Feasibility study of metro transport case study madurai

International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
72
FEASIBILITY STUDY OF METRO TRANSPORT: CASE STUDY MADURAI
S.M.Subash1
, K.Chandrabose2
, U.Umamaheshwari3
, T.Maharajan4
1
(Assistant Professor, Civil Dept., PSNA College of Engineering and Technology, Dindigul)
2
(Assistant Professor, Civil Dept., Sree Sowdambika College of Engineering, Aruppukottai)
3
(Assistant Professor, Civil Dept., Latha Mathavan Engineering College , Madurai)
4
(Assistant Professor, Civil Dept., Vaigai College of Engineering , Madurai)
ABSTRACT
The growing demand for public transport in cities has serious effects on urban ecosystems,
especially due to the increased atmospheric pollution and changes in land use patterns. An
ecologically sustainable urban transport system could be obtained by an appropriate mix of
alternative modes of transport resulting in the use of environmentally friendly fuels and land use
patterns. Transport, because of its pervasive nature, occupies a central position in the fabric of
modern urbanized society. In most of the countries, this has been a story of evolutionary change with
new transport development replacing the old transport system in response to perceived socio
economic needs of the people. Implementation of such modern transport system of Metro Rail
facility to MADURAI city is the ultimate aim of this project. Metro Route Maps are created as per
traffic study and evaluated in accurate manner by using GIS, Global Mapper and find out shortest
feasible route. Metro provides multiple benefits: reduction in air pollution, time saving to passengers,
reduction in accidents, reduction in traffic congestion and fuel savings. There are incremental
benefits and costs to a number of economic agents: government, private transporters, passengers,
general public and unskilled labour. The cost-benefit analysis of Madurai Metro are done in this
paper tries to measure all benefits and costs. Planning of the work done by using software
PRIMAVERA and suitable commissioning of the work be planned at 2021.The financial internal
rate of return and the economic rate of return on investments in the Metro are estimated. Those
estimates are made to be more acceptable and beneficial for financial and economic status regarding
the evaluation of metro rail project.
Keywords: Cost Benefit Analysis, Feasibility Study, Metro, Public Transportation, Traffic Scenario.
INTERNATIONAL JOURNAL OF CIVIL ENGINEERING AND
TECHNOLOGY (IJCIET)
ISSN 0976 – 6308 (Print)
ISSN 0976 – 6316(Online)
Volume 4, Issue 4, July-August (2013), pp. 72-83
© IAEME: www.iaeme.com/ijciet.asp
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73
1. INTRODUCTION
In this fast moving technological world, urbanization and industrialization has gained serious
attraction. Mobilization of resources entirely depends upon transportation. Proper channelization and
effective planning of transportation is essential for successful development of our community. Mass
transportation satisfies all the aspects thus providing much importance to the movement of traffic in a
rapid way. Mass transportation facilitates inter-connectivity within the city is undoubtedly an added
advantage.
The main interpretation that usually follows the term feasibility is one of the following: the
case in which an alternative option, a strategy plan, a design or a different location is proved
economically preferable; the case in which an alternative option is deemed appropriate in social or
environmental terms and the case in which probable construction and operation of a project can be
financially viable as well as manageable. A feasibility study is a multidimensional set of actions
which aims to analyze and evaluate a project in order to determine if its construction is feasible. Such
a study refers to the assessment of results which concern the economic forecast in relation to other
important factors, such as socioeconomic efficiency and environmental impact.
The defining point of a feasibility study is the necessary information that leads decision-
makers to decide if the proposed option or project should be implemented. Its necessity in project
development is considered significant, as the identification of errors in this stage contributes to better
performance of the project. Thus, the success of a project is determined by the assumptions that are
set during the feasibility study process.
Metro provides multiple benefits: reduction in air pollution, time saving to passengers,
reduction in accidents, reduction in traffic congestion and fuel savings. There are incremental
benefits and costs to a number of economic agents: government, private transporters, passengers,
general public and unskilled labor. In some cases, a project is not profitable in economic terms;
however, its feasibility is attributed to serve another purpose.
The present research contributes to the engineering sector and, thus, engineering education by
providing a new methodology of feasibility study for railway projects, which balances social,
environmental and economic aspects. The elements that comprise such a study are identified and
analyzed separately, while the factors that further improve the quality of a rail project, as well as
probable parameters which increase the rail use are examined. The second key part of this article
refers to the application of this methodology based on a case study of Madurai metro railway.
2. PROPOSED METHODOLOGY FOR A FEASIBILITY STUDY FOR METRO
RAILWAYS
The nature, location and the type of each project are factors leading to the diversification of
feasibility studies. Through a recent survey conducted by Shen et al in four different project
categories (residential, commercial, public, industrial), the elements that are taken into consideration
have been defined. These elements, which are illustrated in Table 1, are categorized in three sections:
social, environmental and economic. In this context, a thorough review of guidelines about feasibility
studies of appraisal methods for rail projects and of feasibility studies for particular projects, has
been carried out in order to lead to the development of a general structure of feasibility study for
railways. More specifically, the sources used include the following: feasibility study guidelines;
appraisal guidelines for railway projects and feasibility studies on specific rail projects.
In the latter case, seven feasibility studies, which have been carried out for specific rail
projects world-wide (in Australia, America, Canada, Europe) were reviewed. This led to a better
comprehension of the current implementation of feasibility studies applying to real projects.

74
TABLE 1: Elements used for a feasibility study (Source: Shen et al)
Consequently, by synthesizing the information from these diverse sources and by
incorporating components that emerged from research on the elements of which a feasibility study
consists, a new methodology of feasibility study for railways was developed, as illustrated in Figure
1. Population is the major resource for development of city. Development of city attracts population
from major parts in addition to existing population. The needs of such enormous population demands
heavily for an un-interrupted flow. In such cases origin and destination needs of population must be
satisfied sufficiently.
2.1 Location Assessment
The design of a railway line includes the examination of factors such as topological
configuration, quantity of stations and lines, frequency of lines and pricing. The density of lines, the
demanding period of parking time around the station, as well as pedestrians' accessibility to the
station, are differential variables regarding whether a probable traveller will be attracted to use the
metro or not. Locations that enable access to health, education, entertainment services and provide
connection to other railway stations should be probably planned to operate as stations before the
design of the line, while the location of other stations should preferably be chosen with criteria to
attract or serve a larger number of passengers.
Fig 1: Methodology for conducting feasibility studies for railways

75
2.2 Improving Project Quality
The basic criterion through which a transportation project is evaluated as qualitative is to meet
user needs. The term quality is defined by the transfer that travelers experience while it is synthesized by
elements, which are related to the design and the operation of the railway line. Access and egress time,
service intervals, in-vehicle time, transfers between modes, reliability information provision, system
efficiency are some of these elements, while accessibility is considered to be a key factor in
determination of the use of rail as an alternative solution. Reliability has been found in various surveys to
be a prominent element, which identifies transportation quality and influences passengers’ choice.
Following a survey carried out for analyzing, the factors that contribute to passengers’ satisfaction in
order to choose rail are travel comfort, reliability, station organization and information, service schedule,
dynamic information, price/quality ratio, accessibility and ticket service.
2.3 Demand Analysis
Demand forecasting is an important step in a feasibility study as it assesses the necessity of the
project. The broad coverage of areas, advanced connectivity and the placement of stations are factors that
increase the demand for the use of public transportation. The outcomes of the demand forecasts are
necessary as they contribute to the determination of elements such as the roadway capacity and the length
of station platforms. This stresses the importance of the precision in forecasting demand. However
according to recent statistical surveys conducted by Flyvbjerg, and Flyvbjerg et al related to the accuracy
in demand forecasts in transportation projects, an average of overestimation of 106% in rail projects was
observed. In the same vein, Van Vee, and Flyvbjerg et al mention that the overestimation of demand is a
common phenomenon while Holz et al support the view that the quality of forecasts needs to be
improved.
2.4 Costs of Metro Railways
The construction cost of a railway line varies even within the same city, as it depends on the
technical characteristics (subsoil, housing situations) of each project, which are linked to local
conditions. Further factors that determine the cost of a railway are the length, planning and design
parameters, the construction works and station equipment. Large projects are characterized by wider
variation in a scale from 40% to 200%, while the systematic underestimation and final overrun of costs
which has been noted depends, strictly and incrementally on delays and extensive duration of the
implementation phase. Furthermore, regarding data presented by Flyvbjerg et al, underground railways
are four to six times more costly than at-grade ones. With reference to the operational costs, these are
increased by the existence of characteristics, such as ventilation, lighting, air conditioning or platform
screen doors, but simultaneously these factors increase the satisfaction of customers by providing them
comfort, reliability and quality of services. Maintenance costs are usually estimated by using historical
expenditure figures.
2.5 Cost-Benefit Analysis
The economic appraisal of transportation projects is interlinked with cost - benefit analysis
(CBA), as it is a main index regarding the value of investment. Through a comparison between costs and
benefits by using the benefit cost ratio (BCR), the economic net present value (ENPV) and the economic
rate of return (ERR), the social value of the project can be produced. The value of travel time savings is
considered to be a key characteristic for transport studies as it occupies 50-70% of the total benefit.
Vehicle operating costs (VOCS) are accrued by multiplying the default operating cost per vehicle
kilometre by the number of vehicle kilometres saved by the project. The methods, which are intended to
evaluate the non-user benefits related to the prevention of accidents are referred to as the average danger
levels according to transport mode, while the environmental externalities generally depend upon the
travel distances and exposure to polluting emissions.

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2.6 Financial Analysis
The financial analysis consists of the financial net present value, financial return on
investment cost (FNPV(C) and FRR (C)), sources of financing, financial sustainability, the financial
net present value and financial return on the national capital (FNPV(K) and FRR(K)). The FNPV is
defined as the sum that results when the expected investment and operating costs of the project are
deducted from the discounted value of the expected revenues. Financial sustainability is one of the
most important features in a feasibility study. The term financial sustainability includes the
possibility of a project not running the risk of a cash shortfall in any phase of its implementation for
the considered period of time.
2.7 Social and Environmental Assessment
One of the most important aims for the improvement of public sector projects according to
Shen et al is to fulfill the social objectives, which should be addressed in all public projects [3]. The
potential social impacts, which are expected from the existence and the operation of a railway project
could be divided into three categories, namely socioeconomic efficiency (passenger time savings,
reduction of traffic congestion, cost saving to society), development plan of the city (increase of
productivity, efficiently function of urban areas, urban development) and social improvements
(access for all people, land acquisition). The large-scale tendency is that railways contribute to
minimizing the negative effects of environmental pollution. Noise pollution is minimized in
underground transport infrastructure compared with elevated and surface ones, while the saving of
energy is of high importance. In addition, the construction of a railway is associated with
environmental preservation and elimination of crossings with non-physical obstacles.
3. CASE STUDY –PROPOSED METRO RAILWAY NETWORK FOR MADURAI
The second key part of this article refers to the implementation of the developed methodology
in a case study of Madurai city. Madurai is among the oldest and continuously inhabited city in the
Indian peninsula. It is an ancient and prestigious city in the Indian state of Tamil Nadu, situated on
the banks of the River Vaigai. The city is widely known as the Temple City. Madurai city has an area
of 1305 km2
within an urban area now extending over as much as 1905 km2
.I t has an average
elevation of 101 meters above mean sea level. The city was the epicenter of the Tamil Sangams,
Literature, Art and Culture
Fig 2: Madurai District Map

77
Fig 3: Climate and Rainfall Data
3.1 Traffic scenario & alignment
Like any other metropolitan cities in India, Madurai also faces many transport problems. Low
travel speed, high accident rate involving fatalities and increased vehicular pollution are mainly due
to:
Narrow roads with heavy traffic congestion;
Little possibility of expansion of road network due to heavily built-up areas;
Frequent traffic jams at numerous road intersections;
75% of composition of traffic consisting of low occupancy vehicles, viz. two wheelers;
Very high number of auto rickshaws’, share autos
High parking demand due to proliferation of personalized vehicles; and
Over-crowded buses with long routes.
Need for an efficient rail-based system has been felt for a long time and it’s high time for
proposal of metro system for Madurai. Numerous studies were taken to provide an optimum and
effective solution our proposal.
3.2 Locations of Survey
The traffic hotspots have been identified and the surveys were carried out on the following
spots during the peak and normal hours. The locations are
Gorippalayam Intersection
Kalavasal Intersection
Anna Intersection
Avanyapuram Intersection

78
The Classified Volume count has been taken at these places during the peak hour and other
durations. The results are summarized as follows
Fig 4: Avaniyapuram traffic chart Fig 5: Goripalayam Traffic Chart
Fig 6-Anna bus stand traffic chart Fig 7: Kalavasal traffic chart
3.3 Population
The population of Madurai city grew from 4 lakhs in the year 1901 to 34lakhs in the year
2011. Growth of population since 1951 is shown in Figure 1. During the decade 1951-61, the city
recorded an increase of 20% in its population from 365 thousands to 425 thousands. But this growth
was not persistent during the period 1991-2001. During this period city recorded a growth of 63%
pushing the population to 2580 thousands, in the year 2001. Projected population as per Draft
Master Plan - 2021 for Madurai area is 3400 thousands,4600 thousands, and 6200 thousands in the
year 2011,2021and 2031 respectively. Besides there is a floating population of the order of some
thousands.
3.4 Questionnaire Survey
A questionnaire (or form) is a group or sequence of questions designed to obtain information
on a subject from a respondent. Questionnaires play a central role in the data collection process since
they have a major impact on data quality and influence the image that the statistical agency projects
to the public. Questionnaires can either be in paper or computerized format. Problems faced during
questionnaire design include: deciding what questions to ask, how to best word them and how to

79
arrange the questions to yield the information required. The goal is to obtain information in such a
way that survey respondents understand the questions and can provide the correct answers easily in a
form that is suitable for subsequent processing and analysis of the data. While there are well
established principles for questionnaire design, crafting a good questionnaire remains an art requiring
ingenuity, experience and testing. If the data requirements are not properly transformed into a
structured data collection instrument of high quality, a ‘good’ sample can yield ‘bad’ results. Nearly
Five Hundred Samples has been collected from various Institutions, Industries, Public Places and
also through social networking. (Refer Annexure A). Interview methods which applied for this study
are Telephone Sampling and Road Side Interview. The periodical results obtained for various
questions.
TABLE 2: Questionnaire Survey Results
S.No Questions Results
1 What is the mode of transport you
are using?
Bus – 50%,
Four Wheelers – 10%
Two Wheelers – 30%,
Others – 10%
2 Are you able to reach your
destination in time using the
present mode?
Yes- 5%
No – 95%
3 What are the problems that you
face while in movement inside
Madurai?
Heavy Flow of Vehicles – 35%
Traffic Congestion – 45%
Inadequate Width of Roads – 10%
All of these – 10%
4 What is your choice to relief from
the traffic Congestion?
Rail Transport – 50%
Increase of Public Buses – 20%
Own use of Vehicles – 15%
Contract Conveyance – 15%
5 Is metro transport necessary in
Madurai?
Essential – 55%
Compulsory – 25%
Not necessary – 20%
3.5 Route Alignment
The route alignment decided for Madurai metro system is to serve the purpose of maximum
coverage in minimum trip time. This purpose is solved upon by connecting major points of the city.
This includes connecting market centers, educational institutions, business sectors, commercial
sectors etc. The main idea of solving traffic congestion in the city is achieved through this route
selection.
Phase I
Thirumangalam- Kappalur- Thirunagar- Thiruparangundram- Periyar- Simakkal/Goripalayam
- Kk Nagar- Maattuthavni
Phase II
Airport- Avanyapuram- Periyar- Koodal Nagar

80
3.6 Detailed Alignment
Phase I
The corridor begins from Thirumangalam which is located about 25Kms from the Madurai
CBD area. The station already available in this spot thus development of station area is simple and
cost Effective. Rolling Stock is meant to be operated by constructing a track with Standard Gauge in
prevailing track on a ground level since there is a feasibility in construction of new tracks. From
thirumangalam it stretches to Kappalur, Thirunagar, Thiruparangundram, and Periyar in a ground
level with a average station spacing of 2.75Km. From Periyar Rolling Stock is operated in a Elevated
network and cross the places of Simakal, Goripalayam, KK nagar and Mattuthavni. From Simakal to
KK nagar the Corridor is Constructed over the vaigai river with a suitable construction Practise. For a
stretch of KK nagar to Matuthavni elevated track is constructed over a NH – Sivaganga Road. Total
length of track is about 23.2 Km.
Phase II
The corridor begins from Koodal nagar terminal station located around 2km from Fatima
College. It stretches towards Periyar through a passage surrounded by wide stretch of field lands on
either side. This stretch includes narrow bends and curves to achieve flexible movement within this
area. It then passes straight over a continuous stretch of channel underneath to reach Periyar. The
metro corridor then stretches through agricultural and barren land which belongs to
thiruparangundram area and moves straight over the road and reached the station Avanyapuram. The
stretch continues towards Airport above road in elevated platform over the ring road. Total length of
track is about 11 Km.
Figure 8: Route alignment

81
Fig 9: Schematic Map of MMRC Using GIS
Fig 10: Shortest Route Obtained using Google Earth

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4.0 COST BENEFIT ANALYSIS
Through the cost-benefit analysis (Table 7.1 & 7.2), where the distribution of costs was
assumed to be linear (five-year period of construction), it was revealed that the main contributors to
the present value of benefits are the travel time savings, as they contribute to the 43% of the total
benefits. The benefits were categorized into user benefits (travel time savings), non-user benefits
(accident benefits, environmental externalities), fare revenue from new users and residual value of
rail assets. Benefit Cost ratio is estimated as 2.30 and 1.92 at 8 percent and 10 percent discount rates.
Hence the B/C ratio is more than 1 it is meant to be highly acceptable one regarding the financial
criteria and highly beneficial to Public Sector.
TABLE 3: Cost benefit Analysis for Discount Rate of 8 Percentage
Present value of benefits 12420 Crores
Present value of operating costs 400 Crores
Present value of capital costs 5000 Crores
Discount rate 8%
ENPV 7020Crores
ERR 9.5%
B/C ratio 2.3
TABLE 4: Cost benefit Analysis for Discount Rate of 10 Percentage
Present value of benefits 10368 Crores
Present value of operating costs 400 Crores
Present value of capital costs 5000 Crores
Discount rate 10%
ENPV 4968Crores
ERR 7.5%
B/C ratio 1.92
5.0 CONCLUSION AND RECOMMENDATIONS
For successful implementation of any metro project, which by its very nature is highly
technical and complex, huge in size and to be executed in difficult urban environments, political will
and commitment is necessary. Decisions are to be taken fast and the implementing agency must have
the required work culture, commitment to targets, safety, quality and cost consciousness. Metro
projects are highly capital intensive. On account of the high costs involved and the need to maintain a
fare structure within the affordable reach of ordinary citizens, metro projects are not ordinarily
financially viable. But considering the overwhelming economic gains to the society and fact that
cities with population of more than five million cannot just survive without an efficient metro
system, it is strongly recommend that the Madurai Metro system be taken up for implementation in
the financial year 2011-2012 itself. Madurai being one of the fastest growing urban agglomerations
of the country will need a bigger metro network. The corridors proposed in phase I will require to be
extended when the phase I become fully operational.

83
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