Comparative Evaluation between Elevated and Underground Metro Charkop-Bandra-Mankhurd Link By Hitesh L Bhanushali Under guidance of Prof. S.L.Dhingra

Overview of presentation 2 Introduction Study Area Comparison of Underground and Elevated Metro Economic Evaluation of Fifth Link of Metro line II Conclusion

Introduction 3 Mumbai Metro Main objective is to provide a rail based mass transit connectivity to people within an approach distance of 1 to 2 Km. Need of Metro Project The existing public transportation systems viz. sub-urban trains and BEST buses are saturated. The existing sub-urban trains connect the northern and southern parts of the city and there is huge gap in connectivity between eastern and western suburbs of the city.

Cont…… 4 Phase I (2006 – 2011) Versova - Andheri – Ghatkopar Km Colaba - Bandra – Charkop Km Bandra - Kurla – Mankhurd Km Total Km Phase II (2011 – 2016) Charkop - Dahisar Km Ghatkopar – Mulund Km Phase III ( 2016 – 2021) BKC - Kanjur Marg via Airport Km Andheri(E) - Dahisar(E) - 18 Km Hutatma Chowk – Ghatkopar Km Sewri – Prabhadevi Km Total Length146.5 km

Study Area 5 Metro II (Charkop-Bandra-Mankhurd) Link 5-6 Oshiwara to samartha nagar Length: 1.81m Total length of metro lineII is m

6 Fig: Map showing all station for Charkop – Bandra -Mankhurd corridor Source: (

Economic Evaluation 7 Total Transportation Cost 1. Cost of construction of the facility initially 2. Periodic cost of maintaining the facility over its design life 3. Road User Cost a) Vehicle Operating Cost b) Time Cost c) Accident Cost d) Pollution emission Cost

Outline 8 Introduction Study Area Need of Metro and comparison of elevated & underground Total transportation Cost Economic Evaluation –methods NPV method & Results Conclusions

Construction Cost 9 YearLand Cost Construction cost at March 2007 Prices Present Costruction cost With 5% Escalation Completion cost Source: Comparative Evaluation between Elevated and Underground Metro report, Dr. S.L Dhingra maintenance cost increases at 3% rate with the number of years Table: Land and construction cost for metro II

VOC 10 VOC (per annum) = VOC (Per day per vehicle per Km) * Daily vehicle utilization in Km *365*Total traffic*traffic proportion for the link 10% of total traffic (source: From model of greater mumbai for BRT project)

11 Mode DAILY VEHICLE UTILIZATION IN KM VEHICLE INFLUENCE OCCUPANCY / VEHICLE YEAR / MODE Total No. of Vehicles 2010 BUS21130%34BUS7796 CAR3030%2CAR W3030%1.22 W W10030%1.83 W Total in 2003in 2009 SpeedBusesCars Two Wheelers AutoBusesCars Two Wheelers Auto Source: Detailed project report Mumbai Metro Project” DMRC (NOV 2006) Table: Number of Vehicles Table : Average Speed for different Modes

VOT 12 Time Cost or Value of time VOT (per annum) = VOT (Rs./hr./Vehicle)* Daily vehicle utilization in Km *365*Total Traffic*traffic proportion for the link /Average Speed Table: Value of time for Different Modes S. No.Modes VOT(Rs./hour/pers on) in 2003 VOT(Rs./hr./Vehicl e) in 2003 VOT(Rs./hour/pers on) in 2009 VOT(Rs./hr./Vehicl e) in BUS CAR W W Source: Mumbai Urban Infrastructure Project (MUIP) Document: /RH/REP-006 page 18 of 33

Accident cost 13 Accident cost (per annum) = accident cost per each *number of accidents*traffic proportion factor the link Table: Cost of Accident (lakhs)Table: No. of Road Accidents Year / Accidents Fatal Serious Minor Slight YearFatalSeriousSlight Source: Manual of Economic Evaluation.SP-30, IRC 1993 and updated to 6% inflation rate.

Pollution Emission Cost 14 Pollution cost = Pollution emission (Kg / 1000 Liters Daily)*cost per kg emission* vehicle utilization in Km *365*Total Traffic*traffic proportion for the link /1000 cost per one Kg of emission of pollution as Rs.42 /- Mode Fuel Consumption (Litre / Km Reduction Fuel Consumption to decongestion effects (Litre / Km) Pollution emission (Kg / 1000 Litres Bus Car Wheeler Wheeler Table: Pollution emission table my different modes Source: SP 30

Methods of Economic Evaluation Net Present Value (NPV) Method 15

Cont…… Benefit-Cost (B/C) Ratio Method The benefit-cost ratio is the ratio between discounted total benefits and costs. For a project to be acceptable, the ratio must have a value of 1 or greater. 16

Cont…… Internal Rate of Return Method The Internal Rate of Return (IRR) is the discount rate which makes the discounted future benefits equal to the initial outlay. In other words, it is the discount rate which makes the stream of cash flows to zero. 17

Results 18 NPVIRRB/C With underground With Elevated Table: Results comparing with metro and without metro

Sensitivity analysis for elevated vs without metro 19 NPVIRR No change %10 increase in construction cost % increase in construction cost %decrease in construction cost %decrease in construction cost % increase in O/M cost % increase in O/M Cost % decrease in O/M cost % decrease in O/M cost

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Sensitivity analysis for Under ground vs without metro 22 NPVIRR No change %10 increase in construction cost % increase in construction cost %decrease in construction cost %decrease in construction cost % increase in O/M cost % increase in O/M Cost % decrease in O/M cost % decrease in O/M cost

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Result: Comparison between underground with elevated metro 25 NPVB/CIRR % Table: Comparing Underground with Elevated NPVIRR No change % %10 increase in construction cost % 20% increase in construction cost % 10%decrease in construction cost % 20%decrease in construction cost % Table: Sensitivity analysis

Conclusion 26 NPV & B/C ratio for both elevated and underground for link 5-6 of metro II is feasible. Comparing Under ground metro with elevated metro, underground is beneficial but its IRR and NPV values are not very high.

27 Thank you