(a)Y
(b)Y
(c)Y
(d)Y
(e)Y
(f)Y
(g)Y
(h)Y
(i)Y
(j)Y
(a) At present, the project is still in
the pre-F/S stage, and it is not yet
clear if there will be any need for
any involuntary relocation of
residents. The plan is designed to
minimize the need for land
acquisition and resident relocation
as much as possible by using the
roadway as installation space,
however narrow road areas,
curves, and other features may
have effects on these
requirements.
(b)Public hearing will be held.
(c) Resettlement will be solved by
securing the life base and
compensation
(d)Payment of compensation will
be made before a transfer.
(e)The compensation plan will be
in written form.
(f) Special consideration will be
given to women, children, the
elderly, the poor, ethnic minorities,
indigenous peoples and other
socially vulnerable groups in
accordance with the laws of India.
(g) The consent of the residents to
be relocated shall be obtained
before relocation, so it is though
that the same will likely be
possible.
(h)(i) The resident relocation
procedures will include
implementation systems and
budget measures and monitoring is
planned.
(j) A mechanism will be
constructed for processing
complaints regarding resident
relocation.
4-12
(2) Life and
livelihood
(a) When a railroad is installed by
new development, does it have
influence on the existing means of
transportation or the life of the
residents engaged in it? Also, are
there large changes of land use
livelihood means, unemployment,
etc. produced? Does the plan
consider relief of these influences?
(b) Are there any adverse effects
on residents by the project? When
required, what measures are
considered to mitigate the impact?
(c) Is there any danger of illness
generated (including infection,
such as HIV) by a population
influx from other areas? Is
consideration of suitable public
health sanitation taken if needed?
(d) Is there an adverse effect in the
road traffic of surrounding areas
by the project (the increase in
traffic congestion, traffic
accidents, etc.)?
(e) Does an obstacle arise in
residents' migration by the rail
line?
(f) Is sunshine prevention and
radio disturbance produced by
railroad structures (bridge etc.)?
(a)Y
(b)N
(c)N
(d)N
(e)N
(f)Y
(a) This is the circular route with
long distance, so there is no
influence on the existing
transportation modes. And, no loss
of employment is expected. In
addition, the implementation of
the project will increase
employment activities with a need
for construction personnel during
the construction period, and new
staffing opportunities at the
railway operating company and
commercial businesses around the
stations, etc. after commencement
of operation.
(b) The project is of great benefit
to the public and will increase
convenience for residents and not
cause any negative effects.
(c) The area of the project is
already an area with development
plans for increased traffic, so
further promotion of population
fluidity is not likely to pose further
risk of diseases.
(d) There will be no negative
effect on surrounding road traffic.
The introduction of the railway
transportation system is expected
to result in transitions from
automobile traffic, so a lessening
of road traffic congestion can be
expected.
(e) Intersections with roads will be
either elevated or tunnel sections,
so the area will not be divided by
the railway tracks and should in no
way impede the movement of
residents.
(f) Sun shading: Will occur.
Elevated structures will affect the
amount of effective sunlight time.
Radio interference: Will occur.
There may be areas where the
railway electrical system causes
radio interference. In addition, the
locations which will suffer from
said interference cannot be
identified during initial
environmental study stages, so it is
necessary to carry out further
studies at the time of more
detailed planning.
(3) Cultural
heritage
(a) Is there any possibility of
damaging valuable archaeological,
historical, cultural or religious
heritage or sites by the project?
Also, are the measures defined in
the municipal law of interested
states taken into consideration?
(a)N
(a) There are no archaeological,
historical, cultural, religiously
significant remains, etc. within the
proposed route of this project.
4-13
(4) View (a) When the scenery which
should be considered especially
exists, is it affected adversely? Are
required measures taken when
influential?
(a)Y (a) There is no scenery which
requires any particular
consideration along the proposed
route of the project. However, it is
possible that there could be a
negative effect on urban views
while the vehicles are travelling
along the elevated sections of the
line, so it is necessary for the
structures, station building
designs, etc. to be in harmony with
the surrounding scenery.
(5) Ethnic
minority,
indigenous
people
(a) Is consideration which reduces
the impact on the culture and the
lifestyle of ethnic minorities and
indigenous people taken?
(b) Are various rights about the
land and resources of ethnic
minorities and indigenous people
respected?
(a)N
(b)N
(a)(b) There are no ethnic
minorities or indigenous residents
within the proposed route.
(6) Labor
environment
(a) Are the laws on the labor
environment of the interested
states which should be observed in
the project protected?
(b) Are the measures of the safety
consideration in the hardware
aspect to project authorized
personnel, such as installation of
the safety equipment concerning
industrial accident prevention and
management of harmful
substances taken?
(c) Are the measures in the
software aspect to project related
personnel, such as implementation
of safety and health plan and
safety training to workers
(including traffic safety and public
health sanitation) planned and
carried out?
(d) Are the appropriate measures
taken so that the security staff
related to the project may not
infringe on the safety of project
related personnel and local
residents?
(a)Y
(b)Y
(c)Y
(d)Y
(a) This project is a public
transportation project, and the
project will adhere to the laws of
the country by following the
examples of the work
environments of the existing
railways, buses and other
transportation systems.
(b) The country already features
an operating railway system, so
safety considerations such as
installation of safety equipment
for preventing industrial accidents,
management of hazardous
substances, etc., and other tangible
safety considerations for project
participants are already in place.
(c) As stated above, the country
already features an operating
railway system, so health and
safety plan enactment,
implementation of safety training
for workers, and other intangible
measures for project participants
are already planned or
implemented.
(d) It is necessary to implement
thorough training for project
security personnel to ensure that
they do not in any way endanger
the safety of project participants or
local residents.
4-14
5 O
thers
(1) Influence
under
construction
(a) Are the relief measures for
contamination during construction
(noise, vibration, muddy water,
dust, exhaust gas, waste
substance, etc.) prepared?
(b) Is the natural environment
(ecosystem) affected adversely by
construction? Are relief measures
to reduce impacts prepared?
(c) Is the social environment
affected adversely by
construction? Are relief measures
to reduce impacts prepared?
(d) Is road traffic congestion
generated by construction, and are
relief measures to reduce impacts
prepared?
(a)Y
(b)N
(c)Y
(d)Y
(a) Measures will be implemented
to alleviate pollution during
construction. Measures to prevent
and alleviate environmental
pollution will be sufficiently
studied when enacting a
construction plan.
(b) As the construction is
occurring within an urban area,
there is expected to be almost no
negative effect on any ecosystems.
(c)(d) Because the main
installation space is road, there are
concerns that traffic restrictions,
etc. during the construction period
may result in traffic congestion. A
plan for transport of materials and
equipment, installation
construction, etc. will be
established before commencement
of construction, and detour signs,
etc. will be used to minimize the
impact on traffic.
(2)
Monitoring
(a) Is the business operator's
monitoring planned and carried
out to the items which can be
subject to the influence among the
above-mentioned environment
items?
(b) Are the items of the plan
concerned, methods, frequency,
etc. judged to be appropriates?
(c) Is the business operator's
monitoring system (organization,
staffs, equipment, budgets, etc.
and those continuity) established?
(d) Are the methods, frequency,
etc. of the report from the business
operator to competent authorities
etc. specified?
(a)Y
(b)Y
(c)Y
(d)Y
(a)(b)(c)(d) For environmental
monitoring, laws are already in
place from existing railway
constructions, and this product
must plan and be implemented
with consideration of and learning
from past experiences and
projects.
6 Im
po
rtant M
atters
(1)
Reference of
other
environment
al check lists
(a) If necessary, additional items
can be evaluated by checking the
appropriate checklist relating to
forestry (when accompanied by
large-scale deforestation)
(b) If necessary, additional items
can be evaluated by checking the
appropriate checklist relating to
the distribution and transmission
of electrical power (when
accompanied by construction of
distribution and transmission of
electrical power and distribution
institution etc.).
(a)Y
(b)Y
(a) The proposed route is mainly
through urban area, so no large
scale deforestation, etc. will occur.
(b) The proposed route will be
elevated, and it will be necessary
to reroute power transmission
lines where they interfere with
railway constructions. (Relevant
items from the Power
Transmission and Distribution
Lines checklist are shown in Table
4-3-2.)
(2) Notes for
environment
al check-list
use
(a) If necessary, the effects of
trans boundary or global
environmental issues shall also
be checked (when the elements
concerning the problem of
cross-border processing of waste
(a)N (a) The project aims to convert
passengers and cargo from
automobile traffic, and so will
contribute to reduction of
greenhouse gases.
4-15
substances, acid rain, ozone layer
depletion, and global warming can
be considered etc.).
Note 1) Regarding the term “Country's Standards” mentioned in the above table, in the event that
environmental standards in the country where the project is located diverge significantly from international
standards, appropriate environmental considerations are required to be made.
In cases where local environmental regulations are yet to be established in some areas, considerations should be
made based on comparisons with appropriate standards of other countries (including Japan's experiences).
Note 2) Environmental checklist provides general environmental items to be checked. It may be necessary to
add or delete an item taking into account the characteristics of the project and the particular circumstances of the
country and locality in which it is located.
Source: Study team
In JICA's Guidelines for Environmental and Social Considerations (railways) "6. Important Points (1) Refer to
other environmental checklists", there are also relevant areas in "Power Transmission and Distribution Lines", so
the related items were extracted and are presented in Table 4-3-2.
Table 4-3-2 JICA Guideline Checklist
(Other Relevant Fields (Power Transmission and Distribution Lines Extracts))
Classificatio
n
Environment
item Main Matters to be Checked
Yes:Y
No:N
Concrete environmental social
consideration (Reasons why of Yes/No,
basis, relief measures, etc.)
3 N
atural E
nviro
nm
ent
(4)
Geographical
feature and
geology
(a) Is there any geological area where
earth-and-sand collapse and landslide
are likely produced on the route of
power transmission and distribution
line? When bad, are appropriate
measures taken into consideration by
the construction method etc.?
(b) Are earth-and-sand collapse and
the landslide produced by such
engineering-works as banking,
earth-cutting, etc.? Are the
appropriate measures for preventing
earth-and-sand collapse and landslide
taken into consideration?
(c) Is soil runoff from the bank,
earth-cutting, soil disposal area, and
the earth-and-sand extraction place
produced? Are the appropriate
measures for preventing sediment
discharge taken?
(a)N
(b)Y
(c)Y
(a) In areas where power transmission
line switching construction is required,
construction methods will be planned to
ensure that slope failures and landslides
do not occur in areas prone to such.
(b)Sufficient consideration will be made
in plans to prevent slope failures and
landslides in foundation and tunnel
construction.
(c) Plans will be drawn up to protect
against erosion in soil dumps for tunnel
construction.
Source: Study Team
4.3.2 Comparative Investigation of Other Options with Smaller Effect on Environmental and Social Aspects
Resettlement around Tughlakabad Station: there is a residential area on the route between Tughlakabad station
and Yamuna River, so it has the possibility to require the land acquisition and the resettlement. To reduce the
affected people as far as possible, the route shall be underground route to pass this dense area.
4-16
4.3.3 Important Points for Environmental Aspects related to Implementation of a Railway System Project
(1) Land Acquisition Act
There are three types of procedures of land acquisition, such as, procedure for normal, emergence and private.
When the government decides the requirement of land acquisition for the public purpose, the normal procedure
is applied. This procedure is expected to be applied for this project, so the contents are described below.
a) Prior notification to an official gazette and two local daily paper
b) Land owner can raise an objection within 30 days from the prior notification
c) Collector interviews with land owner individually and prepares a report.
d) Judging from a report, the government makes a decision and a declaration.
e) Collector surveys a land and decide land price and allocation.
f) Stakeholders can raise an objection
g) Collector awards land, compensation and allocation with government permission
h) Collector can acquire a land immediately after the payment or the suggestion to pay.
(2) Land Acquisition, Rehabilitation and Resettlement Act, 2013 (LARR)
According to Land Acquisition Act, 1894, there is no statement about substitute land and life security as
compensation while prescribing that compensation price shall be 30% higher than market price. With this
situation as a background, the government submitted LARR to the Diet on September 2011. The outline of this
act is as follows.
a) To define the details of public enterprise
b) To enhance the scope of protection for not only land owners but also peasants and workers
c) To set the lowest land price to be 4 times as much as a higher one of market price and transaction price in
case of farm land. (Twice as much in case of town)
d) To restore 20% of profit to land owner if resale benefit generates
e) To secure safe water resources and establish roads, sewerage, irrigation, transportation, power receiving
facility and school at a relocation site.
f) To provide a house at a given size or money at a given amount to people to be relocated
g) To provide an opportunity for employment mediation if job creation is expected after development
h) To pay expenses for moving cost and guaranteed living (one year)
i) To apply the clause of compensation for large scale land acquisition by private purpose
4.4 Host Country Environmental and Social Consideration Related
Regulations
4.4.1 Environmental Administration Organizations
The Ministry of Environment & Forests (MoEF) manages the development of legal framework, environmental
standard and guidelines to plan and coordinate the environment related matters at national level. Under the MoEF,
CPCB is established to prevent, manage and alleviate the environmental pollution.
4-17
State government has the environmental department to promote environment administration. Moreover, State
Pollution Control Board is also established at each state, and this organization provides technical guidance and
advice to the environmental department of state government. Also, it implements environmental researches to
prevent environmental pollution. Organization chart of main environmental department is described as follows.
Figure 4-4-1 Organization Chart of Environmental Agencies of India
Source: CPCB
Figure 4-4-2 Structure of UP Pollution Control Board
Source: U.P. Pollution Control Board
4.4.2 Environmental and Social Consideration Related Regulations
Major environmental and social consideration related regulations of India are shown in Table 4-10.
Chairman
Chief Environmental
Officers (ADMIN)
Chief
Environmental Officers
Regional Officers
Chief Law
Officer
Law Officers
Chief Account
Officer
Chief Environmental
Officer (Central Lab)
Scientific Officer
Member Secretary
4-18
Table 4-4-1 Major Environmental and Social Consideration Related Regulations
Field Regulation Revision
General The Environment (protection) Act, 1986 1991
General The Environment (protection) Rules, 1986 2003
General Environmental Impact Assessment Notification, 1994 2009
General Environmental Impact Assessment, 2001
Land Acquisition Land Acquisition Act, 1984
Air
The Air (Prevention and control of pollution) Act, 1981
The Air (Prevention and control of pollution) Rules. 1982 1994
National Ambient
Air Quality Standards (NAAQS), 1982 1994
Water The Water (Prevention and control of pollution) Act, 1975
The Water (Prevention and control of pollution) Rules 1977
Waste
The MSW (Management and Handling) Rules, 2000
The Hazardous Wastes (Management and Handling) Rules, 1989 2009
The Bio-medical Waste (Management and Handling) Rules, 1998 2003
Source: MoEF
4.4.3 Procedures for Environmental Impact Assessment System Implementation
In India, Environmental Impact Assessment is a part of procedures for Environmental Clearance which is required
for the project having the influence risk on environment. According to Environmental Impact Assessment
Notification 2006, 39 types of project require EC. These projects are divided into Category A and B by the project
scale and impacts on health and nature, and EC procedures are different between categories.
Railway project is not included in 39 projects which require EC. Therefore, based on the law of India, there was
no need to acquire EC as well as EIA implementation before. However, LARR established in 2013 forces SIA and
EIA for all project. EC procedures are composed of 4 steps, screening, scoping, public meeting and appraisal, and
then details are described as follows.
(1) Screening
As stated above, EC procedure is different between Category A and B. An application form shall be submitted
to MoEF in case of Category A while submitting to State Environment Impact Assessment Authority (SEIAA)
in case of Category B. An application form includes a basic project information, such as, project name,
location, cost, impact on health and nature, and waste risk), and TOR plan for EIA implementation also shall
be prepared and submitted.
(2) Scoping
Submitted materials are evaluated by Expert Appraisal Committee (EAC) in case of Category A and State
Expert Appraisal Committee (SEAC) in case of Category B. After a site inspection and a meeting, TOR is
4-19
prepared and notified to a proposer and the public.
(3) Public Meeting
State Pollution Control Board (SPCB) or Union Territory Pollution Control Committee (UTPCC) holds a
public hearing by proposer’s request. A proposer prepares and submits the draft EIA report reflecting opinions
from public hearing, and MoEF or SEIAA evaluates it.
(4) Appraisal
EIA final report, application form and the result of public hearing are evaluated by EAC or SEAC. Based on
opinions of these organizations, MoEF or SEIAA decide whether EC shall be issued or not.
4-20
Figure 4-4-3 Flow of EC and EIA Procedure
Source: Study Team
4-21
4.5 Items the Relevant Country (Implementing Organization, Other
Organizations) Must Accomplish in order to Realize Project
The items that the Indian government must accomplish in order to realize this project are shown in Table 4-5-1.
Table 4-5-1 Items that Must be Accomplished by the Government in order to Realize the Project
Required Work Items
Land Acquisition 1. Preparing TOR of required survey for land acquisition and the survey implementation.
2. Smooth land acquisition of required land.
EIA Preparation
1. Clarification of responsibility of related department in charge of EIA survey.
2. Preparing draft TOR of EIA.
3. Securing the budget for EIA implementation
4. Preliminary meeting with EAC
5. Preparing for bidding of EIA conductor
6. Bidding
EIA Implementation
1. Official meeting with EAC and the environment dept. of state government.
2. Finalizing of TOR and getting approval.
3. EIA implementation
4. Preparing and submitting draft final EIA report to EAC.
Evaluation by EAC
1. Establishment of evaluation committee
2. Organizing the evaluation result and considering revision and adding to EIA report.
3. Preparing the final EIA report
4. Approval by EAC for the final EIA report
Source: Study Team
Chapter 5
Financial and Economic Evaluation
5-1
5.1 Estimation of Construction Cost
Construction cost is estimated about land cost, civil construction cost, rolling stock cost, E&M system cost,
consulting fee, contingency and taxes. Land cost and civil construction cost are estimated for new construction
sections, including IGI Airport Terminal 3 station, Noida Sector 132 station and Boraki station as shown in Figure
5-1-1. For the additional civil facilities required in DMRC Phase 4 section and Metro Link section for the
operation of proposed system, additional cost is considered in the construction cost.
Figure 5-1-1 New Construction Sections and Stations for the Estimation of Construction Cost
Source: Study Team
5.1.1 Premises
・Base year of estimation: October 2014
・Exchange rates: Following exchange rates are adopted based on the monthly average of October 2014.
1.00 US$ = Rs. 56.47 = 108.99 Yen
Rs. 1.00 = 0.02 US$ = 1.93 Yen
1.00 Yen = 0.01 US$ = Rs. 0.52
・Inflation: Change in prices by inflation during the construction period is not considered. All prices are
shown in constant prices in 2014.
5.1.2 Outline of the Construction Cost
(1) Land Cost
Land cost is estimated for elevated sections of new construction sections. ROW of the proposed system is
assumed as 20.0m same as mentioned in DPR of Metro Link. Land cost is estimated in case that houses or
fields exist in 10.0m of both sides from the center line of the structure. Unit price of land is set from the unit
price in 2012 price mentioned in DPR of Metro Link, and adjusted in 2014 price considering the inflation.
Land cost is for the purchase of land and does not include the compensation cost for relocation.
Boraki st.
Depot st.
Pari Chowk st.
Noida Sector 143 st.
Tughlakabad st.
Khanpur st.
Aerocity st.
Chhattarpur st.
IGI Airport Terminal 3 st.
Noida Sector 132 st.
DMRC Phase 4 Section
19.9km
New Construction
Section 3.5km
Metro Link Section
15.9km
New Construction Section
15.0km
New Construction
Section 3.4km
[ New Construction Section ]
Length: 21.9km
Number of stations: 3
5-2
(2) Civil Construction Cost
Civil construction cost includes costs of main line, track to depot, station, OCC building, depot building and
utility relocation. Costs of additional civil facilities at Chhattarpur station, Tughlakabad station and Noida
Sector 143 station are included for the operation of proposed system. Unit prices are set from the unit prices in
2012 price mentioned in DPR of Metro Link, and adjusted in 2014 price. Unit prices for main line of
underground section and underground station are set from DPR of DMRC Phase 3 described in the report
“Study on The Mumbai MRT Line 3 Project in The Republic of India, 2012”, and adjusted in 2014 price.
Construction cost of depot building includes land formation of depot area, workshop building and
administration building etc. Land cost of depot area is included in land cost. Unit prices are set from the unit
prices in 2012 price mentioned in DPR of Metro Link, and adjusted in 2014 price. Utility relocation cost is
estimated for elevated section assuming the relocation of underground pipes under the roads, relocation and
removal of facilities and signs on the roads and relocation of electric cables above the roads.
(3) Cost of Rolling Stock
The proposed plan is the trough train operation between DMRC phase IV and Metro Link. To reduce the cost,
it is desirable to standardize the E&M system. But if it is not possible, the devices to correspond each system
should be provided on the train. Although this measure is popular in Japan, the train drivers should undergo
training the function. The cost would be increased 20-50 million Japanese yen at each train set.
In Japan, an aluminum-made rolling stock mainly is used nowadays because it is better than stainless-made or
steel-made car in the strength, corrosion resistance and weight saving and moreover, suitable for recycling and
reclaim. In the other hand, it has a weak point that the cost is higher.
The cost of rolling stock is calculated approximately on the condition that 1 train set (6 cars) of the
aluminum-made rolling stocks equipped several operation systems is about 900million Japanese Yen. For
estimating the investment amount in each year, the various elements are extracted from above mentioned table
3-3-9 as follow;
Table 3-3-9 Calculation of Required Cars (Extract)
Year 2021 2031 2036 2041
Round Trip Required Operated Train Nos. 13 22 29 36
Reserve Train (Reserved for Operation and
Inspection) 2 3 3 3
Total Train Sets 15 25 30 35
Total Car Numbers 90 150 180 210
Source: Study Team
5-3
It is desirable to start to manufacture rolling stocks before 2years of operation commencement year considering 1
year design period and 1 year product period. After 2 years requiring the increase of the number for the rolling
stock, the investment cost for the rolling stock shows in table 5-1-1 on the condition of 1 year product period for
each time.
Table 5-1-1 Investment Cost for Rolling Stock
Year 2019 2030 2035 2040
Total Train Sets 15 25 30 35
Total Car Numbers 90 150 180 210
Additional Investment Train Sets 10 5 5
Investment Cost (100Million Yen) 135 90 45 45
Note: Unit Ten Million Rs. (Crore)
(4) Cost of E&M System
The E&M system of railway is consisted of each system for operation plan, the rolling stock, power supply,
signaling, communication, maintenance management, repair management and equipment. The followings are
the outline of major systems;
a) Signaling System
1) Block System Cab Block Signal
2) Signal Safety System Automatic Train Protection
3) Train Control System Centralized Traffic Control System
b) Communication System
1) Safety Communication System Command Telephone, Intra-Telephone, Crew
Radio, Station Premise Radio, Train Radio
2) Passenger Service Communication
System
Broadcasting system, Passenger Guide Display,
Clock System, CCTV Monitoring System
3) Information Collecting System Rain Gauge, Anemometer, Seismometer, Fire
Alarm, Smoke Detector, Disaster Prevention
System
c) Others
1) Long Distance Monitoring System SCADA System
Each system for the express and semi-express operation is the same to apply and it does not increase the cost
for the system.
(5) Consulting Fee
5% of above mentioned costs excluding land cost is estimated as consulting fee.
5-4
(6) Contingency
3% of above mentioned costs excluding land cost and consulting fees is estimated as contingency.
(7) Taxes
Taxes for each costs are considered as follows.
・Foreign currency portion: 28.852% (basic custom duty, additional (countervailing) duty, education cess,
additional duty of customs)
・Local currency portion: 24.860% (value-added tax, excise duty)
・Consulting fees portion: 12.360% (service tax)
5.1.3 Construction Cost
Construction costs of the project are shown in Table 5-1-2 (in US$) and Table 5-1-3 (in Rs.).
Table 5-1-2 Construction Cost (in US$)
Unit: Million US$
Year 2018 2019 2020 2021 Total
Item F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C Total
Land cost
1. Land cost 0.00 7.68 0.00 62.12 0.00 0.00 0.00 0.00 0.00 69.80 69.80
Civil construction cost
2. Main line, track to depot 0.00 0.00 33.08 49.63 80.64 120.96 30.31 45.47 144.03 216.06 360.09
3. Station, OCC building 0.00 0.00 3.25 9.75 12.63 37.89 2.99 8.96 18.87 56.60 75.47
4. Depot 0.00 0.00 3.01 9.03 3.01 9.03 0.00 0.00 6.02 18.06 24.08
5. Utility relocation 0.00 0.00 0.00 7.37 0.00 0.00 0.00 0.00 0.00 7.37 7.37
6. Total of civil 0.00 0.00 39.34 75.78 96.28 167.88 33.30 54.43 168.92 298.09 467.01
E&M / rolling stock
7.
8. R/S 0.00 0.00 0.00 0.00 124.31 0.00 0.00 0.00 124.31 0.00 124.31
9. E/M 0.00 0.00 0.00 0.00 0.00 0.00 6.64 0.00 6.64 0.00 6.64
10. Total of E&M/rolling stock 0.00 0.00 0.00 0.00 124.31 0.00 6.64 0.00 130.95 0.00 130.95
11. Total of civil and E&M/rolling stock 0.00 0.00 39.34 75.78 220.59 167.88 39.94 54.43 299.87 298.09 597.96
12. Consulting fee (5%) 0.00 0.00 1.97 3.79 11.03 8.39 2.00 2.72 14.99 14.90 29.90
13. Contingency (3%) 0.00 0.00 1.18 2.27 6.62 5.04 1.20 1.63 9.00 8.94 17.94
14. Taxes 0.00 0.00 0.24 19.31 37.23 42.77 2.16 13.87 39.64 75.95 115.58
15. Grand total 0.00 7.68 42.73 163.27 275.47 224.08 45.30 72.65 363.50 467.68 831.19
Source: Study Team
13. Contingency (3%) = 11.*3%
14. Taxes = Adopting above mentioned tax rates for foreign/local currency portion of 11. and 12., and consulting fee.
15. Grand total = 1.+11.+12.+13.+14.
Remarks:
6. Total of civil = 2.+3.+4.+5.
10. Total of E&M/rolling stock = 7.+8.+9.
11. Total of civil and E&M/rolling stock = 6.+10.
12. Consulting fee (5%) = 11.*5%
5-5
Table 5-1-3 Construction Cost (in Rs.)
Unit Ten Million Rs. (Crore)
Year 2018 2019 2020 2021 Total
Item F/C L/C F/C L/C F/C Item F/C L/C F/C L/C F/C
Land cost
1. Land cost 0.00 43.34 0.00 350.83 0.00 0.00 0.00 0.00 0.00 394.17 394.17
Civil construction cost
2. Main line, track to depot 0.00 0.00 186.83 280.24 455.40 683.10 171.17 256.75 813.40 1220.09 2033.49
3. Station, OCC building 0.00 0.00 18.36 55.07 71.31 213.94 16.86 50.59 106.53 319.60 426.13
4. Depot 0.00 0.00 17.00 51.00 17.00 51.00 0.00 0.00 34.00 102.00 136.00
5. Utility relocation 0.00 0.00 0.00 41.61 0.00 0.00 0.00 0.00 0.00 41.61 41.61
6. Total of civil 0.00 0.00 222.19 427.92 543.71 948.04 188.03 307.34 953.93 1683.30 2637.23
E&M / rolling stock
7.
8. R/S 0.00 0.00 0.00 0.00 702.00 0.00 0.00 0.00 702.00 0.00 702.00
9. E/M 0.00 0.00 0.00 0.00 0.00 0.00 37.50 0.00 37.50 0.00 37.50
10. Total of E&M/rolling stock 0.00 0.00 0.00 0.00 702.00 0.00 37.50 0.00 739.50 0.00 739.50
11. Total of civil and E&M/rolling stock 0.00 0.00 222.19 427.92 1245.71 948.04 225.53 307.34 1693.43 1683.30 3376.73
12. Consulting fee (5%) 0.00 0.00 11.11 21.40 62.29 47.40 11.28 15.37 84.67 84.17 168.84
13. Contingency (3%) 0.00 0.00 6.67 12.84 37.37 28.44 6.77 9.22 50.80 50.50 101.30
14. Taxes 0.00 0.00 1.37 109.03 210.24 241.54 12.21 78.30 223.83 428.87 652.70
15. Grand total 0.00 43.34 241.34 922.01 1555.61 1265.42 255.79 410.23 2052.73 2641.01 4693.74
Source: Study Team
5-6
13. Contingency (3%) = 11.*3%
14. Taxes = Adopting above mentioned tax rates for foreign/local currency portion of 11. and 12., and consulting fee.
15. Grand total = 1.+11.+12.+13.+14.
Remarks:
6. Total of civil = 2.+3.+4.+5.
10. Total of E&M/rolling stock = 7.+8.+9.
11. Total of civil and E&M/rolling stock = 6.+10.
12. Consulting fee (5%) = 11.*5%
5-7
5.2 Overview on Preliminary Economic, Financial Analysis
5.2.1 Outline of Financial Analysis Result
(1) Methodology
Estimation procedure, calculation items and assumption on price escalation in future are based on the financial
analysis of DPR for Noida-Greater Noida metro Link Project, i.e. estimation of Financial Internal Rate of Return
from cash flow calculation and sensitivity analysis by cost /revenue change.
Calculation term is 30 years after opening in 2022, including construction period from 2017. Revenue is estimated
by multiplying estimated daily passengers with average fare per passenger.
(2) Cost
Calculation items are as follows:
a) Initial investment cost:land acquisition cost, civil structures cost, E &M cost and signal & communication
cost.
b) Additional investment cost: Additional cost for increase of rolling stocks by respective year.
c) Replacement cost:As a replacement cost for aged E & M equipment is calculated by 50% of initial cost.
d) Operation expenditure cost: labor cost for staff, maintenance cost, power cost and track access charge are
accounted for.
As for the unit cost and escalation rate in future, followings are assumed.
Table 5-2-1 Cost Escalation
Expenditure Items Assumption on cost escalation Remarks
1. Investment amount by
year
Yearly escalation rate is assumed 7.5% per annum. Base price is as of 2014.
2. Additional investment
amount
Yearly escalation rate is assumed 5.0% per annum. ditto
3. Staff labor cost Calculated by number of staffs ×unit cost pf
labor(based on DPR).
Yearly escalation rate is assumed 9.0% per annum.
Number of staffs is
estimated based on the
construction kms, train
transport-kms and number
of stations.
4. Maintenance cost Yearly escalation rate is assumed 7.5% per annum. Estimated in proportion of
route lengths based on
DPR.
5. Power cost Using 5Rs/kwh as an unit electricity price (refer
to DPR), it is calculated, depending on electric
consumption.
Yearly escalation rate is assumed 7.5% per annum.
Annual electric
consumption is based on
transport demand and
train transport distance.
6. Truck access charge
cost
As the truck access charge for section of
DMRC-P4 and metro link section, half of the
depreciation cost for infrastructures is assumed.
Unit cost is estimated from
infrastructure cost of
metro link.
5-8
(3) Revenue
Transport revenue is calculated by Fare revenue plus Additional revenue(10% of fare revenue.
Annual fare revenue is calculated by number of daily passengers×average fare * ×conversion factor from
day to year.
Note.* estimated based on fare table by travel distance, in accordance with average travel distance of
passengers. (refer to DPR)
Fare revision is assumed 15%1 by every 2 years. (refer to DPR)
(4) Cash flow analysis result
For the cash flow analysis, two variation cases are prepared, case 1 : revenue is based on railway fare and case
2: revenue is based on both railway fare and property development revenue. Case 1 result is shown in table
5-2-2. As seen in the table, financial internal rate of return (FIRR) of the project is estimated 7.8%.
Table 5-2-2 Cash Flow Analysis Result (case 1: Railway fare revenue)
Source: Study Team
1 According to DMRC, escalation rate computed by CPI for last 5 years till 2014 is 12.358% /annum.
Unit:10 mill. Rs/%
Cash flow
Initial costAdditional
cost
Operation
cost
Replacement
costCost total Fare revenue
Additional
revenueRevenue total IRR
2017
2018 58 58 0 -58
2019 1,670 1,670 0 -1,670
2020 4,354 4,354 0 -4,354
2021 1,105 1,105 0 -1,105
2022 0 0 234 0 234 415 42 457 223
2023 0 0 246 0 246 435 43 478 233
2024 0 0 258 0 258 523 52 575 317
2025 0 0 271 0 271 546 55 601 329
2026 0 0 286 0 286 654 65 720 434
2027 0 0 301 0 301 688 69 757 456
2028 0 0 318 0 318 831 83 914 596
2029 0 0 336 0 336 871 87 958 622
2030 1,489 0 355 0 1,844 1,046 105 1,151 -693
2031 0 1,754 626 0 2,380 1,092 109 1,201 -1,179
2032 0 0 669 0 669 1,302 130 1,432 763
2033 0 0 715 0 715 1,348 135 1,482 768
2034 0 0 764 0 764 1,603 160 1,763 999
2035 1,069 0 817 0 1,886 1,656 166 1,822 -64
2036 0 1,373 1,042 0 2,416 1,965 197 2,162 -254
2037 0 0 1,117 0 1,117 2,039 204 2,243 1,125
2038 0 0 1,199 0 1,199 2,430 243 2,672 1,474
2039 0 0 1,286 0 1,286 2,514 251 2,766 1,479
2040 1,657 0 1,381 1,657 4,695 2,989 299 3,288 -1,407
2041 0 2,300 1,774 0 4,074 3,086 309 3,395 -680
2042 0 0 1,908 0 1,908 3,661 366 4,027 2,119
2043 0 0 2,052 0 2,052 3,773 377 4,150 2,098
2044 0 0 2,208 0 2,208 4,468 447 4,915 2,707
2045 0 0 2,376 0 2,376 4,597 460 5,056 2,680
2046 0 0 2,558 0 2,558 5,434 543 5,978 3,420
2047 0 0 2,754 0 2,754 5,582 558 6,141 3,387
2048 0 0 2,966 0 2,966 6,590 659 7,249 4,283
2049 0 0 3,195 0 3,195 6,761 676 7,437 4,242
2050 0 0 3,442 0 3,442 7,970 797 8,768 5,326
2051 0 0 3,708 0 3,708 8,166 817 8,983 5,275
Total 11,401 5,428 41,162 1,657 59,648 9,617 8,504 93,539 33,892
FIRR= 7.8%
Out flow In flow
Year
5-9
The guideline on project FIRR by MOUD indicates that an eligible project requires FIRR more than 8%, but it
is recognized that case 1, in which revenue depends on only railway fare revenue, does not satisfy the criteria.
Result of case 2, which includes property development revenue in addition to fare revenues, is shown in table
5-2-3.
Table 5-2-3 Cash Flow Analysis Result (case 2: Railway fare revenue+ Property development)
Note. Cash-flow by property development revenue (see table 5-3-4) is included in additional revenue.
Source: Study Team
As shown in the table, FIRR of the project is estimated 9.0%, increasing +1.2% than case 1, and more or less it
can satisfy the criteria of MOUD. Therefore, the project is not financially viable by addressing fare revenue as
railway revenue sources, and it has to incorporate real estate revenues with railway revenues.
Unit:10 mill. Rs/%
Cash flow
Initial costAdditional
cost
Operation
cost
Replacement
costCost total Fare revenue
Additional
revenue
Revenue
totalIRR
2017 0
2018 58 58 0 0 -58
2019 1,670 1,670 0 0 -1,670
2020 4,354 4,354 -627 -627 -4,980
2021 1,105 1,105 -502 -502 -1,606
2022 0 0 234 0 234 415 34 449 215
2023 0 0 246 0 246 435 324 759 513
2024 0 0 258 0 258 523 334 857 599
2025 0 0 271 0 271 546 338 884 612
2026 0 0 286 0 286 654 350 1,004 718
2027 0 0 301 0 301 688 354 1,043 742
2028 0 0 318 0 318 831 370 1,201 883
2029 0 0 336 0 336 871 375 1,246 910
2030 1,489 0 355 0 1,844 1,046 394 1,441 -404
2031 0 1,754 626 0 2,380 1,092 400 1,492 -889
2032 0 0 669 0 669 1,302 422 1,724 1,055
2033 0 0 715 0 715 1,348 428 1,776 1,061
2034 0 0 764 0 764 1,603 455 2,058 1,294
2035 1,069 0 817 0 1,886 1,656 462 2,118 232
2036 0 1,373 1,042 0 2,416 1,965 494 2,459 44
2037 0 0 1,117 0 1,117 2,039 503 2,542 1,424
2038 0 0 1,199 0 1,199 2,430 543 2,972 1,774
2039 0 0 1,286 0 1,286 2,514 553 3,067 1,780
2040 1,657 0 1,381 1,657 4,695 2,989 601 3,590 -1,105
2041 0 2,300 1,774 0 4,074 3,086 613 3,699 -376
2042 0 0 1,908 0 1,908 3,661 671 4,332 2,425
2043 0 0 2,052 0 2,052 3,773 684 4,457 2,405
2044 0 0 2,208 0 2,208 4,468 755 5,222 3,015
2045 0 0 2,376 0 2,376 4,597 769 5,366 2,989
2046 0 0 2,558 0 2,558 5,434 854 6,288 3,730
2047 0 0 2,754 0 2,754 5,582 870 6,452 3,699
2048 0 0 2,966 0 2,966 6,590 972 7,562 4,597
2049 0 0 3,195 0 3,195 6,761 990 7,751 4,556
2050 0 0 3,442 0 3,442 7,970 1,113 9,083 5,642
2051 0 0 3,708 0 3,708 8,166 1,134 9,300 5,592
Total 11,401 5,428 41,162 1,657 59,648 9,617 16,030 101,066 41,418
FIRR= 9.0%
Year
Out flow In flow
5-10
(5) Sensitivity Analysis
When the cost/ revenue condition, i.e. investment cost, operation cost and revenue, are changed between +20%
~+10%~‐10%~‐20% from base case, FIRR’s changes are shown in table 5-2-4.
Table 5-2-4 Change of FIRR by Change of Cost / Revenue
Factor Change % +10% +20% -10% -20%
Investment cost 8.26% 7.59% 9.81% 10.74%
Operation cost 8.44% 7.86% 9.51% 10.00%
Revenue 10.12% 11.13% 7.70% 6.17%
Source: Study team
According to this, the change of FIRR by revenue factor change is more sensitive than that by cost factors.
Accordingly, it indicates that examination on revenue and demand is quite important from financial viability of
project.
5.2.2 Outline of Economic Analysis Result
(1) Methodology
Methodology, calculation formula and items applied for the economic analysis are according as that in DPR
for Noida-Greater Noida Metro link project, and the Economic Internal Rate of Return is calculated based on
cash flow during the calculation term of project, in addition to that sensitivity analysis was made by change of
cost/ benefit conditions.
Calculation period is assumed 30 years, i.e. construction starts in 2017 and operation starts in 2022. Economic
cost is converted from financial cost, using economic cost converters.
Benefit calculation items consist of follows:
Time saving benefit by diverted trips to MRTS
Fuel saving benefit by diverted vehicle trips to MRTS
Vehicle operating cost saving by above
Social benefit by gas emission reduction/traffic accident reduction resulted by diverted vehicle trips to MRTS
Road maintenance cost saving by diverted vehicle trips to MRTS
(2) Calculation of Benefit
Calculation method is shown by benefit item in table 5-2-5.
5-11
Table 5-2-5 Calculation Method for each Benefit Item
Benefit Item Calculation Method Remarks
1.Time saving Calculated by multiplying the time difference
between time required before /after trip diversion
to MRTS with time value per person.
Time value is assumed 1Rs/min.
in 2012 and its escalation rate as
2%/year.
2.Fuel saving Average fuel consumption is estimated as
weighted calculation by average trip mode share
before MRTS diversion×unit fuel consumed by
mode. The benefit is estimated by unit fuel price
×fuel consumption.
Fuel consumption data is based
on CRRI2010(CRI)
Base fuel price in 2012 is
increased by 7%/year.
3.Vehicle operation
cost saving
Vehicle operation cost saving is estimated,
multiplying unit operation cost by vehicle type
with diverted trips to MRTS by vehicle type.
Weighted average vehicle cost is
3.497 Rs/vehicle*km(2012)
2%/year is assumed as increase
rate.
4 . Gas emission
reduction
Using unit gas emission by vehicle type,
determined by CPCB, gas emission volumes are
calculated by diverted trips, then they are
converted to monetary term.
Monetary conversion rate is
1lakhRs/ton(CO、HC、NOX、PM)
5.Traffic accident
reduction
Traffic accident reduction is estimated by
multiplying accident ratio per vehicle running
distance (km) with vehicle trip distance of
diverted trips. Then, it is converted to monetary
term.
Monetary conversion
All accidents :5.9 lakh Rs、Fatal :0.17 Cror Rs
6.Road
maintenance cost
saving
Estimated by multiplying vehicle trips*km
diverted to MRTS with 0.5 Rs.
Yearly increase rate of 2% is
assumed.
Source: Study team
5-12
The result of benefit stream calculated above is shown in table 5-2-6.
Table 5-2-6 Calculated Benefit Stream
unit:10 mill. Rs
Source: Study Team
(3) Cost
The cost data are estimated from initial cost and operation cost applied to financial analysis and in market
price by economic price conversion factor. (price conversion factor is assumed 0.85 based on DPR)
(4) Economic Evaluation for Project
Based on estimated benefit stream and cost stream, project cash flow is calculated as shown in table 5-2-7.
Economic Internal Rate of Return (EIRR)is approximately estimated 15% and thus the project is evaluated
economically feasible. Assuming the discount rate is 12%, other evaluation indicators such as NPW are as
follows:
Net Present Worth (NPV)=1,504 ×10 mill.RS
Cost Benefit Ratio(B/C)=1.2
Year Time saving Fuel savingOperation cost
saving
Gas emission
reduction
Traffic accident
reduction
Road
maintenance cost
saving
Total benefit
(without discount)
2021 189 322 220 29 9 32 802
2022 203 362 236 31 9 34 875
2023 217 406 252 32 10 36 953
2024 231 455 269 34 10 37 1,036
2025 246 508 286 35 11 39 1,125
2026 261 566 304 37 11 40 1,220
2027 281 638 327 39 12 43 1,338
2028 300 716 350 41 12 45 1,464
2029 321 803 374 42 13 47 1,599
2030 342 898 399 44 13 49 1,745
2031 364 1,002 424 46 14 51 1,902
2032 385 1,112 448 48 14 53 2,060
2033 407 1,232 474 50 15 55 2,231
2034 429 1,363 500 51 15 57 2,415
2035 452 1,506 526 53 16 59 2,613
2036 476 1,664 554 55 16 60 2,825
2037 504 1,847 586 57 17 63 3,074
2038 532 2,047 620 59 18 65 3,341
2039 562 2,267 654 61 18 67 3,630
2040 592 2,507 690 63 19 69 3,941
2041 624 2,770 727 65 20 72 4,277
2042 657 3,058 764 67 20 74 4,640
2043 690 3,372 804 69 21 76 5,032
2044 725 3,715 844 71 21 78 5,455
2045 761 4,090 886 73 22 81 5,912
2046 798 4,499 929 75 23 83 6,406
2047 836 4,945 973 77 23 85 6,940
2048 875 5,431 1,019 79 24 88 7,516
2049 916 5,962 1,066 82 25 90 8,140
2050 958 6,540 1,115 84 25 92 8,813
2051 1,001 7,170 1,165 86 26 94 9,541
5-13
Table 5-2-7 Cash Flow Analysis Result Unit: 10 mill. Rs/ %
Source: Study team
(5) Sensitivity Analysis
Change of EIRR is examined when the cost and benefit are increased/decreased. The result is shown in table
5-2-8.
Table5-2-8 Change of EIRR for the Change of Cost/Benefit
Cost -20% -10% 0% +10% +20%
Ben
efit
-20% 15% 13% 11% 9% 7%
-10% 17% 15% 13% 12% 10%
0% 19% 17% 15% 13% 12%
+10% 21% 19% 17% 15% 14%
+20% 23% 20% 18% 17% 15%
Source: Study team
YearCost(withoudiscount)
Benefit(withoutdiscount)
Benefit-cost
2017 0 02018 49 -492019 1420 -14202020 3701 -37012021 939 719 -2202022 199 782 5832023 209 850 6412024 219 922 7032025 231 999 7682026 243 1081 8382027 256 1182 9262028 270 1291 10202029 286 1407 11212030 1567 1531 -362031 532 1665 11322032 569 1800 12312033 607 1944 13372034 649 2100 14502035 1603 2266 6632036 1153 2445 12922037 1241 2654 14132038 1337 2878 15422039 1440 3120 16802040 2960 3380 4212041 1672 3661 19892042 1803 3963 21602043 1944 4289 23442044 2098 4640 25422045 2263 5018 27552046 2443 5427 29842047 2637 5867 32302048 2848 6343 34952049 3075 6856 37802050 3322 7409 40882051 3589 8007 4418
EIRR= 15%
5-14
5.3 Financial Evaluation of the Real Estate Development Project
Financial viability of the real estate development project has been evaluated on the assumption that right of
land-use shall be granted to the entity which will conduct railway development.
5.3.1 Estimates of Total Project Costs
Initial cost and operational cost have been estimated for real estate development in Boraki railway station vicinity.
Development scale of the project is shown as Table 5-3-1.
Table 5-3-1 Scale of real estate development
Office Residence Residence Retail Hotel
Height 116m 89m 85m 30m 67m
No. of Stories 27 26 25 6 16
Floor Area 78,000m2 66,800 m
2 65,200 m
2 90,000 m
2 75,000 m
2
Rentable Area 58,500 m2 50,100 m
2 48,900 m
2 45,000 m
2 75,000 m
2
Source: Study Team
(1) Prerequisites
・Reference year of the estimation : October, 2014
・Exchange Rate (based on monthly average of October, 2014):
1.00 USD=56.47 Rupees=108.99 Yen
1.00 Rupees=0.02USD=1.93Yen
1.00 Yen=0.01USD=0.52 Rupees
・Inflation Rate : Price Inflation during the construction period has not been considered.
(2) Outline of the Project Cost
Design cost, construction cost and construction management cost have been estimated based on the information
collected in the interview survey with design companies and construction companies. Design cost and
construction cost are 5% of construction cost respectively, which have been calculated from the formula that unit
price of 800 US dollars per square meter multiples rentable area. The timing of cash-out has been assumed as
follows;
1st year of construction period : 40% of initial cost
2nd
year of construction period: 40% of initial cost
1st year of operational period : 20% of initial cost
5.3.2 Result of Integration of Project Cost
The result of integration of project cost is shown as Table 5-3-2 in US dollars and Table 5-3-3 in Indian Rupees.
5-15
Table 5-3-2 Project cost of real estate development in US dollars
Unit:Million US Dollars
Year 2020 2021 2022 2023 Total
Item F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C Total
Design Cost 0.00 11.10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 11.10 11.10
Construction Cost 0.00 88.80 0.00 88.80 0.00 44.40 0.00 0.00 0.00 222.00 222.00
Construction
Management
Cost
0.00 11.10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 11.10 11.10
Total 0.00 111.10 0.00 88.80 0.00 0.00 0.00 0.00 0.00 244.20 244.20
Source: Study Team
Table 5-3-3 Project cost of real estate development in Indian Rupees
Unit:Crore Rupees
Year 2020 2021 2022 2023 Total
Item F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C Total
Design Cost 0.00 62.68 0.00 0.00 0.00 0.00 0.00 0.00 0.00 62.68 62.68
Construction
Cost 0.00 501.45 0.00 501.45 0.00 250.73 0.00 0.00 0.00 1253.63 1253.63
Construction
Management
Cost
0.00 62.68 0.00 0.00 0.00 0.00 0.00 0.00 0.00 62.68 62.68
Total 0.00 626.82 0.00 501.45 0.00 250.73 0.00 0.00 0.00 1,379.00 1,379.00
Source: Study Team
5-16
5.3.3 Result of Financial Evaluation
(1) Prerequisites
・Project Period : Construction will be started in 2019 and operational period will be 30 years starting from
2022 when the railway will be opened.
・Depreciation : Equal-installment depreciation in 30 years (Maximum amount of depreciation shall be
within 95% of initial cost)
・Working Capital:The amount of working capital shall be same year by year.
・Discount Rate:8.40% (monthly average of October, 2014 of 10 years treasury bond)
(2) Cost
The following cost has been estimated.
① Initial Cost:Design Cost, Construction Cost and Construction Management Cost
② Additional Cost for Repair: 0.2% of construction cost
(3) Income
Income has been calculated from the formula that the rent per square meter multiples rentable area with the
vacancies rate of 20% in first operational year and 5% in second year afterwards. The rent is assumed based on
the information collected in the interview survey.
・Office, Residence and Hotel : Monthly rent 25 USD/m2
・Retail:Monthly rent 30USD/m2
(4) Corporate Tax
Corporate Tax for Domestic Corporation has been applied. The tax rate depends on the taxable income amount
of the corporation.
・More than hundred million rupees : 33.99%
・More than 10 million rupees and less than hundred million rupees : 32.445%
・Less than 10 million rupees:30.90%
(5) Real Property Tax
Real Property Tax is 5% of valuation amount, which is calculated based on the construction cost. Valuation
amount is depreciated in accordance with depreciation rule said above.
(6) Result of Cash Flow analysis
The result of cash flow analysis is shown as Table 5-3-4, which reveals that the Project Financial Internal Rate
of Return (FIRR) is 19.1% and Net Present Value (NPV) is 158 hundred million rupees (equivalent to 304
hundred millions Yen).
5-17
Table 5-3-4 Result of Cash Flow analysis
Source: Study Team
5.3.4 Local Companies’ Stance to the Real Estate Development
According to the result of interviewing local companies about the real estate development following a railway
project, they pointed out that the proposed route connecting the Greater Noida with the airport gives rise to the
usage conversion and new development by the improved access to southern Delhi and Gurgaon. For example,
Tughlakabad has played a role for the logistics, but it can be expected to increase the needs for residents and
businesses. Whereas, the proposed route is planned to be implemented around the existing town and its nearby
area, so there is not enough room for new development and also the rights issues on land use can be considered.
Therefore, the development can be expected in Greater Noida where the government already acquired the land and
in Boraki to be newly developed.
Unit : Crore Rupees
Year Cash Flow
Initial
Cost
Additional
Cost
Corporate
Tax
Real
Property
Tax Sub Total
Retal
Income Sub Total Total
2017 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2018 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2019 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
2020 626.8 0.0 0.0 0.0 626.8 0.0 0.0 -626.8
2021 501.5 0.0 0.0 0.0 501.5 0.0 0.0 -501.5
2022 250.7 2.5 105.0 62.7 420.9 413.7 413.7 -7.2
2023 0.0 2.5 123.9 60.7 187.1 467.4 467.4 280.3
2024 0.0 2.5 124.6 58.7 185.8 467.4 467.4 281.6
2025 0.0 2.5 125.3 56.7 184.5 467.4 467.4 283.0
2026 0.0 2.5 125.9 54.7 183.2 467.4 467.4 284.3
2027 0.0 2.5 126.6 52.8 181.9 467.4 467.4 285.6
2028 0.0 2.5 127.3 50.8 180.6 467.4 467.4 286.9
2029 0.0 2.5 128.0 48.8 179.2 467.4 467.4 288.2
2030 0.0 2.5 128.6 46.8 177.9 467.4 467.4 289.5
2031 0.0 2.5 129.3 44.8 176.6 467.4 467.4 290.8
2032 0.0 2.5 130.0 42.8 175.3 467.4 467.4 292.1
2033 0.0 2.5 130.7 40.8 174.0 467.4 467.4 293.4
2034 0.0 2.5 131.3 38.9 172.7 467.4 467.4 294.7
2035 0.0 2.5 132.0 36.9 171.4 467.4 467.4 296.1
2036 0.0 2.5 132.7 34.9 170.1 467.4 467.4 297.4
2037 0.0 2.5 133.4 32.9 168.8 467.4 467.4 298.7
2038 0.0 2.5 134.0 30.9 167.5 467.4 467.4 300.0
2039 0.0 2.5 134.7 28.9 166.1 467.4 467.4 301.3
2040 0.0 2.5 135.4 27.0 164.8 467.4 467.4 302.6
2041 0.0 2.5 136.1 25.0 163.5 467.4 467.4 303.9
2042 0.0 2.5 136.7 23.0 162.2 467.4 467.4 305.2
2043 0.0 2.5 137.4 21.0 160.9 467.4 467.4 306.5
2044 0.0 2.5 138.1 19.0 159.6 467.4 467.4 307.8
2045 0.0 2.5 138.8 17.0 158.3 467.4 467.4 309.2
2046 0.0 2.5 139.4 15.0 157.0 467.4 467.4 310.5
2047 0.0 2.5 140.1 13.1 155.7 467.4 467.4 311.8
2048 0.0 2.5 140.8 11.1 154.4 467.4 467.4 313.1
2049 0.0 2.5 141.5 9.1 153.0 467.4 467.4 314.4
2050 0.0 2.5 142.1 7.1 151.7 467.4 467.4 315.7
2051 0.0 2.5 142.8 5.1 150.4 467.4 467.4 317.0
Out Flow In Flow
Chapter 6
Planned Project Schedule
6-1
6.1 Details of Implementation Schedule
Figure 6-1-1 shows the implementation schedule of proposed project. This project proposes through operation
between IGI Airport Terminal 3 station and Boraki station and aim to open in 2022, because that Metro Link is
planned to open in 2018 and DMRC Phase 4 is planned to open in 2022 (information at November 2014). And 2
years construction period is assumed for 3 new construction sections. Implementation schedule is divided into 3
main stages. Main contents of each stage are summarized below.
Figure 6-1-1 Implementation Stage
2017 2018 2019 2020 2021 2022
1. Preparation Stage
1.1 Preparation of DPR
1.2 Preparation of EIA, RAP
1.3 Project approval
1.4 Selection of consultant
1.5 Fund-raise
1.6 Basic design, tender preparation
1.7 Land acquisition, resettlement
2. Construction Stage
2.1 Contract, detail design
2.2 Preparation works, utility relocation
2.3 Construction works, procurement
2.4 Running test, commissioning
3. Operation Preparation Stage
3.1 Preparation of organization
3.2 Education, training
4. Beginning of Commercial Operation
Noida Greater Noida Metro Link Opening
DMRC Phase 4 Section Opening
Source: Study Team
(1) Preparation Stage
At the preparation stage, the reports such as DPR, EIA and RAP will be prepared, which are required for the
beginning of project. Reviewing those reports by central government, state government and related development
authorities, the project will be approved and decided to implement. Then basic design, selection of consultant
supporting for preparation of tender documents will be conducted, and fund-raise, land acquisition and
resettlement will be proceeded simultaneously.
(2) Construction Stage
At the construction stage, construction works and procurement will begin after the detail design and preparation
6-2
works including utility relocation. In the DPR of Metro Link, period for running test and commissioning is
assumed 2 months but regularly it is required minimum 6 months.
At the Chhattarpur station in DMRC Phase 4 section, side tracks are planned to construct. And at the Tughlakabad
station and Noida sector 143 station, new construction section will connect to DMRC Phase 4 section and Metro
Link section respectively, and side tracks are planned to construct. These introducing spaces should be secured at
the early stage of the project in cooperation with operating bodies of DMRC Phase 4 and Metro Link, and it is
considered that those 3 stations might be begin to construct in advance of new construction sections.
(3) Operation Preparation Stage
At the operation preparation stage, recruiting required number of staffs and prepare the organization for the
project. And prepare the operation manual, management manual and work regulations etc., education and training
for staffs will be conducted.
Chapter 7
Enforcement Ability of Agencies in the Country
7-1
7.1 Overview of the Related Agencies
Related agencies for the project are as follows;
Table7-1-1:Related agencies of the project
Agency Affairs under the Jurisdiction and Authority
DMICDC
The agency acting as a total coordinator of DMIC projects.
However, it does not have the authority to execute projects. So, it
will not be the implementer of railway projects.
GNIDA
The agency of the UP state for regional development, being
responsible for Greater Noida area. Expected to act as an investor of
SPC to develop and operate in the Project including development of
new railway sections.
NOIDA
The agency of the UP state for regional development, being
responsible for Noida area. Expected to act as an investor of SPC to
develop and operate in the Project including development of new
railway sections
DMRC
Delhi Metro Rail Corporation Ltd. Conducts the metro business in
Delhi. Related to this project, implements Phase IV section and acts
as an operator entrusted by SPC, the railway company for Metro
Link section. Expected to act an investor and an operator for new
construction section of this project.
Source: Study Team
7-2
7.2 Enforcement Ability of Related Agencies of the Project
By focusing on the capacity of project execution, overviews of the organizations to be related to this project are as
follows;
Table 7-2-1 Enforcement Ability of Related Agencies of the Project
Agency Summary and History
DMICDC
Since the establishment of January, 2008, has carried out businesses
as the main promoter of DMIC projects. As the institution under
Indian Ministry of Commerce and Industry, promotes projects
through the adjustment between the central and each state
government, making master plans and specific study for project
formation.
Corporate capital amount: 10 billion rupees
Investment ratio: Indian government 49%, three public institutions
25%, JBIC 26%
GNIDA
Since the establishment in 1991, as an institution of UP state based
on “UP State Industrial Area Development Act”, has promoted
upward of 5,000ha scale urban development and plans to develop
extra approximately 22,000ha by 2021. Main promoter of urban and
infrastructure development like NOIDA. This agency has the
capacity of railway project execution, and it is one of investors to
NMRC, the operation body of Noida Greater Noida Metro Link.
Wholly-owned government agency by UP state.
NOIDA
Since the establishment of 1976, as an institution of UP state based
on “UP State Industrial Area Development Act”, has promoted
industry / commercial / housing development in upward of
20,000ha urban development and road / energy / water / leisure
infrastructure. This agency is also one of investors to NMRC same
as GNIDA. Wholly-owned government agency by UP state.
DMRC
Railway company, having routes in Delhi and outside. Indian and
Delhi government established in 1995. Started construction of Delhi
metro in 1998 and opened the first line in 2002. 6 routes, total
extension 190km in Dec, 2014.
Corporate capital amount: 141,800 million rupees
Investment ratio: Indian government 50%, Delhi government 50%
Source: Study Team
Chapter 8
Technical Advantage of Japanese Company
8-1
8.1 International Competitive Power of Japanese Company for the
Target Project and Possibility to Get Orders
(1) Received Orders for Japanese Company in Delhi Metro Projects
Received orders for Japanese company in previous Delhi metro projects is summarized in table 8-1-1 based
on various data sources.
Table 8-1-1 Success Result of Japanese companies in previous Delhi metro projects
Phase Bid category Winning results awarded to Japanese company
Phase-1 Civil structure
package
Kumagai(30%), SKANSKA, Hidastan, C-Itoh(2%)JV
Civil structure
package
DYWIDAG, Samsung, L&T, IRCON, Shimizu(10%)JV
Rolling stocks Mitsubishi, MELCO(30%), ROTEM JV
Signaling system Alstom, Alcatel, Sumitomo(10%)JV
Phase-2 Civil structure
package
DYWIDAG, Samson, L&T, IRCON, Shimizu(9%)JV
Rolling stocks Mitsubishi, MELCO(35%), ROTEM, JV
Phase-3 Signaling system The Nippon Signal Co., Ltd
Rolling stocks Mitsubishi electric (Outsource for ROTEM)
Source: Investment review report by Daiwa security
Comparing to Phase 1, it is definitely obvious that winning chance of Japanese company becomes
smaller in Phase 3. As a main reason for reducing orders, followings are pointed out:
Local company becomes tough competitors to Japanese company.
Relatively Japanese company is poor at offering lower price.
Delay in localization of Japanese company.
Hesitancy to challenge Bidding because of avoiding project risk.
(2) Possibility of Receiving Order for Japanese company
As proved in many examples, i.e. high speed railway projects like Shinkansen with excellent safety features
and frequent train operation, and urban railway system handling massive commuters transport demand,
clearly Japanese railway technology takes edge in the world. However, it is necessary to adopt to the local
origin specification in order to survive the severe railway business in overseas market.
Supposing the urban railway system, including metro, project in NCT-Delhi, required technical specification
foreseen by items and its possibility of order for Japanese company are summarized in table 8-1-2.
8-2
Table 8-1-2 Technical Specification by Category and Countermeasures by Japanese company
Category Technical
specification
Countermeasure by Japanese company
and its outcome
Previous
order in
Delhi
Possibility to
get order
Rolling
stocks
AC 25,000V
VVVF drive
Japanese company has an advantages in
energy saving technology for VVVF
/DC, but not for VVVF/AC cases.
Yes Yes (through
JV with local
manufacturer)
Electric Requires remote
monitoring by
SCADA
There is no examples in Japan, however
some in overseas project.
No Yes
Train
control
system
CATC
(Continuous
Automatic Train
Control) +CBI
(Computer
Based
Interlocking)
Japanese company got order in Phase-
3 of Delhi and Korea, i.e. Wireless
signaling and security system.
Yes
Delhi-Metro
(Phase-3)
Yes and further
expansion is
expected from
previous order
results.
Signaling
system
ATP, ATO, ATS
based on CBTC
ATP, ATO, and ATS has already applied
in Japanese railways. And, regarding
CBTC, Japanese companies have ever
introduced it in foreign countries.
Yes
Delhi-Metro
(Phase-3)
Yes
Automatic
ticket gate
AFC
(IC cards, Stored
fare type)
Possible to offer technical requirement
since there are many examples in Japan.
Receiving order in India (2011)
Yes
Chennai
project
Yes
Thru train
operation
and
express
train
operation
Thru
train/express
train operation
under the
CBTC/CATC
condition.
Participation of railway operators is
desirable for introducing thru train
operations
Besides, performance of interoperability
between railway operators needs to be
coordinated with train control system
such as CBTC.
No Yes
Source: Study team
8-3
8.2 Major Expecting Products and Services from Japan and Amount
The project is identified to be a similar metro projects implemented in Delhi, this shows no specific reasons
expected to get the quota for Japan, however following aspects imply possibility to adopt technical potential /
experience of Japan.
(1) Thru train operation, express train operation
The project aims at the thru train operation in which truck access into DMRC metro lines is performed by a
railway operator other than DMRC, and this feature requires technical issues related to interoperability
capacity of railway which is not included in existing Delhi metro system.
The thru train operation in Japan is realized through the precise interface between railway operators as shown
below, and thus it is considered that similar method and procedures are desirable if thru train operation
system is introduced on Delhi metro lines, and there is an opportunity to apply experience in urban transport
system in Japan.
a) Ground facilities: Modification of truck layout and signals and installation of platform, and display
board.
b) Truck gauge: Truck gauge change if thru operation is performed between different gauge size.
c) Electric system: Application of dual electric power system if electric system is different each other.
d) Rolling stocks: Coordination of physical features of car, i.e. L×W×H, number and spacing of doors.
e) Protocol and interface procedures are secured between railway operators.
Based on the above, it is difficult to furnish system features through ordering E & M facilities by
component and assembling them, it should be carried out through packaged approach in which both
machines and operation interface system are simultaneously provided. In this regards, it is considered that the
linkage between urban transit operator with experience and manufacturer in Japan has a significant
advantage.
(2) Development of railway related business at hub station and urban development of surrounding area
In the project, developing a multi modal transport terminal, which is designated in DMIC plan, is envisaged
at Boraki station. Besides, this study aims at expanding development potential of transport hub over the
surrounding area and leading land-use development of residential/office use, finally returning a portion of
development profit to supplemental railway profit while general land development effect spill over
community along railway.
Along this scenario, following items are pointed out as project contents.
a) Design of terminal complex : Comprehensive master plan on multi modal transport terminal and
surrounding facilities, aiming at high grade land development.
b) Station equipment: AFC system, mobility assistance (escalator and elevator)
8-4
c) Proposal of railway related business: Creation of attractive railway related business and operation
know-how support
d) Support services on real estate development: business support on sales promotion and real estate
management.
Regarding the products and services mentioned above, expected amount is approximately 740 Crore Rs.
(Estimated referring to foreign portion of rolling stocks and E&M facilities)
8.3 Measures to Promote Orders for Japanese Company
As general issues to prevent Japanese company from entering into project and their countermeasures, followings
are pointed out.
a) State government has a strong power for project implementation and respective statutory system and tax
rules
For the project which is concerned with several states, it is foreseen that the project is pended or requires
considerable time for project completion due to different rules and inconsistent procedures between
states.
b) Project administrative process is complicated and requires time due to the sectional wise administrative
structure
c) Project proposal including import material has disadvantage in cost comparison due to high import duty.
For the issues above, following measures are considered:
a) It is desirable to response for the issues in a prompt and flexible manner by promoting necessary
disclosure of project information and requesting early delivery of project information and opportunity of
project conference.
b) Provision of a checklist for avoiding unilateral contract which harms the interest of Japanese company.
c) Securing necessary information on reliable local partners who might have confidential information on
local situation, and preparing consultancy function.
d) Supporting function by GOJ, e.g. attaching tax exempt premium with yen credit loan agreement.
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