Client: Urban Development & Environment Department

(Government of Madhya Pradesh)

INDORE (MRTS)
METRO SYSTEM PPR 2016
PRELIMINARY PROJECT
REPORT (PPR)

Conceptual Train Design by Ar. Rohit Gupta

PREPARED BY
Rohit Associates Architects & Engineers Pvt. Ltd. Consortium
B / 912,911 , Damji Shamji Corporate Square, Laxmi Nagar,
Link road, Ghatkopar (E) Mumbai-400075
Tel: 022-25005223/022-25005224.
Email: [email protected]
 PPR for Metro Rail Indore

PROFORMA FOR PREPARATION OF PRELIMAINARY PROJECT REPORT FOR

BILATERAL FINANCIAL CORPERATION

Part I : Project Summary

1. Project name : Metro Rail Transit System

2. Project Implementing Agency : Madhya Pradesh Metro Rail Co Limited

3. Central Sector Project State Sector Project

Sectoral area of the project Urban Transport

Central Line Ministry Ministry of Urban Development

Administrative State Government of Madhya Pradesh

Government

4. Board objective of the project :

The Goal is to offer a rail based Sustainable Urban Transport System, Smart and Healthy
City to increase the quality of life and better access to goods, services, creating
employment opportunities and sustainable development, climate change mitigation
resulting in a livable city environment i.e. health supportive environment with more
allocation of road space to people rather than vehicles so as to make people include walk
and cycle in their daily routines during course of transit for their healthy life.

The aim is to increase the capacity of the existing developed urban land by increasing the
infrastructure so that some areas can be freed for green spaces and some redeveloped for
better optimum use.

The main objective of this project is to provide continuous availability of affordable, reliable,
safe, secure and seamless transport system in the urban agglomeration of Indore so as to
reduce the accidents, pollution, travel time, energy consumption and anti-social incidents
as well as to control urban development and land use for sustainability and regional
development.

5. Location of the project(Specify Districts); Indore Metropolitan Area, Indore

6. Project implementation period : 2015-16 to 2019-2020

7. Components of total estimated cost (in Rs. Crore)

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Source Lone / Credit Grant Equity Other(Specify) Total

GoI 1504.526 1504.526
JICA Loan 6018.104 6018.104
Total estimated cost 7522.63

8. Total bilateral development assistance proposed (Specify both in Rupees and in donor currency.
Please Specify name of the agency for assistance. Include additional technical cooperation
component, if any and activities proposed to be implemented through technical cooperation.)

Rs.6018.10 / 101915.39 Million Yen

Procurement, Construction, Installation/Erection, Commissioning for

Civil Works

Electrical/Power Supply

Signaling &

Telecommunication

Rolling Stock

HVAC

Software/Hardware for

Ticketing & Operations

Miscellaneous

9. Details of previous phase (s) if any, impact assessment been made for previous phase? NA

Part II : Project Design and Output

10. Is any separate institutional arrangement required to be established for the implementation of the
project? If yes, specify details with timeline for establishment.

Special Propose Company “Madhya Pradesh Metro Rail Company” is already incorporated.

11. Has any feasibility study / pre-appraisal /pre-investment study been conducted? If yes, specify details
of the findings.

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Detail Project Report is Prepared which included in its inception the System Selection Report,
detailed route alignment and in its final report the Pre investment appraisals (Financial,
Economic) the complete investment and construction plan is available with the description of
the technology and performance levels for open completion. The findings are that the city
needs an efficient backbone mass rapid transit system and rail based is a convincing solution
due to manifold benefits.

FIRR for 40 years Project Cycle : 11.55%

EIRR for 40 Years Project cycle : 19.67

12. Quantifiable outputs including Target Population and outcomes of the project.

Activities involved:

Design, Construction, Operation, Maintenance & Management for the Metro Rail System.
This will mainly involve activities of consulting services, civil works, Procurement-
Installation & commissioning of electrical, signaling and telecommunication, rolling stock,
air-conditioning and ventilation, safety and security appliances, software, hardware for
ticketing and system O&M for the phase 1 section as detailed below :

Total Stations Length in Km

Line
Name of Corridor/Line At At
No. Elevated Underground Total Elevated Ramp Underground Total
Grade Grade
Ring ( Benglai Square :
Palasia-Bhawarsala-Gandhi
3 20 4 6 30 19.27 1.97 3.22 7.09 31.55
Nagar-vijaynagar –Radison-
khajrana-Bemgali Square).

Outputs of the project

A State of the Art Metro Rail System providing seamless urban transport service contributing
to barrier free & environmental friendly i.e. good quality of life.

Outcome of the project

Reduction in Accidents/Lethality
Reduction in Fuel Consumption
Reduction in vehicle operating Cost
Reduction in Travel Time
Reduction in Pollution level
Increased Employment
Increased access to public transport
Sustainable development

Target population / group:

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All General Public resident of Indore urban agglomeration and General Public visiting
Indore but for safety and security reasons persons who are visibly intoxicated, insane
and/or under the influence of controlled substances, persons carrying flammable material
and/or explosives, persons carrying bulky objects or items over 1.5 meters (5ft) tall and/or
wide are prohibited. The targeted ridership per day on phase 1 lines is estimated as below:

Total Day 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054
Line Description Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km
3 Ring Line 3,16,175 21,27,197 3,44,488 23,17,682 4,58,487 30,84,663 6,10,213 41,05,456 8,96,097 60,28,863

13. Dose the project require sector adjustment policy formulation? If yes, give details : NO

14. Is the project covered under any existing government schemes / programmes / Multilateral /Bilateral
Assistance / Other Assistance? YES

15. Is any subsidy envisaged from centre / state government for project execution and viability? If yes,
Mention source: NO

16. Linkages with completed or ongoing project(s) of similar nature: NA

Sr Name of the Implementation Quantifiable Total cost of the

No. project period Outcome/ achieved / targeted project (in Rs. Crore)
Ongoing
Proposed
Completed

17. Details on costs to be funded from the bilateral official development assistance should be provided in
Annexure. The component should include Materials / Equipment’s / Construction, Personnel / Experts
from External Agency / Price escalation , Physical contingency, Consulting services, Land Acquisition,
Administration cost, VAT & other Taxes, Interest Payment on Lone, Front End Fee and others, if any
Specify along with percentage(%) of total cost for each component.

18. Detailed year-wise physical and financial target plan with quantifiable and qualitative (Verifiable) target
indicators, including year-wise utilization of proposed bilateral development assistance.

year-wise physical and financial target plan

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INDORE PHASE-I
Year-wise Investment (Basic Cost + Land +Tax in INR Crore)
Cost at March-2015 Price Level Basic Cost
Financial Year Corridor Corridor
TOTAL Total
3 3
2015-16 537.69 537.69 537.69 537.69

2016-17 1966.24 1966.24 2064.55 2064.55

2017-18 1916.63 1916.63 2113.08 2113.08

2018-19 2425.06 2425.06 2807.31 2807.31

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00

Total 6845.61 6845.61 7522.63 7522.63

hase wise Construction plan Indore

Phase Line Description Length in Cost at Completion cost with Construction Construction
No. No. km March 2015 escalations up to Starting Year Completion
Price level 2019 price levels Year
1 3 Ring Palasia-Airport-Vijay Nagar 28.61 6845.61 7522.63 2015-2016 2018-2019
Total 31.55 6845.61 7522.63

Quantitative and qualitative (verifiable) target indicators:

i. Quantitative effects
a. Performance indicator (operation & effect Indicator) Phase 1
Indicator Target 2021 (Expected Value 2 years
after the project completion) phase1
Operating Rate (% / year ) 92 %
Running Distance 1000km/day 13.72
Number of Running Trains 228
Number of trains/day, one direction
Volume of transportation (million 2.31
persons-km/day)
Income from Passengers (million 9.44
rupees/day)

b. Internal rate of return

Economic Internal Rate (EIRR) of the Project will be 19.42 %(for 30 Years ), 19.67% (for 40
years) and the Financial Internal rate (FIRR) of the return will be 10.92 %(for 40 Years), 8.17 %
(for 30 years ) based on following assumptions:

EIRR

Costs: Project Costs (excluding tax), operation, maintenance and management cost.

Benefits: The benefit stream for the monetary evaluation of the social benefits arising from
Metro Project comprised following:

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Annual time cost saved by metro passengers: Savings in time of commuters using the Metro
over the existing transport modes because of faster speed of metro.

Annual fuel cost saved by metro passengers: As these passengers shifted from road based
system to metro there will be saving of the fuel they were spending before.

Vehicle operating cost saved: Savings in operating cost of all buses and other vehicles due to
decongestion including those that would continue to use the existing transport network even
after the metro is introduced.

Emission saving cost: Emission saving cost adopted for Indian conditions in Rs. / Ton due to
passenger km shifted on metro.

Accident cost: savings on the account of reduction of accidents due to less number of passenger
km on road as they have shifted to metro and also due to less traffic and hence more space to
design proper roads and walkways.

Annual time cost saved by road passengers: Saving in time consumption on account of less
number of vehicles on road.

Annual fuel cost saved by road passengers: Savings in fuel consumption on account of less
number of vehicles on road.

Annual infrastructure maintenance cost: As metro takes high capacity in less space the need of
road space will be reduced and at the same time there will be less vehicles on road, less bus
stops, lesser road signals meaning better controlled maintenance. This will reduce the
infrastructure maintenance cost.

Employment Benefits: Metro project generates employment in a significant way

During construction and later its operation and maintenance. Civil construction works are labour
intensive, One direct and indirect job created is considered to be created on an investment of
every $ 10,000 invested in the civil works in developed countries, the same investment creates
more jobs in developing countries, but as the advanced methods of construction are applied in
this project we have also assumed the same, the actual jobs created during the operation period
are estimated and the same is quantified for the economic benefits. For three direct jobs one
indirect job is considered during the O&M of the Metro project in Indore.

Fare revenues as well as revenues from rental or advertising income were not taken into
account, since the generated cash flow is considered a financial benefit and not an economic
benefit.

Project Life: 30 years

FIRR

Costs: Project cost (including tax), operation, maintenance and management cost.

Benefit: Revenue from Fare box, Revenue form Advertising and Property space.

Project Life: 30 years.

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ii. Qualitative Effects

Improvement in Quality of life with Improved Access to affordable, reliable, fast, safe and secure
high level of comfortable transports system, Improvement and control in urban development with
transit oriented development, Economic Development in Indore Metropolitan Area in the state of
Madhya Pradesh in India , Mitigation of traffic pollution/Mitigation of Climate change.

19. Is Private sector or NGO participation proposed in the project? If yes, specify nature of the proposed
involvement and why work cannot be done by Government agencies.

20. Impact on (i) environment including land, water, air, biodiversity, etc. (ii) women and children (iii)
employment (iv) poverty alleviation and (v) productivity and economic growth should be included.

Environmental sustainability of the project:

The attractiveness of the Indian cities will enhance their potential for growth and job creation,
and cities are therefore of key importance to implement growth agenda for sustainability and
GDP and for which urban transport is important criteria. Urban transport has a direct impact
on air, noise, congestion and CO2 emissions. The adoption and implementation of urban
transport plan can reduce the negative impacts and increase the positive impacts.

Effective transport planning requires long term vision to plan financial requirements for
infrastructure and vehicles, to design incentive schemes to promote high quality of public
transport, safe cycling and walking and to coordinate with land-use planning at the

appropriate administrative levels. Transport planning should take into account of safety and
security, access to goods and services, air pollution, noise, greenhouse gas emissions and
energy consumption, land use.

From the above explanation it can be noted that metro project in Indore is for positive
environmental and social impacts for environmental sustainability.

Worldwide several commissions like European commission, United Nations recommend

implementation of a sustainable mass transport system to reduce and control on increasing
pollution levels in world due to high private vehicle or low quality public transport of high
emissions causing global climate change.

Government of India’s EIA notification dated 14 September 2006 as amended up to

December 2009 does not include metro rail project in the schedule 1 therefore the project
does not require an environment clearance certificate, the reason can simply be assumed as
more positive impacts on the urban environment than negative.

However, Environmental Impact Assessment (EIA) and Environmental Management Plan is

Prepared already as part of the Detail Project Report which includes schedule for continuous

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monitoring of environment and implementation of pollution mitigation measures. Monitoring

plan include provisions for noise level, ground water quality, air quality, surface water quality,
land acquisitioning and resettlement.

Sound proof walls and sound insulating pads are proposed in the schedule for noise
reduction and vibration mitigation.

Impact on the Natural Environment: Minimal impact on the natural environment as the
project is proposed in the existing urban built environment and the planned route is mostly on
the existing roads.

Social Environment: There will be positive improvement in the social environment. Most of
the Land acquisition is from the Government properties making no negative social impact.
The sites of Historical importance or archeology are not interfered in any place on the ground
for the alignment and there are enough clearance distance provided wherever such sites are
nearby therefore there is no impact on any archeological site.

Poverty reduction: The project will contribute positively to poverty reduction by means of
creation of direct and indirect employment.

Social Development: The project will contribute to positive social development due to
modernization of the city; availability of safe, secure, reliable, fast and affordable
transportation, there will be increase in work force participation specially of women, specially
abled people, increase in people to people contact which will contribute to economic and
social development. This means increase in happiness levels of people due to feeling of
more safety, security, comfort and freedom of mind using the metro system while saving
travel time which can now be spent in other quality activities like yoga, sports etc.

Part III : Clearances Required

21. Details of statutory clearances required for implementation of project. Specify status of obtaining
Clearances and time frame for Clearances

Project is Cleared by Government of Madhya Pradesh.

22. Details of debt sustainability Clearance from the Department of Expenditure for State Sector Project:

23. Dose the project involve land acquisition? If so, indicate:

Due to the selection of a flexible and modular system and approach i.e. Metro, the
Project is designed in such a way that there is a minimal need for land acquisition. Land is
required for the Depot & workshops, Receiving Substations (RSS), entry-exit space for two
stations from government properties, No land acquisition is required for the right of the way as
it is mostly used from the existing public areas like roads and its shoulders, over railway land
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and in case of unavailability of such areas the section is underground.

Some land is required temporarily during the construction for the purpose of casting yards,
store of materials, equipment and labour camps etc. As this land is for temporary purpose
and will be returned after completion of construction only vacant government land at the
outskirts is considered for this purpose and is not included in the land acquisition.
21.43 Hectares of land is required as described below in the table:

S.No. Area Ownership Purpose

(Hectare)
1 20.23 Government Land Heavy &Light
Maintenance/Stabling
2 0.60 Government Land Receiving Sub Station
3 0.60 Government Land Receiving Sub Station

• Total land to be acquired : 21.43Hectares

• Actual land acquired so far : As the land belongs to the government letters for transfer/
use issued for 21.43 Hectares
• Target land acquisition completion date: 31.03.2016
• Is there any legal issue or any other obstacle being faced by the acquisition authority which
could push the target dates mentioned? If so, Specify details: NO

24. Dose the project involve resettlement and rehabilitation? If so, indicate its magnitude, cost and
present status of plan

No resettlement and rehabilitation is required as all the proposed land acquisition is

on open plots /properties belonging to the government however some properties will
be redeveloped to create beautiful spaces around the stations but these will
accommodate the settlement at its site itself by adjustment in the design and floor
area ratio.

25. Is Environmental Impact Assessment Clearance required? If yes, has the proposal to MoE & F been
submitted? If not, when is it likely to be submitted?
NO

26. Is Forest clearance required? If yes, has the proposal to MoE & F been submitted? If not, when is it
likely to be submitted?

NO

Signature of the Head of the

Project Implementation Agency
With seal and date.

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Annexure – A (1st Page of 2 Pages)

INDORE Phase -I
CAPITAL COST
TOTAL LAND LAND COST+ FINAL TOTAL +
CORRIDOR BASIC TOTAL Excise Duty Custom Duty VAT TAX
COST BASIC TOTAL TAX*
LINE 1 0.00 0.00
LINE 1B 0.00 0.00
LINE 2 0.00 0.00
LINE 3 5540.04 307.15 494.75 187.57 989.48 316.10 5856.14 6845.61
LINE 3S 0.00 0.00
LINE 4 0.00 0.00
TOTAL 5540.04 307.15 494.75 187.57 989.48 316.10 5856.14 6845.61

81% 4% 7% 3% 14% 5% 86% 100%

Price Level at 2015 Figure in Crore INR

Basic Cost Bifurcation Excluding Land cost & Taxes

Completion cost with
Works/ Percentage Cost (INR Crore) Escalation (INR Crore) Price
Activities wise work Price 2015 Level Level 2018
Civil 45.3% 2509.04 2762.53
Track work 4.4% 243.68 268.32
Power supply 7.4% 410.06 451.27
Communication 9.1% 504.69 554.94
AFC 3.2% 180.00 195.15
PSD 2.2% 120.00 134.16
Rolling Stock 14.0% 775.00 853.76
EM 11.0% 608.30 670.81
Miscellaneous 2.0% 113.56 121.97
Miscellaneous 1.4% 75.70 85.38
Total 100.0% 5540.03 6098.29
All Costs include the Design, Consulting and administration costs.

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Annexure – A (2nd Page of 2 Pages)

INDORE PHASE-I

Year-wise Investment (Basic Cost INR Crore)

Cost at March-2015 Price Level Basic Cost

Financial Year Corridor

TOTAL Corridor Total
3 3

2015-16 460.92 460.92 460.92 460.92

2016-17 1412.76 1412.76 1483.40 1483.40
2017-18 1637.98 1637.98 1805.87 1805.87
2018-19 2028.38 2028.38 2348.10 2348.10
2019-20 0.00 0.00 0.00 0.00
2020-21 0.00 0.00 0.00 0.00
2021-22 0.00 0.00 0.00 0.00
Total 5540.04 5540.04 6098.29 6098.29

INDORE PHASE-I
Year-wise Investment (Basic Cost+ L AND in INR Crore)
Cost at March-2015 Price Level Basic Cost
Financial Year Corridor Corridor
TOTAL Total
3 3
2015-16 460.92 460.92 460.92 460.92

2016-17 1728.86 1728.86 1815.31 1815.31

2017-18 1637.98 1637.98 1805.87 1805.87

2018-19 2028.38 2028.38 2348.10 2348.10

2019-20 0.00 0.00 0.00 0.00

2020-21 0.00 0.00 0.00 0.00

2021-22 0.00 0.00 0.00 0.00
Total 5856.14 5856.14 6430.19 6430.19

INDORE PHASE-I

Year-wise Investment (Basic Cost+ Land+ Cent .Tax in INR Crore)

Cost at March-2015 Price Level Completion cost
Financial Year
Corridor Corridor
TOTAL Total
3 3

2015-16 521.09 521.09 521.09 521.09

2016-17 1910.82 1910.82 2006.36 2006.36
2017-18 1853.60 1853.60 2043.59 2043.59
2018-19 2372.53 2372.53 2746.50 2746.50
2019-20 0.00 0.00 0.00 0.00
2020-21 0.00 0.00 0.00 0.00
2021-22 0.00 0.00 0.00 0.00
Total 6658.04 6658.04 7317.54 7317.54

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 INDORE
FIRR with Taxes

Outflow Inflow Cash Flow

INDORE PHASE-I
YEAR Contribut Grant
ion ( Received
Contribution Total
NET CASH Equity) Loan Cumulative Cumulative From State Total Cumulative Return on
Additional Running Replacement Fare box Rental & Total ( Equity) Scarcity of cummulati Cumulati Repayment Interest Installment Profit Cash
Completion cost total costs FLOW For From Taken By Loan IDC loan incl. .Govt ( Depreciatio Cash Profit Cash Equity (
Costs expenses cost Revenue ADVT Revenue From GOI @ Cash ve Cash ve Loan of Loan @0.3% ( Repay by before Tax Balance
IRR Govt of Metro Co. Repayment IDC Repayment n Balance EIRR
20% Metro Co.)
M.P @ of Loan by
20% State .Govt.)
2015 - 2016 537.69 0.00 0.00 0.00 537.69 0.00 0.00 0.00 -537.69 0.00 107.54 -430.15 -430.15 430.15 430.15 0.00 0.00 1.29 431.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -107.54
2016 - 2017 2064.55 0.00 0.00 0.00 2064.55 0.00 0.00 0.00 -2064.55 0.00 412.91 -1651.64 -2081.79 2081.79 1651.64 0.00 0.00 6.25 2089.32 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -412.91
2017 - 2018 2113.08 0.00 0.00 0.00 2113.08 0.00 0.00 0.00 -2113.08 0.00 422.62 -1690.47 -3772.25 3772.25 1690.47 0.00 0.00 11.32 3791.11 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 -422.62
2018 - 2019 2807.31 0.00 185.76 0.00 2993.07 282.76 121.59 404.35 -2588.72 0.00 561.46 -2027.26 -5799.51 5799.51 2027.26 0.00 0.00 17.40 5835.76 0.00 0.00 0.00 0.00 218.59 218.59 0.00 0.00 -561.46
2019 - 2020 0.00 0.00 199.69 0.00 199.69 290.96 125.11 416.08 216.38 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5853.16 0.00 0.00 0.00 188.07 28.32 216.38 216.38 216.38 216.38
2020 - 2021 0.00 0.00 214.67 0.00 214.67 344.76 148.25 493.01 278.34 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5870.56 0.00 0.00 0.00 188.07 90.27 278.34 278.34 494.72 278.34
2021 - 2022 0.00 0.00 230.77 0.00 230.77 354.76 152.55 507.30 276.53 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5887.96 0.00 0.00 0.00 188.07 88.47 276.53 276.53 771.25 276.53
2022 - 2023 0.00 0.00 248.08 0.00 248.08 419.52 180.39 599.91 351.83 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5905.36 0.00 0.00 0.00 188.07 163.77 351.83 351.83 1123.09 351.83
2023 - 2024 0.00 0.00 266.68 0.00 266.68 431.68 185.62 617.31 350.62 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5922.76 0.00 0.00 0.00 188.07 162.56 350.62 350.62 1473.71 350.62
2024 - 2025 0.00 0.00 286.68 0.00 286.68 514.23 221.12 735.35 448.67 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 17.40 5940.15 0.00 0.00 0.00 188.07 260.60 448.67 448.67 1922.38 448.67
2025 - 2026 0.00 0.00 308.18 0.00 308.18 529.15 227.53 756.68 448.49 0.00 0.00 0.00 0.00 0.00 0.00 198.01 198.01 0.00 0.00 17.82 55.98 159.84 188.07 247.23 435.30 288.65 2211.03 288.65
2026 - 2027 0.00 0.00 331.30 0.00 331.30 618.88 266.12 885.00 553.70 0.00 0.00 0.00 0.00 0.00 0.00 198.01 396.01 0.00 0.00 17.23 55.83 159.40 188.07 352.87 540.94 394.29 2605.33 394.29
2027 - 2028 0.00 0.00 356.15 0.00 356.15 636.83 273.83 910.66 554.51 0.00 0.00 0.00 0.00 0.00 0.00 198.01 594.02 0.00 0.00 16.63 55.68 158.96 188.07 354.13 542.20 395.55 3000.88 395.55
2028 - 2029 0.00 0.00 382.86 0.00 382.86 752.67 323.65 1076.32 693.46 0.00 0.00 0.00 0.00 0.00 0.00 198.01 792.02 0.00 0.00 16.04 55.52 158.52 188.07 493.52 681.59 534.94 3535.82 534.94
2029 - 2030 0.00 0.00 411.57 0.00 411.57 774.50 333.03 1107.53 695.96 0.00 0.00 0.00 0.00 0.00 0.00 198.01 990.03 0.00 0.00 15.44 55.37 158.08 188.07 496.46 684.52 537.88 4073.70 537.88
2030 - 2031 0.00 0.00 442.44 0.00 442.44 922.12 396.51 1318.63 876.19 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1188.03 0.00 0.00 14.85 55.21 157.64 188.07 677.13 865.20 718.55 4792.25 718.55
2031 - 2032 0.00 1488.72 475.62 0.00 1964.34 948.86 408.01 1356.87 -607.47 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1386.04 0.00 0.00 14.26 55.06 157.20 225.28 645.41 870.69 -764.67 4027.58 -764.67
2032 - 2033 0.00 0.00 511.29 0.00 511.29 1122.68 482.75 1605.43 1094.14 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1584.04 0.00 0.00 13.66 54.91 156.76 225.28 858.74 1084.02 937.38 4964.96 937.38
2033 - 2034 0.00 0.00 549.64 0.00 549.64 1155.24 496.75 1651.99 1102.35 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1782.05 0.00 0.00 13.07 54.75 156.32 225.28 867.39 1092.67 946.03 5910.99 946.03
2034 - 2035 0.00 0.00 590.86 0.00 590.86 1368.85 588.61 1957.46 1366.59 0.00 0.00 0.00 0.00 0.00 0.00 198.01 1980.05 0.00 0.00 12.47 54.60 155.88 225.28 1132.07 1357.35 1210.71 7121.69 1210.71
2035 - 2036 0.00 0.00 635.18 0.00 635.18 1408.55 605.68 2014.22 1379.04 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2178.06 0.00 0.00 11.88 54.44 155.44 225.28 1144.96 1370.24 1223.60 8345.29 1223.60
2036 - 2037 0.00 0.00 682.82 0.00 682.82 1670.76 718.43 2389.19 1706.37 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2376.06 0.00 0.00 11.29 54.29 155.00 225.28 1472.73 1698.01 1551.37 9896.66 1551.37
2037 - 2038 0.00 0.00 734.03 0.00 734.03 1719.21 739.26 2458.47 1724.44 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2574.07 0.00 0.00 10.69 54.13 154.56 225.28 1491.24 1716.53 1569.88 11466.54 1569.88
2038 - 2039 0.00 0.00 789.08 0.00 789.08 2025.17 870.82 2895.99 2106.91 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2772.07 0.00 0.00 10.10 53.98 154.12 225.28 1874.15 2099.43 1952.79 13419.33 1952.79
2039 - 2040 0.00 0.00 848.26 2609.14 3457.40 2083.90 896.08 2979.98 -477.42 0.00 0.00 0.00 0.00 0.00 0.00 198.01 2970.08 0.00 0.00 9.50 53.83 153.68 290.51 1834.16 2124.67 -631.11 12788.22 -631.11
2040 - 2041 0.00 0.00 911.88 0.00 911.88 2464.03 1059.53 3523.56 2611.68 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3168.08 0.00 0.00 8.91 53.67 153.24 290.51 2314.57 2605.08 2458.44 15246.66 2458.44
2041 - 2042 0.00 0.00 980.27 0.00 980.27 2535.49 1090.26 3625.75 2645.47 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3366.09 0.00 0.00 8.32 53.52 152.80 290.51 2348.80 2639.31 2492.67 17739.33 2492.67
2042 - 2043 0.00 0.00 1053.79 0.00 1053.79 3013.24 1295.69 4308.93 3255.14 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3564.09 0.00 0.00 7.72 53.36 152.36 290.51 2958.91 3249.42 3102.78 20842.11 3102.78
2043 - 2044 0.00 0.00 1132.83 0.00 1132.83 3103.63 1334.56 4438.20 3305.37 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3762.10 0.00 0.00 7.13 53.21 151.92 290.51 3009.58 3300.09 3153.44 23995.55 3153.44
2044 - 2045 0.00 0.00 1217.79 0.00 1217.79 3668.60 1577.50 5246.10 4028.31 0.00 0.00 0.00 0.00 0.00 0.00 198.01 3960.10 0.00 0.00 6.53 53.06 151.48 290.51 3732.96 4023.47 3876.82 27872.38 3876.82
2045 - 2046 0.00 0.00 1309.12 0.00 1309.12 3778.65 1624.82 5403.47 4094.35 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4158.11 0.00 0.00 5.94 52.90 151.04 290.51 3799.44 4089.95 3943.30 31815.68 3943.30
2046 - 2047 0.00 0.00 1407.31 0.00 1407.31 4470.53 1922.33 6392.85 4985.55 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4356.11 0.00 0.00 5.35 52.75 150.60 290.51 4691.07 4981.59 4834.94 36650.62 4834.94
2047 - 2048 0.00 0.00 1512.86 0.00 1512.86 4604.63 1979.99 6584.63 5071.77 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4554.12 0.00 0.00 4.75 52.59 150.16 290.51 4777.74 5068.25 4921.61 41572.23 4921.61
2048 - 2049 0.00 0.00 1626.32 0.00 1626.32 5466.42 2350.56 7816.98 6190.66 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4752.12 0.00 0.00 4.16 52.44 149.72 290.51 5897.06 6187.58 6040.93 47613.16 6040.93
2049 - 2050 0.00 0.00 1748.29 0.00 1748.29 5630.40 2421.07 8051.47 6303.18 0.00 0.00 0.00 0.00 0.00 0.00 198.01 4950.13 0.00 0.00 3.56 52.29 149.28 290.51 6010.02 6300.54 6153.89 53767.06 6153.89
2050 - 2051 0.00 0.00 1879.42 0.00 1879.42 6665.19 2866.03 9531.22 7651.80 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5148.13 0.00 0.00 2.97 52.13 148.84 290.51 7359.09 7649.60 7502.96 61270.01 7502.96
2051 - 2052 0.00 0.00 2020.37 0.00 2020.37 6865.13 2952.01 9817.14 7796.76 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5346.14 0.00 0.00 2.38 51.98 148.40 290.51 7504.49 7795.00 7648.36 68918.37 7648.36
2052 - 2053 0.00 0.00 2171.90 0.00 2171.90 8120.53 3491.83 11612.35 9440.45 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5544.14 0.00 0.00 1.78 51.82 147.96 290.51 9148.62 9439.13 9292.49 78210.86 9292.49
2053 - 2054 0.00 0.00 2334.79 0.00 2334.79 8364.13 3596.58 11960.70 9625.91 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5742.15 0.00 0.00 1.19 51.67 147.52 290.51 9334.52 9625.03 9478.39 87689.25 9478.39
2054 - 2055 0.00 0.00 2509.90 0.00 2509.90 9910.19 4261.38 14171.57 11661.67 0.00 0.00 0.00 0.00 0.00 0.00 198.01 5940.15 0.00 0.00 0.59 51.52 147.08 290.51 11370.72 11661.23 11514.59 99203.83 11514.59
TOTAL 7522.63 1488.72 33498.47 2609.14 45118.96 99036.82 42585.83 141622.65 96503.69 0.00 1504.53 0.00 0.00 5799.51 5799.51 5940.15 0.00 140.64 5940.15 276.22 1612.48 4603.89 8707.25 99212.35 107919.60 99203.83 21.87%
 PPR for Metro Rail Indore

Appendix – 4

DOE’s OM No. 1(2)-PF.II/03 dated 7th May, 2003

Generic structure of DPR

i. Context/background: This section should provide a brief description of the sector/sub-sector, the
national priority, strategy and policy framework as well as a brief description of the existing situation.

ii. Problems to be addressed: This section should elaborate the problems to be addressed through the
project/ scheme at the local/regional/national level, as the case may be. Evidence regarding the nature
and magnitude of the problems should be presented, supported by baseline data/surveys/reports. Clear
evidence should be available regarding the nature and magnitude of the problems to be addressed.

iii. Project Objectives: This section should indicate the Development Objectives proposed to be
achieved, ranked in order of importance. The deliverables/output for each Development Objective
should be spelt out clearly. This section should also provide a general description of the project.

iv. Target beneficiaries: There should be clear identification of target beneficiaries. Stakeholder
analysis should be undertaken, including consultation with stakeholders at the time of project
formulation. Options regarding cost sharing and beneficiary participation should be explored and
incorporated in the project. Impact of the project on weaker section of society, positive or negative,
should be assessed and remedial steps suggested in case of adverse impact.

v. Project strategy: This section should present an analysis of alternative strategies available to
achieve the Development Objectives. Reasons for selecting the proposed strategy should be brought
out. Involvement of NGOs should be considered. Basis for prioritization of locations should be indicated
(where relevant). Options and opportunity for leveraging government funds through public-private
partnership must be given priority and explored in depth.

vi. Legal Framework: This section should present the legal framework within which the project will be
implemented and strength and weakness of the legal framework in so far as it impacts on achievement
of project objectives.

vii. Environmental Impact assessment: Environmental impact assessment should be undertaken,

wherever required and measures identified to mitigate adverse impact, if any. Issues relating to land
acquisition diversion of forest land, rehabilitation and resettlement should be addressed in this section.

viii. On-going initiatives: This section should provide a description of ongoing initiatives and the
manner in which duplication will be avoided and synergy created through the proposed project.

ix. Technology issues: This section should elaborate on technology choices, if any, evaluation of
options, as well as the basis for choice of technology for the proposed project.

x. Management arrangements: Responsibility of different agencies for project management and

implementation should be elaborated. The organization structure at various levels as well as monitoring
and coordination arrangements should be spelt out.
xi. Means of Finance and Project Budget: This section should focus on means of finance, evaluation
of options, project budget, cost estimates and phasing of expenditure. Options for cost sharing and cost
recovery (user charges) should be considered and built into the total project cost. Infrastructure projects
may be assessed on the basis of the cost of debt finance and the tenor of debt. Options for raising funds
through private sector participation should also be considered and built into the project cost.

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xii. Time frame: This section should indicate the proposed ‘Zero’ date for commencement and also
provide a PERT/CPM chart, wherever relevant.

xiii. Risk analysis: This section should focus on identification and assessment of project risks and how
these are proposed to be mitigated. Risk analysis could include legal/contractual risks, environmental
risks, revenue risks, project management risks, regulatory risks, etc.

xiv. Evaluation: This section should focus on lessons learnt from evaluation of similar projects
implemented in the past. Evaluation arrangements for the project, whether concurrent and mid-term or
post-project should be spelt out. It may be noted that continuation of projects/schemes from one Plan
period to another will not be permissible without an independent, in depth evaluation being undertaken.

xv. Success criteria: Success criteria to assess whether the Development Objectives have been
achieved should be spelt out in measurable terms. Base-line data should be available against which
success of the project will be assessed at the end of the project (Impact assessment). In this regard, it is
essential that the base-line surveys be undertaken in case of large, beneficiary-oriented projects.
Success criteria for each Deliverable/Output of the project should also be specified in measurable terms
to assess achievement against proximate goals.

xvi. Financial and economic analysis: Financial and economic analysis of the project may be
undertaken where the financial returns are quantifiable. This analysis would generally be required for
investment and infrastructure projects, but may not always be feasible for social sector projects where
the benefits cannot be easily quantified.

xvii. Sustainability: Issues relating to sustainability, including stakeholder commitment, operation and
maintenance of assets after project completion, and other related issues should be addressed in this
section.

Note: Requirement of the EFC/PIB format may also be kept in view while preparing the DPR.

OM. No. 1(2)-PF. II/03, dated 7th May, 2003

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Appendix – 5
An outline of Matrix
Strategy Indicators Sources/Means Assumptions/ Risk
Of Verification
Goals(Linked up with a government
Priority/ programme / policy) : 1.Planning & Detail Project No Risk as DPR is
Basic Design Report already prepared
Urban Transport -
2. Procurement Low for political,
Smart City / Healthy City / Climate ,Construction & Moderate risk for
Installation Expenditure Natural Calamities
Change Mitigation /Sustainable
a. Employment Kilometer ready Economic Situation.
Development/ Madhya Pradesh Vision b. Development for operation
2018,GoMP 3. Operations (Two
Years After the
Project completion)
To offer an attractive Urban Transport
a. Attractive Volume of
System, Smart and Healthy City to
Urban transportation
increase the quality of life and better Moderate for
Transport Persons-km/day
access to goods, services, creating Political, Economic,
employment opportunities and Service
Natural Calamities,
sustainable development resulting in a Monitoring & change in
livable city environment i.e. health b. Positive
Report transport demand
supportive environment with more Environment
(Sensitivity Analysis
allocation of road space to people Impact
is done for increase
rather than vehicles so as to make in cost and decrease
c. Transit Approved
people include walk and cycle in their building Plans / in revenue)
daily routines during course of transit Oriented
Development FAR Policy
for their healthy life.
The aim is to increase the capacity of
d. Employment Payment of
the existing developed urban land by
Created Direct & Indirect
increasing the infrastructure so that employees in the
some areas can be freed for green
Metro O & M
spaces and some redeveloped for
e. Quality of life Rating
better optimum use.

Operations (Two
Objective(purpose/expected benefits)
Years After the
The main objective of this project is to Project completion) Moderate Political,
provide continuous availability of a. Operating Rate 92% Economic, Natural
affordable, reliable, safe, secure and (% / year) Calamities, and
seamless transport system in the b. Running Distance change in transport
urban agglomeration of Indore so as to 1000km/day 13.72 demand.
reduce the accidents, pollution, travel c. Number of (Sensitivity Analysis
time, energy consumption and anti- Running Trains is done for increase
social incidents as well as to control Number of 228 in cost and decrease
urban development and land use for trains/day, one in revenue)
sustainability and regional direction
development. d. Volume of
transportation
2.31
(million
persons-
km/day)

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e. Income from
Passengers
9.44

Output/Results
Operations (Two Moderate risk for
(Goods/services/materials/ Years After the Delay in award of
expected changes, the target Project completion) 92% contracts /
populations will get, which they cannot a.Operating Rate Delay in availability
achieve (% / year) of material and
on their own without intervention of the b. Running Distance 13.72 equipment.
1000km/day Moderate risks of
project )
c. Number of 228 political/bureaucratic
Running Trains delays and instability
Number of ,Moderate Risk of
A State of the Art Metro Rail System
trains/day, one change in transport
providing seamless urban transport
direction Demand
service contributing to barrier free
d. Volume of 2.31 (Sensitivity Analysis
&environmental friendly i.e good quality
transportation is done for increase
of life.
(million in cost and decrease
persons- in revenue)
km/day)
e. Income from 9.44
Passengers

Activities(tasks/actions to be carried Inputs / Costs

out by utilizing resources, viz. human,
financial, equipment, etc.) Moderate risk for
Delay in award of
contracts /
DPR, Design, Consulting & RFP / 20% of the project cost Delay in availability
Management of material and
equipment.
Procurement, Construction, Moderate risks of
Installation/Erection, political/bureaucratic
Commissioning for delays and instability
Civil Works RFP-Tender/80 % of the project Cost ,Moderate Risk of
Electrical/Power Supply change in transport
Signaling & Demand
Telecommunication (Sensitivity Analysis
Rolling Stock is done for increase
HVAC in cost and decrease
Software/Hardware for in revenue)
Ticketing & Operations
Miscellaneous

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Indore MRTS Project

Metro System
Background / City Profile /Need- Goals & Objectives

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 DPR for MRTS Indore Metro Rail Project
Table of Contents

Sr. No Content Page No.

1 Introduction 3-4

1.1 City Profile 5-6

1.1.1 Regional Setting and Spatial Growth 6

1.1.2 Climate 7

1.1.3 Linkages and connectivity 7

1.1.4 Demographic Profile 7

1.1.5 Landuse Distribution 9

1.1.6 Road Network in the Urban Core 9

1.1.7 Vehicular Growth Trends 10

1.1.8 Traffic Safety 10

1.1.9 Current Concerns 10

1.1.10 Step Forward 11

2. The Need-Goals and objectives 12

2.1 The need of the city 12

2.2 Goals and Objectives: 12

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 DPR for MRTS Indore Metro Rail Project

1. Introduction

In urban areas the environmental, economic and social dimensions meet most strongly.
Cities are where many environmental problems are concentrated, but they are also
economic drivers, the places where business is done and investments are made. The
quality of the life of people living in these cities is directly influenced by the state of the
urban environment. A high quality urban environment also contributes to GOAL of
making the city a more attractive place to work and invest. The attractiveness of the
Indian cities will enhance their potential for growth and job creation, and cities are
therefore of key importance to implement growth agenda for sustainability and GDP.

Urban transport has a direct impact on air, noise, congestion and CO2 emissions and it
is fundamental requirement to citizens and business. The adoption and implementation
of urban transport plan can reduce the negative impacts and increase the positive
impacts. Effective transport planning requires long term vision to plan financial
requirements for infrastructure and vehicles, to design incentive schemes to promote
high quality of public transport, safe cycling and walking and to coordinate with land-use
planning at the appropriate administrative levels.

Transport planning should take into account factors like safety and security of citizens,
quick access to goods and services, air pollution, noise, greenhouse gas emissions and
energy consumption.

Therefore Government of Madhya Pradesh has decided to provide a rail based high
capacity and high quality i.e. reliable, comfortable Mass transport System in its
commercial capital Indore. This project is part of the vision 2018 of GoMP and will
contribute towards achievement of the aim of the Smart city, Climate change Mitigation
and healthy city.

The planned metro rail will provide comfortable, fast and attractive transport system to
the people of Indore with its station areas as livable, clean and beautiful places to transit
and to meet various people, contributing positively to the environment and improved
social life.

The selection of the most suitable transport technology is outcome of inception report of
DPR based on multi criteria analysis and have solutions, which can later be upgraded to
higher performance. Alignment plays the key role to achieve feasibility and viability as
well. With regard to life-cycle-costs and sustainability of the system the availability and
competitiveness of spare parts is as important as the option to extend or branch the first
MRTS line, using interoperable rolling stock and compatible fixed equipment. To curb
investment and operation costs by manifold competition, internationally standardized
and interchangeable components are recommended.
The implementation and operation of a modern urban rail system is a complex
business, as the system consists of various sophisticated technologies with a huge
number of internal and external interfaces. To avoid mistakes and to optimize the total
system configuration very experienced experts are required, who have in mind all the
interdependencies, risks, opportunities and performances. In our DPR consulting team
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 DPR for MRTS Indore Metro Rail Project
several experts are available for rail based MRTS, who are not only experts in special
fields of consulting or engineering but also generalists for complete system and its
functional & operational requirements.

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 DPR for MRTS Indore Metro Rail Project
1.1 City Profile

Indore is a vibrant city known as Commercial capital of Madhya Pradesh.

Indore traces its roots to its 16th century founding as a trading hub between
the Deccan and Delhi. The founders of the city were the hereditary Zamindars and
indigenous landholders of Malwa. They retained their possessions of royalty, including an
elephant, Nishan, Danka and Gadi even after the advent of Holkars. During Mughal rule,
the families were granted confirmatory sanads by the Emperors Aurangzeb, Alamgir and
Farukhshayar, confirming their 'Jagir' (property) rights. In 1713, Deccan plateau was
handed over to Nizam. This renewed the struggle between the Marathas and the
Mughals.
From time to time, Maratha invaders kept harassing the people of Malwa. Rao Nandlal
Chaudhary being the chief Zamindar, he had an army of 2000 soldiers. Once, while
visiting the banks of river Saraswati, Rao Nandlal found a location surrounded by rivers.
To protect his people from harassment by Marathas and Mughals, he started moving his
people to this place & constructed the fort of Shree Sansthan Bada Rawala. This city was
named Indrapur after Lord Indreshwar, and eventually came to be known as Indore.
In 1743 AD, Baji Rao Peshwa finally received the Viceroyalty of Malwa. The Peshwas
appointed Malhar Rao Holkar as a "Subhedar". This marked the beginning of Holkars'
reign in Malwa. Indore also came under the rule of Maratha Maharajas of the Holkar
dynasty. In 1733, the dynasty's founder, Malhar Rao Holkar, was appointed as the
Maratha Governor of the region. By the end of his reign, the Holkar state was
independent. He was succeeded by his daughter-in-law Ahilyabai Holkar (1767 - 1795).
She ruled from a palace-fort at Maheshwar, situated to the south of Indore.
AhilyabaiHolkar had a passion for architecture. She used to donate money for the
construction of Hindu temples, across the Indian subcontinent. In 1818, the Holkars were
defeated by the British, after the defeat in the Battle of Mahidpur, the treaty of Mandsaur
was signed. According to which, the Cantonment town of Mhow was handed over to the
British. The treaty also declared the shifting of the capital of the Holkar state from
Maheshwar to Indore.

In 1947, after India's independence, Indore, along with other princely states, became a
part of the Indian state of Madhya Bharat. Indore was elected as the summer capital of
the new state. Finally, on November 1, 1956, Madhya Bharat was merged into Madhya
Pradesh. Indore served as the capital of the Madhya Bharat from 1950 until 1956.
City’s governance with Indore Municipal Corporation was established in the year 1956.
In 1957 it became home to Madhya Pradesh Stock exchanged which was recognised as
regional stock exchange and is India’s third oldest stock exchange.
Indore Development Authority serving Indore Metropolitan Region was
established in 1973.

Today Indore is a modern city with its international hotels, high class malls and
multiplexes and is further rapidly developing with ultra-modern townships in all its
surrounding.

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 DPR for MRTS Indore Metro Rail Project
Situated on the southern edge of Malwa Plateauthe Indore city is located 190 km west
of the state capital Bhopal. Indore is the largest city of the state of Madhya Pradesh. It
serves as the headquarters of both Indore District and Indore Division. Indore is one of
the richest cities in central India and also known as "Mini Mumbai" among native
people of Indore, due to its lifestyle similarities with Mumbai. It also reflects Mumbai's
potpourri of cultures, with significant Marwari, Marathi, North Indians and Sindhi
populations. City Government works under the leadership of the Mayor of Indore
Municipal Corporation.

The city is having highest per capita Income in the state, Indore exerts a significant
impact upon commerce, finance, media, art, fashion, research, technology, education,
and entertainment and has been described as the commercial capital of the state. As
per Census 2011 population of 2,167,447distributed over a land area of 526 Sq.km,
Indore is the most densely populated major city in the central province. The Indore
Metropolitan Area's population is the state's largest. It is the 14th largest city in India
and 147th largest city in the world. Indore's real estate market is among the most
expensive in the state. Numerous colleges and universities are located in Indore,
including IIM &IIT Indore.

Indore is surrounded by various towns having varied Industrial, Commercial and

Administrative activities like Mhow which is an important cantonment town in Indore; it
has three of the Indian Army's premier training institutes. The Border Security Force
has its Central School of Weapons and Tactics at Indore. A major component of the
Indore economy, the Industries in Indore contribute a considerable amount of revenue.
The city has emerged as a major industrial centre of the state of Madhya
Pradesh. Pithampur near Indore is one of the largest hubs of vehicle and automobile
industries in India, other Industrial area of Dewas is also a satellite. Indore is also
becoming IT city of the State with major IT companies already setting up. It is also a
hub of general and professional education and research.
Many General and Multispecialty hospitals are also serving the people of state form
Indore. Nearby tourist and pilgrim attractions like Lord Mahakal in Ujjain and
Onkarsehwar attracts people to Indore as tourist destination.
It is served by a very good national road, rail and air network through its International
National Airport .Many trains originate from Indore main railway station for destinations
all over the country.
The public transport system is served by City Buses, Mini Buses, BRTS, Tata Magics,
three wheeler (autos), radio taxi and private rent a cab services.
1.1.1 Regional Setting and Spatial Growth
Indore is located in Malwa plateau region and occupies relatively plain plateau having
a very gentle slope towards North. The hinterland of the city is also flat but intermixed
with some hillocks like Bijasan, Gadha, Tekri, BhuriTekri, Deoguradia and depressions
at Sirpur , Piplyapala and Bilawali tanks. An area of about 4798 sq.km around Indore
city has been identified as Indore influence region which includes 7 major urban towns
and 946 villages..These satellite towns are dependent on Indore for social and
economic activities generating daily work trips between Indore and satellite towns. The
towns having a direct impact on the traffic and transport scenario of the City area are
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 DPR for MRTS Indore Metro Rail Project
Ujjain at 56 km in the north direction ,Dewas at 35 km in the north east direction
,Mhow at 23 km south of Indore, Dhar 65 km west of Indore, Pithampur at 22km in the
south west direction. Indore’s planning area is already spread into 505.25 Sq.Km.

1.1.2 Climate

Indore has a borderline humid subtropical climate (Köppen climate classification Cwa)
and tropical savanna climate (Aw). Three distinct seasons are observed: summer,
monsoon and winter. Summers start in mid-March and can be extremely hot in April
and May. The daytime temperatures can touch 42 °C (108 °F) on more than one
occasion. Average summer temperatures may go as high as 40 °C (104 °F) but
humidity is very low. Winters are moderate and usually dry. Lower temperatures can
go as low as 4 °C (39 °F)-6 °C (43 °F) on some nights. Usually the temperature ranges
between 8 to 26 °C during winters. Rains are due to southwest monsoons. The typical
monsoon season goes from 15 June till mid-September, contributing 32–35 inches of
annual rains. 95% of rains occur during monsoon season. Indore gets moderate
rainfall of 35 to 38 inches (890 to 970 mm) during July–September due to
the southwest monsoon.
1.1.3 Linkages and connectivity
Indore is well connected to other parts of the country by surface and air transport. The
city is centrally located in India and connected to Mumbai by NH-3 (Agra- Mumbai), it
is also served by NH 59: Indore Dahod , NH 59A : Indore Nagpur, NH 79 : Ratlam via
Lebad on NH 59,NH 86: Indore via Dewas on NH 3,SH 27: Ujjain via Sawer,SH 34:
Indore to Jhansi.
Indore Junction BG is the main and terminal station connecting it to the rest of the
country. Many trains originate in Indore for various major cities of the country including
Delhi & Mumbai. The city of Indore has 4 other railway stations which are Lakshmibai
Nagar, Saify Nagar, Lokmanya Nagar, Rajendra Nagar.
Indore is served by the Devi Ahilyabai Holkar International Airport (IDR). It is the
busiest airport in the state of Madhya Pradesh. Various airlines offer direct flights form
Indore to different cities in India but as there are many flights operated for Delhi and
Mumbai, the connecting flights for anywhere in the country are available. During the
Haj Pilgrimage International flights are also operated.
1.1.4 Demographic Profile
Population
As per the census of the 2011, the population of the Indore Metropolitan area is about
2.291 million and the population of Indore Municipal Area/city which comes under
Indore metropolitan area is about 1.92 million. The average annual growth rate of
population in Indore Municipal area is 1.97%. For the study Area, the growth rate has
been 3.4% during the period 2001 to 2011. In 2001, Indore city had a spread of an
area of 130.17 sq.km, with the population of 18.39 lakh resulting in a population
density of 12598 persons per sq.km. Whereas, with the population of 19.92 lakh in
2011 and areas remaining same, the density has risen to 15315.4 persons per sq.km.
At the planning Area level, as the city has spread and the area has increased from 130

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 DPR for MRTS Indore Metro Rail Project
sq.km to 505 sq.km during 2001-2011, the density has dropped from 15315 persons
per sq.km to 4534 persons per sq.km during the period. Following table provides the
population, division as per gender and the respective literacy rate as per 2011
census.The sex ratio of female to male in Indore Urban Area is919 females per 1000
males. For children (0-6 age), girls were 887 per 1000 boys. The children (0-6 age)
population of Indore UA is around 11.72 % of total Indore Urban Area population. Total
children in Indore Urban region were 254,108 of which male were 134,644 while
remaining 119,464 childs were female. Total literates in Indore city are 1,516,434 of
which 827,975 are males while 688,459 are females. Average literacy rate of Indore
city is 87.38
percent of which male and female literacy was 91.84 and 82.55 percent. The
workforce participation rate (WFPR) was 28.9% in 1991, 30% in 2001 and is observed
to be 35% in 2011.Indore Planning Area estimates about 7.45 lakh workers in 2021.

Indore Metropolitan Areas

Ahirkhedi, BangardaBada, BangardaChhota, Bank, Bhangarh, BhicholiHapsi, BhicholiMardana, Hukmakhedi, Indore,
Kanadia, Lasudiya Mori, Limbodi, Nipanya, Palda, Piplya Kumar, TalawaliChanda, TigariaBadshah, and TigariaRao

Table shows Population Growth Trends of Indore Municipal Area

year Population Employment Year Population Decadal
Variation
2013 2,294,982 803,244
1901 99880
2018 2,647,623 926,668
1911 57235 -42.70%
2021 2,884,710 1,009,649 1921 107948 88.60%
2031 3,839,335 1,343,767 1931 147100 36.27%
2041 5,109,869 1,788,454 1941 203695 38.47%
1951 310859 52.61%
1961 359000(55.8 sq.km) 15.49%
1971 572622 59.50%
1981 829000 44.77%
1991 1104000 33.17%
2001 1639000 48.46%
2011 1992535 (130.1 sq.km) 21.57%
2011 2290608 (505.25 sq.km) 39.78%
(Indore Planning Area)
2021* 2785897

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 DPR for MRTS Indore Metro Rail Project
1.1.5 Land Use Distribution
As per the Development Plan 1974, Indore consisted of 2,474 Ha of developed area.
Master plan 1991 envisaged 12,145 Ha of land area to be developed by the year 1991
but only 13,171 Ha of area was developed the year 2006.In 2021 master plan 34047 Ha
is proposed as development as shown below in the table.
Land Use Pattern in Indore (1974-2021)
DevelopedAre Area proposed to Developed Area proposed to be
a (1974) Be Developed Area (2006) Developed (2021)
SR.No. Use (1991)
Ha % Ha % Ha % Ha %
1. Residential 1194 46.4 5060 41.7 7552 55.8 15795 46.39
2. Commercial 146 5.7 648 5.3 692 4.2 2610 7.66
3. Public & SemiPublic 411 15.9 1417 11.7 1672 12.7 2693 7.91
4. Recreation 113 4.4 1417 11.7 968 7.3 4817 14.15
5. Industrial 316 12.3 1498 12.3 976 7.4 2527 7.43
6. Transportation 394 15.3 2105 17.3 1748 12.6 5605 16.46
Total 2474 100 12145 100 13171 100 34047 100

Figure below shows the Land use distribution in 2006 and proposed in 2021. In
the year 2006, the developed area in the City was 13171 hectare and the Master Plan
proposed to increase the same to 34,047 Ha by the year 2021 .The absolute increase of
20,876 Ha of area over the period of 15 years indicates the rapid development of the
urban area in the City.

Land use distribution for Indore Urban Agglomeration

Land Use Destribution 2006 Land Use Destribution 2021

Residential Residential
13% 17%
7% Commercial Commercial
7% 46%
7%
Public & Semi Public & Semi
56% 14%
13% Public Public
Recreation
8% 8% Recreation
Industrial
Industrial

4%

1.1.6 Road Network in the Urban Core

Indore has a road network consisting of primary, secondary and tertiary roads. The road
network within the municipal limits is predominantly on ring radial pattern. Some of the
highways pass through the City and form a major part of the primary network. These are
NH3 : Agra-Mumbai,NH59 : Indore-Dahod,NH59A : Indore-Nagpur,SH27: Ujjain via
Sawer. 60% of the road network has a right of way between 10-30 m ,7 % is less than
10 m another 18 % 30-40 m remaining 15% is 40-60 mwhich indicates the limitation of
the carrying capacity of the roads.
Some of the important roads which provide for movements in east- west direction are
Mahatma Gandhi, Jawahar Marg, and Subhash Marg. The roads which cater to north-
south direction movement are AB road, New Dewas Road, Sanwer Road, Yashwant
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 DPR for MRTS Indore Metro Rail Project
Niwas road, Sadar Bazar road, RNT Marg, Pathar Godam Marg, Tilak Path and
LoharpatiNivas road. other important roads are Maharani Road, Prince Yashwant
Road and Bhandari Road. The major corridors in Indore City that services the
maximum passenger trips by Public Transit and private vehicles include A.B. Road
Corridor (Dewas Naka to Rajendra Nagar) Eastern Ring Road Corridor, M.G. Road,
Jawahar Marg, RNTMarg, AB Bypass,Dhar Road, New Dewas Road etc.
1.1.7 Vehicular Growth Trends
The City has been experiencing an explosive growth in number of registered vehicles.
The number of Registered vehicles in the City has increased from 5.5 lakh in
2002 to 11.87 lakh in 2010 recording an average growth rate of 9.97 % per
annum. There was more than 10 lakh motor vehicle registered in Indore in 2008-2009.
2-wheelers account for around 71.5% and Cars/ Jeeps around 27% of total vehicles
registered. The average annual growth rates for two wheelers, three wheelers, car
and buses during 2001-2010 were 9.09%, 3.05%, 12.62% and 11.62% respectively.
1.1.8 Traffic Safety
Road safety becomes a cause of prime concern with increasing number of vehicles
specially two wheelers. With the increase in number of vehicles on roads, City is
also experiencing increase in number of accidents. In the last decade the total
number of accidents has increased from 2617 in 2001 to 3473 in 2010. The number of
fatalities in the year 2001 was 142. Comparing this figure with total population of 16.39
lakh for the year 2001, the fatality rate comes to be 8.6 people per lakh population.
However; this fatality rate has slightly increased to 8.66 in the year 2010.439 persons
died in road accidents with severity rate of 7.6 per 100 accidentsin the year 2014, this
indicates that serious efforts are needed to be made the transport infrastructure along
with traffic management to improve the situation.

1.1.9 Current Concerns

1. The planning area is continuously expanding and outer green fields merging in
the city.
2. Less space available for allocation to roads and especially non-motorized
/Pedestrians.
3. Number of vehicles growing rapidly.
4. Low quality of Urban Transport.
5. Increasing accident rate and Lethality due to road accidents.
6. Increase in travel time, emissions and pollutions.
7. Increase in fuel consumption and vehicle operating cost.
8. Increasing Infrastructure maintenance cost.
9. Negative Social Impacts due to unlimited expansion of urban area and unaffordable
increase in the real estate prices everywhere as impact of very high price in the core
city because of lacking high quality transport system for creation of uniform quality,
environment and demand in all the areas leading to unauthorized constructions and
slums on one side and high prices of real estate at even outskirt areas as a result of
price comparison to price of the core city.

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 DPR for MRTS Indore Metro Rail Project
1.1.10 Step Forward

The city needs to implement designs and plans for:

Good quality Mass transport Systems for reducing the travel time, pollution,
accidents and Increasing the information, availability, safety and security for
Economic Development

Climate Change Mitigation

Improving the Quality of the Life and beautification of the City.

Improving the affordability of the real estate.

Optimizing the land use for minimising the further inclusion & conversion of
the green fields into built environment of the city for maintaining the rural,
agricultural and forest land in the surroundings.

The Sustainable Development

All the above steps can be supported by implementation of a rail based mass rapid
transit system.

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 DPR for MRTS Indore Metro Rail Project
2. The Need-Goals and objectives

2.1 The need of the city

The urban sprawl of Indore planning area is already 505.25 Sq. Km. and the
population in the metropolitan area is over 2.3 million which is projected to be over 5.1
million by year 2041.The per capita trip rate is 1.21 for the motorized trips and the
accident rates are quite high with about 9 % of them as fatal accidents, 439 persons
died in road accidents with severity rate of 7.6 per 100 accidentsin the year 2014,the
number of vehicles is further increasing rapidly every year and has already reached
about 1.4 million now, the average growth rates for two wheelers and cars is over 10%
and 13% respectively. All these above have caused the shortage in the road space for
movement & parking of vehicles, space for non-motorized vehicles and Pedestrians.
This is also contributing substantially to the increased level of dust, air and noise
pollution due to more time spent on the travel time. The increase in road area also
needs frequent time to time maintenance for the good ride quality and less wear and
tear of the road user vehicles but this maintenance is not always happening due to
various factors like fewer funds, climate, traffic, other infrastructure works on the road
like laying of cables etc., and other social events.

Therefore a High level of high quality Mass transport system is needed for the city of
the Indore to attract its people to use clean and sustainable mode of transport to lead
a more safe, secure, healthy and high quality of life contributing to maintain the
ecosystem of the world by climate change mitigation and sustainable development and
by minimize converting further green area into built.

2.2 Goals and Objectives:

The Goal is to offer a rail based Sustainable Urban Transport System, Smart and
Healthy City to increase the quality of life and better access to goods, services,
creating employment opportunities and sustainable development, climate change
mitigation resulting in a livable city environment i.e. health supportive environment with
more allocation of road space to people rather than vehicles so as to make people
include walk and cycle in their daily routines during course of transit for their healthy
life.

The aim is to increase the capacity of the existing developed urban land by increasing
the infrastructure so that some areas can be freed for green spaces and some
redeveloped for better optimum use.

The main objective of this project is to provide continuous availability of affordable,

reliable, safe, secure and seamless transport system in the urban agglomeration of
Indore so as to reduce the accidents, pollution, travel time, energy consumption and
anti-social incidents as well as to control urban development and land use for
sustainability and regional development.

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Executive summary
 DPR for MRTS Indore Metro Rail Project

Executive Summery
1. General Introduction

Metro systems are very efficient in terms of environment, comfort and ride quality
accordingly their energy consumption and maintenance cost is comparatively better
justified compared to other similar capacity road based system. The capital
investment is comparatively very high but due to large economic benefits in terms of
job creation, reduction of air pollution, enhancement of clean environment,
Passenger’s time savings and road traffic time savings, avoided lethality costs, last
but not least peace of mind with freedom of mobility and connectivity in available,
reliable and safe and barrier free environment.

With the next generation of tomorrow’s Metro Concept we have already adopted a
smart approach which means light infrastructure that blends with the city in harmony
beautifying and creating value of world class level which gives the city a chance to
reshape itself to be ready for the next generation of citizens of the connected world.

Due to our modular construction approach with flexibility, interoperability and inter
changeability we have substantial control on the capital cost due to the competition ,
which makes the financial returns also in substantial controllable situation.

The Metro Project at Indore is conceptualised in such a way that it is close to people
by large accessibility and coverage which means that opportunity is provided to bring
at least 50% of the total trips on public transport by creating a feeling of availability
and reliability at all times expecting at least 60% of these trips on Metro.

Looking at the current trends in the Indian market with quick & fast implementation of
urban rail systems we have also optimistically proposed to build the total system in
seven year time which of course is a challenge in such a high level engineering and
financing magnitude. But it seems reasonable from the local conditions and the
willingness of the Government to provide state of the art facilities for increasing
quality of life to a world class level. Each Phase of the project is planned to be
constructed in 4 years’ time but in the phase 1 lot of time has been already lost due to
several reasons like elections and code of conduct etc. But the good thing is that we
have already got the Madhya Pradesh Metro Rail Company incorporated and the
board of director appointed. We have also got the land for Depots and Workshops
ready for allocation; the right of way is already informed to the authorities to keep it
clear from the utilities etc. The Detail Project report clearly defines the locations and
layout of the stations and infrastructure which can be readily used for the quick detail
design. The system defined in the DPR is standard and state of the art therefore
many suppliers are available in open market competition. With all this hard work and
detail planning in the background, we can try to recover the lost time and fulfil the
promise of the Government of Madhya Pradesh made to its people regarding its
vision 2018 and this project.

The Indore Metro Systems will be designed as ultra-modern state of the art
driverless operated Metro systems. Driverless operated trains require and have

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 DPR for MRTS Indore Metro Rail Project

specific safety features and equipment on board a train in accordance with customer
requirements as they have more (technical) senses than a driver.
The Final Report for the Indore Metro Systems is the basis for further project
work, tendering and the various design phases. The Indore Metro Systems is
divided into the following volumes:
· Volume 1, Operations Concept with
- Attachment 1 Modeling of Ridership, and
- Attachment 2 Environmental Impact Study

· Volume 2, Maintenance Concept

· Volume 3, Alignment
· Volume 4, Civil Engineering
- Attachment 1 Topographical Maps & Utilities, and
- Attachment 2 Geotechnical Report

- Volume 5, Financial Support Mechanism and Institutional Setup

2. Indore System description

This is a Metro Rail system based on steel-wheel-technology and use standard
gauge tracks of 1435 mm. The system shall be designed for a maximum operational
speed of 90 Kph and it consists of 4 lines and stabling lines with one branch line on
line 1 and line 3, total 89 stations out of which 75 are elevated, 8 are underground, 6
at grade raised and depot area and workshops. Traction Power will be based on 750
VDC using a third rail as a contact line. The operation of the transit system will be
controlled by an automatic train control and bears the functional subsystems for
automatic train supervision and driverless train operation. Train movements in normal
operating condition shall be carried out in Driverless train operation mode. Following
table provides the overview of the alignment and stations.

Total Line Network

Line No / Description Length (KM )

Line 1 Aurbindo Hospital -Indore By Pass 18.42
Line 1B Aurbindo Hospital -Regional Park 13.57
Line 2 Dewas Naka -Mhow 28.91
Line 3 Ring (Bengali Sq. – Palasia-Airport –Vijay Nagar- 31.46
Radisson Sq.-Khajrana - Bengali Sq.)
Line 3S Nanod – Rajwada- Bengali Chauraha-Indore By-Pass 3 15.12
Line 4 MR 11-Nanda Nagar-Navlakha-Indore Bypass 4 16.95
Total 124.43
Only end to end station’s line distances.

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3. Phase wise Implementation Plan

Proportions of 1st Phase of Network (structural)

Total Stations Length in Km

Line
Name of Corridor/Line At At
No. Elevated Underground Total Elevated Ramp Underground Total
Grade Grade

Ring Line : Bengali Sq.-Bhawarsala-

3 20 4 6 30 19.27 1.97 3.22 7.09 31.55
Airport- Palasia-Bengali Sq.
Total 30 Total 31.55

Proportions of 2nd Phase of Network (structural)

Total Stations Length in Km

Line
Name of Corridor/Line
No. At At
Elevated Underground Total Elevated Ramp Underground Total
Grade Grade

2 Dewas Naka – Mhow 25 2 0 27 27.21 .500 1.90 0 29.61

3S Nanod - bengali Chauraha- By Pass3 4 0 0 4 3.60 0 0 0 3.60

Total 31 Total 33.2

Proportions of 3rd Phase of Network (structural)

Total Stations Length in Km

Line
Name of Corridor/Line
No. At At
Elevated Underground Total Elevated Ramp Underground Total
Grade Grade
1 Aurbindo Hospital-Indore By Pass 1 14 4 0 18 15.22 .590 3.31 0 19.12

1B Aurbindo Hospital-Regional Park 3 0 0 3 3.09 .300 .440 0 3.83

4 MR 11-Indore Bypass 4 14 1 0 15 14.66 .550 1.34 0 16.55

Total 36 Total 39.50

4. Phase wise Investment Plan

Phase wise Construction plan Indore
Phase Line Description Length in km Cost at Completion Construction Construction
No. No. March 2015 cost with Starting Year Completion
Price level escalations Year
(INR CR.) up to 2021
price level
(INR CR.)
1 3 Ring( Bengali Sq.-Palasia-Bada Ganpati- 31.55 6845.61 7522.63 2015-2016 2018-2019
Airport-Super Corridor –Bharasala -Vijay
Nagar-Raddison-Khajrana –Bengali Sq.)
2 2 Devas Naka –Mhow 29.61 5779.26 7000.25 2017-2018 2020-2021
2 3S Nanod-Bengali Chauraha-Indore Bypass 3 3.60 1058.29 1295.22 2017-2018 2020-2021
3 1 Aurbindo Hospital- Indore ByPass1 19.12 4379.14 5563.06 2018-2019 2021-2022
3 1B Aurbindo Hospital-Regional Park 3.83 1047.97 1341.86 2018-2019 2021-2022
3 4 MR11-Teen Imli-Indore Bypass 2 16.55 3170.46 4039.20 2018-2019 2021-2022
Total 22280.74 26762.21
104.25

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 DPR for MRTS Indore Metro Rail Project

5. Transport Demand & Capacity

a. Peak Hour Ridership

Peak Hour 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054

Max Max Max Max Max

Line Description Total Board Volume Total Board Volume Total Board Volume Total Board Volume Total Board Volume
1A SRI ARBINDO HOSP-IND pass/h 14,501 5,687 19,300 7,569 25,687 10,073 37,721 14,793
1B SRI ARBINDO HOSP-REG pass/h 18,125 7,637 24,123 10,164 32,106 13,527 47,148 19,865
2 DEWAS NAKA-MHOW pass/h 23,086 7,575 30,725 10,082 40,893 13,418 60,051 19,705
3 Ring Line pass/h 21,403 7,384 27,559 9,813 36,679 13,060 48,817 17,382 71,688 25,526
3S INDORE BYPASS 3-PALA pass/h 15,538 5,304 20,680 7,059 27,524 9,395 40,419 13,796
4 MR 9-INDORE BYPASS 4 pass/h 9,525 3,816 12,678 5,079 16,873 6,760 24,778 9,927
Max: pass/h 7,384 9,813 13,060 17,382 25,526
Sum: pass/h 21,403 1,08,335 1,44,185 1,91,900 2,81,805

b. Passengers & Pass.Km Per day

Total Day 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054
Line Description Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km Pass. Pass. km
1A SRI ARBINDO HOSP-IND 1,81,266 11,09,724 2,41,251 14,76,960 3,21,088 19,65,724 4,71,517 28,86,665
1B SRI ARBINDO HOSP-REG 2,26,563 11,22,453 3,01,538 14,93,901 4,01,325 19,88,271 5,89,346 29,19,776
2 DEWAS NAKA-MHOW 2,88,570 18,84,590 3,84,065 25,08,249 5,11,163 33,38,293 7,50,642 49,02,283
3 Ring Line 3,16,175 21,27,197 3,44,488 23,17,682 4,58,487 30,84,663 6,10,213 41,05,456 8,96,097 60,28,863
3S INDORE BYPASS 3-PALA 1,94,229 9,77,094 2,58,504 13,00,440 3,44,050 17,30,789 5,05,237 25,41,663
4 MR 9-INDORE BYPASS 4 1,19,068 6,23,603 1,58,471 8,29,969 2,10,913 11,04,628 3,09,725 16,22,145
Sum: 3,16,175 21,27,197 13,54,183 80,35,147 18,02,317 1,06,94,182 23,98,750 1,42,33,160 35,22,564 2,09,01,395

c. Number of Vehicles
Peak Hour 2018 2018 2021 2021 2031 2031 2041 2041 2054 2054
Line Length Time No. veh vehicle No. veh vehicle No. veh vehicle No. veh vehicle No. veh vehicle
1A 36.84 65.2 14 14 3-car-train 14 3-car-train 14 3-car-train 14 six-car-train
1B 27.14 48 11 11 3-car-train 11 six-car-train 11 six-car-train 14 six-car-train
2 57.82 103 22 22 3-car-train 22 six-car-train 22 six-car-train 27 six-car-train
3 62.92 107 22 3-car-train 22 3-car-train 22 six-car-train 22 six-car-train 31 six-car-train
3S 30.24 57.2 13 13 3-car-train 13 3-car-train 13 3-car-train 13 six-car-train
4 33.9 65.8 14 14 3-car-train 14 3-car-train 14 3-car-train 14 six-car-train
248.86

6. Stations and Ticketing :

The stations are conceptualized keeping the barrier free environment for specially abled people
and for the maximum safety of the users with people friendly environment. Elevators and
Escalators are provided for the smooth service as the environment in Indore also requires the
same. The station will have paid and unpaid area in the concourse. The entry to paid area of the
concourse will be from the flap gates. The ticketing system will be automatic fare control system
with minimum two ticket office machine facility, two Ticket Vending machines, 2 Excess fare
office,4 add value machine and ticket readers. For comfort and service criteria 2 flap gates for
entry and exit are provided on each side i.e. two access of paid area of the concourse. The
system will have option to integrate its fare with the other modes of the city in future to create
seamless travel.

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7. Economical internal rate of the return :

The economic evaluation provides overall picture of the contribution of the Metro to broadly
defined social objectives. The economic appraisal has been carried out by employing social cost
benefit approach. The scenario is provided by the EIRR (economic internal rate of return) which
is a common methodology for the overall economic performance measurement.

a. Quantified Benefits

Indore all phases-Full network: Benefit Stream For 30 /40 Year

Annual Vehicle
Annual Time Annual Fuel Annual Fuel Annual Time Annual Infra
Operating Cost Emission Total Benefits
Cost Saved by Cost Saved by Accident Cost Saved by Cost Saved Structure Employemnt
Saved saved by Saving without
From To Metro Metro Cost Road by Road Maintenance benefits
Metro Cost Discount
Passengers Passengers in Cr. Rs. Passengers Passengers Cost in Cr. Rs.
Passengers in Cr. Rs. in Cr. Rs.
in Cr. Rs. in Cr. Rs. in Cr. Rs. in Cr. Rs. in Cr. Rs.
in Cr. Rs.

2015 2045 32,632.0 10,924.2 8,635.5 20,331.4 6,717.5 5,462.1 16,316.0 10,085.4 5,356.2 1,11,951.7
53,728.4 17,965.0 14,201.2 33,435.2 11,047.1 8,982.5 26,864.2 10,085.4 5,427.4 1,81,736.3
2015 2055

8. EIRR

Project Horizon 30 years: 22.87 % (All Phases)

Project Horizon 30 years: 19.42 % (Phase 1)

Project Horizon 40 years: 23.31 % (All Phases)

Project Horizon 40 years: 19.67% (Phase 1)

9. Financial internal rate of the return

The financial evaluation is done from the viewpoint of the operator taking into account only actual
financial revenue he receives and actual financial costs he has to pay for. The calculation is done
according to the rationale of an investor who spends money to get a return. As opposed to the
economic evaluation contributions of the Metro to broadly defined social objectives are not
included. The financial evaluation is confined to the financial outcome for the operator, here the
Government or PPP partner. This outcome can be reflected by the NPV (Net Present Value)
and/or the FIRR (Financial Internal Rate of Return), both of which are the common indicators for
the financial performance of an investment.

Result of Financial appraisal base on the cost including all taxes.

FIRR

Project Horizon 30 years: 8.72 % (All Phases)

Project Horizon 30 years: 8.17 % (Phase 1)

Project Horizon 40 years: 11.55 % (All Phases)

Project Horizon 40 years: 10.92 % (Phase 1)

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 DPR for MRTS Indore Metro Rail Project

10. Implementation Agency:

Based on the Interim report of DPR Madhya Pradesh Metro Rail Company is incorporated which
will act as a special purpose vehicle of the Government of Madhya Pradesh. This company is
flexible to form other shareholding patterns like Equity from Government of India.

This company is also open to implement the project on PPP or Self Implementation by giving
cash contracts /EPC/Turnkey and availing loans etc.

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 LINE 1
CH 0 + 000.000

SRI ARBINDO HOSPITAL

BHAWARSALA SQUARE

SUPER CORRIDOR 1
LINE 2

23+00
CH

51
0 + 00

1.8
0.000

79
24

+
23
+0

51
DEWAS NAKA

H
00

1.8
C

02
+
MR 10 ROAD

22

24
H
+0

C
SUPER CORRIDOR 2

00
CH
21
+
CH

15
21
+
36
1 .8
51 25
LINE 4

21
1 .8
+0
51
SANWER

+0
00

51
1.8
0
CH

08
0
SUPER CORRIDOR 3 INDUSTRIAL AREA 0+
MR 9

+
000

25
.00

CH
0
51

+
45
1.8 ISBT / MR 10 FLYOVER
25
CH

20 LAHIYA COLONY NIRANJANPUR CIRCLE

+0 26
00 +0
00

SUPER CORRIDOR 4 CONVENTION

19
CENTER
+0
00
ARANYA NAGAR

27
+0
CHANDRAGUPTA SQARE

00
GANESH SHAM COLONY HIRA NAGAR
28+
18 000
+0
SUPER CORRIDOR 5 00
SUKLIYA BAPAT SQUARE IDA PARK

MEGHDHOOT
GARDEN

29+0
VIJAY NAGAR SQUARE
BANGANGA
17+

00

30+0
000

00
0.0
95

00
4+

00
0.0

31+000
CH

23
NANDA NAGAR

5+
SUPER CORRIDOR 6

CH
MAIN ROAD
LAXMIBAI NAGAR SQUARE RADISON SQUARE
BHAMORI
16
+0 CH
T

00 6+ 32+000
PO

57
MAZDOOR 0.0

LINE 3
00

PATNI PURA /
DE

MAIDAN
ST JOSEPH CHURCH MUMTAJ BAG COLONY
0
CH 6 + 900.0 CH 6 + 840.00
CH 15 00
+ 361.8
52

000 MARI MATA SQUARE

15+
CH 15
+ 081.8
52

LINE 3S
00
CH 7 + 200.0

MALWA MILL 33+00

SQUARE 0

GHANDI NAGAR /
.852

MUMTAJ BAG COLONY

1CH3+120+ 971.852

CH
121

NANOD
00

CH 12 + 731.85

0
2

+0
CH 12 + 551.85

14+0
CH 13 +

00
00 BSF MAULANA AZAD MARG

.0
00
RAJ KUMAR BRIDGE
00

IMLI BAZAR
12+0

CHOWK PATRAKAR COLONY INDORE BYPASS 3

BADA GANPATI INDORE RAILWAY STATION
00

0
00
11+0

AIRPORT

CH 3 + 680.000
5+
34+
000

0
061.841

CH

35+000
CH 9 + 791.841

SANCHAR NAGAR

0
6 +0 0
CH

00
10+000

6+
6+

4+
294
CH 10 +

RAJWADA PALACE

574.
KALANI NAGAR

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7+000
9+000

PALASIA SQUARE

48
748
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RAMCHANDRA VAIBHAV NAGAR
NAGAR SQUARE HIGH COURT /
HOTEL RESIDENCY
BENGALI SQUARE

00

.000
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780
JUNI INDORE
COLLECTORATE OFFICE

CH 9 +
CH
10 +
170.
00 0
CHHAVNI
CH 11 +
CH 12 + 180.000

MHOW NAKA
0
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CH 10 + 510.00

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000

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00
CH 10

INDORE
ICCHAPUR
0

CH 10 + 910.0
00
SRI AGRASEN
RAILCROSSING MAHARAJ CHOWK
DUSSHERA MAIDAN

NAVLAKHA BUS STATION

TOWER
CENTRAL EXCISE SQUARE
ANNAPURAN TEMPLE
TEEN IMLI
BABUL NAGAR
BHAWARKUAN MUSAKHEDI
SQUARE
NARMADA PUBLIC SCHOOL /
RING ROAD
CHOITHRAM
INDORE BYPASS 4

HOLKAR UNIVERSITY /
IT PARK

REGIONAL PARK
RANI BAGH
LINE 4
LINE 1B
LIMBODI
RAJENDERA NAGAR

RETI MANDI

RALAMANDAL

IPS ACADEMY

INDORE BYPASS 1

SHRAMIK COLONY
LINE 1A

INDORE BYPASS 2

PIGDAMBAR

UMARIYA

MAA VAISHNOVDEVI HOSTEL

LEGEND

LINE 2 ELEVATED

UNDERGROUND
AT GRADE / CUT
HARANYAKHERI /
IIT INDORE RAMP

CHINAR RESIDENCY

NAME & ADRESS OF CONSULTANT CLIENT DESCRIPTION OF PROJECT

MHOW

Rohit Associates Architects & Engineers Pvt. Ltd. INDORE METRO: NETWORK
ISO 9001 : 2008 Certified Company Government of Madhya Pradesh
B/912,Dhamji Shamji Corporate Square, Behind Everest Garden, LAYOUT PHASE 1
Link Road, Ghatkopar (E), Mumbai-400077
Tel: 022-25005224, 022-25005223 Urban Administration & Development Department
Fax: 022-25005223
Madhya Pradesh Metro Rail Company Limited
DRN.BY MW DATE 01-06-2015 DRG.NO. IDR_Network_PH_1_V1a_160224_MW REV.NO a

CHK BY RG DATE 17-06-2015 SCALE 1:50000 SHEET NO. 001