this presentation include feasibility analysis . this presentation was prepared for subject called project management

1. INDIAN INFRASTRUCTURE SECTOR
AND
PUNE METRO
Submitted To : Prof. Sushma Patil

2. Presenters
 Priya Dhiman - 10
 Gurjit Kaur Kaler - 22
 Sakshee Sarraf - 44
 Shivam Singh - 47
 Snigdha Harsha - 51
 Akruti Vetal - 59

3. CONTENTS
1) Introduction –Infrastructure
2) Indian Infrastructure Industry
3) Role Of industry
4) Contribution to economy
5) Classification of Infrastructure
6) Major Players
7) Infrastructure Projects – Overview
8) Metro Rail Project
9) Pune Metro – Introduction
10)Project Details
11)Need and Scope
12)Feasibility Analysis
13)Conclusion

4. Introduction –Infrastructure
 Infrastructure is the basic physical and organizational
structure needed for the operation of
a society or enterprise, or the services and facilities
necessary for an economy to function. It can be
generally defined as the set of interconnected structural
elements that provide a framework supporting an entire
structure of development. It is an important term for
judging a country or region's development.
 The term typically refers to the technical structures that
support a society, such as roads, bridges, tunnels, water
supply, sewers, electrical grids, telecommunications, and
so forth, and can be defined as "the physical
components of interrelated systems providing
commodities and services essential to enable, sustain, or
enhance societal living conditions."

5. Indian Infrastructure Industry
 While India is the fourth largest
economy in the world, a key
factor obstructing its growth and
development is the lack of W
world class infrastructure.
 Estimates suggest that this lack of
adequate infrastructure reduces
India's GDP growth by 1-2 per cent
every year.
 Therefore, Indian government’s
first priority is rising to the
challenge of maintaining and
managing high growth through
investment in infrastructure sector.

6. Role of Infrastructure Industry
 The importance of infrastructure for sustained economic
development is well recognized. High transaction costs
arising from inadequate and inefficient infrastructure can
prevent the economy from realizing its full growth
potential regardless of the progress on other fronts.
 Physical infrastructure covering transportation, power and
communication through its backward and forward
linkages facilitates growth, social infrastructure including
water supply, sanitation, sewage disposal, education and
health, which are in the nature of primary services and
has a direct impact on the quality of life.
 The performance of infrastructure is largely a reflection of
the performance of the economy.

7. Contribution to economy
 Infrastructure Sector Growth Rate in India GDP came
to 3.5% in 1996- 1997 and the next year, this figure was
4.6%.
 The Growth Rate of the Infrastructure Sector in India
GDP increased after the Indian government opened
the sector to 100% foreign direct investment (FDI).
 The result of opening the sector to the private sector
has been that Infrastructure Sector Growth Rate in
India GDP has increased at the rate of 9%.

9. Classification of Infrastructure
Infrastructure
Transport
Roads
Ports
Airport
Shipping
Railway
Urban Telecom Irrigation

10. Major Players (10 companies)
 Larsen &Toubro Ltd
 Punj Lloyd Group
 Jaiprakash Associates Ltd
 Lanco Infratech Limited
 Nagarjuna Construction Company
 IVRCL Infrastructures & Projects Ltd
 Simplex Infrastructures Ltd
 GMR Group
 Gammon India
 Hindustan Construction Company (HCC)

12. Infrastructure Projects - Overview
 In contemporary business and science a project is
defined as a collaborative enterprise, involving research
or design, that is carefully planned to achieve a particular
aim.
 Projects can be further defined as temporary rather than
permanent social systems or work systems that are
constituted by teams within or across organizations to
accomplish particular tasks under time constraints.
 When a project is done for developing and infrastructure
such as civil facilities, aviation, railway, transport
telecomm, etc. the such a project is called an
infrastructure project.

13. Rapid Transit in India
 Rapid transit in India consists of bus, metro, monorail and
light rail systems.
 The first rapid transit system in India was the Kolkata Metro,
which started operations in 1984.
 The Delhi Metro was India's first modern metro and the third
rapid transit system in India overall, after the Kolkata Metro
and Chennai Mass Rapid Transit System (Chennai MRTS),
beginning operations in 2002.
 Rapid Metro Rail Gurgaon, which started operations in
November 2013, is India's first privately owned and
operated metro.
 The Mumbai Monorail, which opened on 7 February 2014 is
the first monorail in India, since the closing of the Patiala
State Monorail Train ways in 1927.

14. Pune Metro- An Introduction
 The preparation of detailed project report (DPR) work was
undertaken by the Delhi Metro Rail Corporation and they
submitted their report on 15 August 2008.
 In 2010, the Pune Municipal Corporation (PMC) delayed
submitting the proposal to the Union government to make
provisions in the annual budget for the project.
 Due to red tape and bureaucracy, the DPR was
approved by the Maharashtra government only on 12
June 2012.
 Pune Metro Rail Corporation (PMRC), a special purpose
vehicle (SPV) to execute for the project, will be formed.

15. Description of the Project
Phase Line Terminals
Length
(km)
Opening
date
Phase I
Line 1 Chinchwad Swargate 16.59 2019
Line 2 Vanaz Ramwadi 14.93 2018
Phase II
Line 3
Deccan
Gymkhana
Bund
Garden
11 2021
Line 4 ASI Hinjawadi 18 2021

17. Project Details
 Phase I
 The two routes that have been identified for the first phase are:
 Vanaz – Ramwadi, via Deccan Gymkhana, Yerwada (14.9 km,
elevated)
 Chinchwad – Pimpri – Swargate, via Agriculture college (16.5 km,
elevated/underground from Range Hills)
 Phase II
 The second phase of the project will contain two lines and the
extension of first phase:
 ASI to Hinjawadi via Aundh (18 km elevated)
 Deccan Gymkhana to Bund Garden Via Swargate and Race Course
(11 km under ground)
 Extension of lines from Pimpri-Chinchwad to Nigdi and Swargate to
Katraj (11.5 km elevated)
 Extension of lines from Aundh to Hinjawadi and Ramwadi to Kharadi
Naka (13 km elevated)
 Extension of lines from Ramwadi to Viman Nagar Airport (elevated)

18. Future Expansions
 The following routes and extensions have been
proposed:
 Agriculture college – Warje via JM road and Karve
road (9 km elevated)
 Extension from Bund Garden to Vishrantwadi
(underground)
 Extension from Race Course to Hadapsar (elevated).

19. NEED AND SCOPE OF METRO
 Public Transport System is an efficient user of space
and with reduced level of air and noise pollution.
 As the population of a city grows, share of public
transport, whether road or rail based, should increase.
Experience has shown that, in cities like Pune where
roads do not have adequate width and which cater
to mixed traffic conditions comprising slow and fast
moving vehicles, road transport can optimally carry
8,000 persons per hour per direction (phpdt).
 When traffic density increases beyond this level,
average speed of vehicles comes down, journey time
increases, air population goes up and commuters are
put to increased level, of inconvenience.
 Thus when on a corridor, traffic density during peak
hours crosses this figure, provision of rail-based mass
transport, i.e. Metro system should be considered.

20. Advantages/Scope Of Metro System
 Requires 1/5th energy per passenger km compared to
road-based system.
 Causes no air pollution in the city.
 Causes lesser noise level
 Occupies no road space, if underground and only about 2
metres width of the road, if elevated.
 Carries same amount of traffic as 5 lanes of bus traffic or 12
lanes of private motor cars (either way), if it is a light
capacity system.
 Is more reliable, comfortable and safer than road based
system
 Reduces journey time by anything between 50% and 75%
depending on road conditions.

21. Feasibility analysis
MARKET ANALYSIS
TRAFFIC DEMAND FORECAST
Based on the experience of Delhi Metro the optimistic projections are
normally not achieved and it is felt that initially the most likely rider ship
may only materialize. Hence, the all further planning for the Metro
infrastructure is done for catering the most likely projections.

22. Feasibility analysis
FINANCIAL ANALYSIS
 The estimated project cost for Phase I and
II are INR 69.6 billion and INR 32.2 billion
respectively.
 The project cost will be funded by the
PMC and PCMC together bearing 10% of
this cost, the state government 20% and
the central government will bear 20% of
this cost.
 The remaining 50% will be obtained from
loans. The state government's share of 20%
includes the expenses of acquiring land,
including government land, at market
price.

23. Feasibility analysis
TECHNOLOGICAL ANALYSIS
 Choice Of Gauge
 Standard Gauge (1435mm) is invariably used for metro railways world
over dueto its inherent advantages.
 In India the national gauge is Broad Gauge (1676mm).
 Track Structure
 Ballastless track with continuous welded head-hardened rails has been
proposed as mainline track in elevated and underground stretches.
 Traction System
Keeping in view the ultimate traffic requirements, standardization, and other
technoeconomic considerations, 25 kV ac Over Head Electrification(OHE)
traction system is proposed for adoption on Pune Metro System.
 Signaling And Train Control
These requirements of the metro are planned to be achieved by adopting
ATP (Automatic Train Protection) and ATS (Automatic Train Supervision)
signaling systems. Automatic Train Operation (ATO) will be added in future.

24. Feasibility analysis
TECHNOLOGICAL ANALYSIS
 Telecommunication
The telecommunication system acts as the communication backbone for
Signaling systems and other systems such as SCADA, AFC, etc and provides
telecommunication services to meet operational and administrative
requirements of metro network.
 Automatic Fare Collection
AFC system proves to be cheaper than semi-automatic (manual system) in
long run due to reduced manpower cost for ticketing staff, reduced
maintenance in comparison to paper ticket machines, overall less cost of
recyclable tickets (Smart Card/Token) in comparison to paper tickets and
prevention of leakage of revenue.

25. Feasibility analysis
TECHNOLOGICAL ANALYSIS
 Rolling Stock
 Rolling stock for Pune Metro has been selected based on the following
criteria:
 Proven equipment with high reliability
 Passenger safety feature
 Energy efficiency
 Light weight equipment and coach body
 Optimized scheduled speed
 Aesthetically pleasing Interior and Exterior
 Low Life cycle cost
 Flexibility to meet increase in traffic demand
 Anti-telescopic.

26. Feasibility analysis
ECONOMIC ANALYSIS
Project period is 2014-2044, EIRR (with central
tax) is found to be 16.72% and B/C ratio as
3.36 and with 12 % discount, EIRR is 3.01% and
B/C ratio is 1.32. NPV without discount is Rs
59093 Cr. and with 12% discount rate, NPV is
Rs.2278 Cr. which shows that the project is
economically viable.

27. Feasibility analysis
LEGAL ANALYSES
 Government of India has passed Legislation
as “The Metro Railways (Amendment) Act
2009” for implementation of metro rail in
any metropolitan area and NCR.

28. Feasibility analysis
SCHEDULE ANALYSES

29. Conclusion
 Pune has witnessed enormous industrial growth during the
last 10 years. Rapid urbanization in the recent past has
put the city’s travel infrastructure to stress.
 Being thickly populated area, Pune’s traffic needs cannot
be met by only road-based system.
 Studies have brought out that a Light Metro with carrying
capacity of about 25,000 phpdt will be adequate to
meet not only the traffic needs for the present but for the
future 30 to 40 years also.
 A Light Metro System consisting of two Corridors namely
(i) PCMC – Swargate Corridor (16.59 km) and Vanaz -
Ramvadi Corridor (14.93 km) at an estimated completion
cost of Rs. 10869.00crores (Central taxes & duties) to be
made operational has accordingly been recommended

30. THANK YOU