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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.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
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.
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.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
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.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
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
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
Gorippalayam Intersection
Kalavasal Intersection
Anna Intersection
Avanyapuram Intersection
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
(Print), ISSN 0976 – 6316(Online) Volume 4, Issue 4, July-August (2013), © IAEME
The Classified Volume count has been taken at these places during the peak hour and other
durations. The results are summarized as follows
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.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
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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.
Phase I
Thirumangalam- Kappalur- Thirunagar- Thiruparangundram- Periyar- Simakkal/Goripalayam
- Kk Nagar- Maattuthavni
Phase II
Airport- Avanyapuram- Periyar- Koodal Nagar
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 – 6308
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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.
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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.
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.
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