Study on Economic Partnership Projects
in Developing Countries in FY2017
Study on Transport System among Terminals
Final Report
February 2018
Prepared for:
Ministry of Economy, Trade and Industry
Prepared by:
Nippon Koei Co., LTD.
Reproduction Prohibited
Preface
This report is compiled the result of a Feasibility Study Study on Economic Partnership Projects in Developing Countries in FY2017 ordered by the Ministry of Economy, Trade and Industry to NIPPON KOEI CO., LTD.
In this study, our object is to contribute to improve connectivity between the airport terminals and alleviate congestion around the airport by introducing Japanese technology to DIAL’s APM. As a result, it is expected that modal shift from buses to APM enables to reduce energy.
We sincerely hope that this report will be the assistance in the realization of the above project and will also serve as a useful reference for interested parties in Japan.
February 2018 NIPPON KOEI CO.,LTD.
Location Map Ｎ
China
Pakistan Delhi Nepal
Bangla desh
・Legend ：Survey Site
500km Sri lanka
Source: METI Study Team
Location Map at Indira Gandhi International Airport
Terminal1
Terminal2 Terminal4(Future） Cargo Terminal
IGI Road Aerocity Terminal3
Taxiway (Flyover)
Source: DIAL
List of Abbreviations
Abbreviation Standard Original Wording AAI Airport Authority of India AC Alternative Current ACI Airports Counsil International AERA Airports Economic Regulatory Authority APAO Association of Private Airport Operators APM Automated People Mover ARP Airport Reference Point ATO Automatic Train Operation ATP Automatic Train Protection ATS Automatic Train Supervision BRICs Brazil, Russia, India and China BTN Backbone Transmission Network CBTC Communcation Based Train Control CCTV Closed-Circuit Television DC Direct Current DF/R Draft Final Report DIAL Delhi International Airport Limited DMRC Delhi Metro Rail Corporation DMRC Phase3 DMRC Phase3 railway extention project DMRC Phase4 DMRC Phase4 railway extention project DTC Delhi Transport Corporation DPR Detailed Project Report EC Environmental Clearance MoEF Ministry of Environmental and Forests ECA Export Credit Agency ECB External Commercial Borrowing EIA Environmental Impact Assessment EPC Engineering, Procurement and Construction FIRR Financial Internal Rate of Return F/R Final Report FSC Full Service Carrier F-SCADA Facility SCADA GDP Gross Domestic Product HVAC Heat, Ventilation, and Air Conditioning IEE Initial Environmental Examination IGIA Indira Gandhi International Airport
Abbreviation Standard Original Wording IP Internet Protocol JBIC Japan Bank for International Corporation LAN Local Area Network LCC Low Cost Carrier LCX Leaky Coaxial Cable LOI Letter of Intent MDF Main Distribution Facility MOUD Ministry of Urban Development NEXI Nippon Export and Investmen Insurance NTP North Terminal Project OCC Operation Control Center OECD Organisation for Economic Co-operation and Development OMDA Operation, Maintenance and Development Agreement PAS Public Address System PBX Private Branch eXchanger PIDS Passenger Information Display System PPHPD Passengers per hour per direction PPP Public-Private Partnership P-SCADA Power SCADA PSD Platform Screen Door SCADA Supervisory Control And Data Acquisition SEP Substation Equipment for Passenger service SET Substation Equipment for Traction SPC Special Purpose Company SSA State Support Agreement SSI Solid-State Interlocking STP South Terminal Project STP South Terminal Precinct T1 Terminal 1 in Indira Gandhi International Airport T2 Terminal 2 in Indira Gandhi International Airport T3 Terminal 3 in Indira Gandhi International Airport T4 Terminal 4 in Indira Gandhi International Airport TD Train Detection TOR Term of Reference UDF User Development Fee UPS Uninterruptible Power Supply VVVF Variable-Voltage Variable-Frequency
Table of Contents
Preface
Location Map
List of Abbreviations
Table of Contents
Executive Summary
Overview of the Host Country and Sector ...... 1-1
Economy of the Country and Financial Condition of the Government ...... 1-1
Overview of the Indian Economic Situation ...... 1-1
Overview of the Budget Situation of the Indian Government ...... 1-2
Description of the Targeted Sector ...... 1-3
Airports Operating Organization of the Indian Central Government ...... 1-3
Operation Sector of Airport ...... 1-4
Current Situation of Airport Field in India ...... 1-4
Description of the Project Area ...... 1-7
Urban City in India ...... 1-7
Population in India ...... 1-7
Study Methodology...... 2-1
Overview of Study ...... 2-1
Study Methodology and Organization ...... 2-1
Study Methodology...... 2-1
Team Formation of the Survey ...... 2-2
Counterpart ...... 2-2
Schedule of the Survey ...... 2-3
Justification, Objectives, and Technical Feasibility of the Project...... 3-1
Need and Background of the Projrct ...... 3-1
Basic Policies and Decisions on the Scope of the Project ...... 3-2
Outline of the Project ...... 3-3
Proposed Technology and System...... 3-4
Demand Forecast ...... 3-4
Alignment ...... 3-21
Planning for Railway System and Rolling Stock ...... 3-32
Train Operation ...... 3-58
Maintenance Facility Plan ...... 3-66
Effectiveness for Stable Energy Supply by Implementation of the Project ...... 3-69
Method of Predicting the Amount of Carbon Dioxide (Greenhouse Gas) Reduced by Installation of APM 3-70
Input Data ...... 3-71
Result of Calculation ...... 3-71
Evaluation of Environmental and Social Impacts ...... 4-1
Present Environmental and Social Conditions ...... 4-1
Current State of the Natural Environment ...... 4-2
Current State of Social Environment ...... 4-13
Future Forecast (In case of no development) ...... 4-15
Positive Environmental Impacts of the Projects ...... 4-16
Adverse Environmental and Social Impacts of the Projects ...... 4-16
Examination of Environmental and Social Consideration Checklist and its Result ...... 4-16
Proposed Project and Alternative ...... 4-24
Environment Department of DIAL ...... 4-24
Outlines of Relevant Environmental Laws, Rules, and Regulations in India ...... 4-24
Environment Regulations in India ...... 4-24
Matters to be Completed by Related Authorities in Indonesia to Realize the Projects ...... 4-27
Acquisition of EC ...... 4-27
Procedure of JBIC’s Environmental and Social Consideration ...... 4-27
Financial and Economic Evaluation ...... 5-1
Project Cost Estimate ...... 5-1
Approach of the Project Cost Estimate ...... 5-1
Estimate Conditions ...... 5-1
Result of Project Cost Estimate ...... 5-2
Preliminary Financial Analysis ...... 5-4
Basic Assumptions Used ...... 5-4
Financial Benefit ...... 5-4
Calculation of Financial Internal Rate of Return (FIRR)...... 5-5
Planned Project Schedule ...... 6-1
Project Implementation Schedule ...... 6-1
Schedule for Confirmation of Environmental and Social Consideration ...... 6-2
Procedure in India ...... 6-2
Procedure of JBIC’s Environmental and Social Consideration ...... 6-3
Implementing Organization ...... 7-1
Outline of the Implementing Organization of the Project ...... 7-1
Implementing Organization of the Project ...... 7-2
Technical Advantages of the Japanese Company ...... 8-1
Possible Form of Japanese Firms’ Participation to the Project (Investment, Provision of Material/Equipment, Operation and Maintenance (O&M), etc.) ...... 8-1
Advantages of Japanese Firms in this Project (Technical and Financial Aspects) ...... 8-1
APPENDIX 1
APPENDIX 2
Table of Figure
Figure 1-1 GDP Growth (BRICs) ...... 1-1
Figure 1-2 Outline of Revenue and Expenditure of 2017 National Budget ...... 1-2
Figure 1-3 Number of Passengers at PPP and AAI Airports ...... 1-4
Figure 1-4 Prospect of Passenger Demand in Airports of India ...... 1-5
Figure 1-5 Number of Passengers in Delhi, Mumbai, and Bangalore Airports ...... 1-6
Figure 1-6 Distance Between Tier 1 Cities (Using Highway) ...... 1-7
Figure 1-7 Urban Area Population (Delhi and Mumbai) ...... 1-8
Figure 2-1 Organizational Structure of the Study Team ...... 2-2
Figure 2-2 Organization Structure and Key Person of Indian Counterpart ...... 2-3
Figure 2-3 Schedule of Survey ...... 2-3
Figure 2-4 Implementation Schedule ...... 2-4
Figure 3-1 Number of Annual Airport Users ...... 3-1
Figure 3-2 Outline of Route Plan Made by DIAL ...... 3-4
Figure 3-3 Connnectivity of DMRC lines ...... 3-5
Figure 3-4 Conceptual Figure of Travel Pattern by APM ...... 3-8
Figure 3-5 Schematic Figure of Transit Passenger Estimation ...... 3-9
Figure 3-6 Modal Share of Airport Access ...... 3-10
Figure 3-7 Division of Aerocity Block and Development Year ...... 3-11
Figure 3-8 Summary of Estimation Result of Routes 1 and 2 ...... 3-17
Figure 3-9 Summary of Estimation Result of Route 3 ...... 3-21
Figure 3-10 Route Plan between T4 to Commercial/ Cargo Station...... 3-23
Figure 3-11 Outline of Route1 ...... 3-24
Figure 3-12 Route1 Profile ...... 3-25
Figure 3-13 Outline of Route 2 ...... 3-27
Figure 3-14 Route 2 Profile ...... 3-28
Figure 3-15 Outline of Route 3 ...... 3-30
Figure 3-16 Route 3 Profile ...... 3-31
Figure 3-17 Overview of APM System Configuration ...... 3-32
Figure 3-18 Standard Seat Arrangement for Airport APM ...... 3-34
Figure 3-19 Seat Arrangement in Case of Foldable Seat Adopted Partially ...... 3-34
Figure 3-20 Seat Arrangement in Case of Foldable Seat Adopted for All Seats ...... 3-35
Figure 3-21 Zig Zag Seat Arrangement ...... 3-36
Figure 3-22 Seat Arrangement in Case of Connecting the Different Seat Arrangement Cars ...... 3-36
Figure 3-23 Time Development of Peak Power Consumption for Train Driving ...... 3-38
Figure 3-24 Location of Aerocity Substation...... 3-39
Figure 3-25 Single Line Diagram for Whole APM System (Route 1 / With Case) ...... 3-40
Figure 3-26 Single Line Diagram for Whole APM System (Route 1 / Without Case) ...... 3-41
Figure 3-27 Single Line Diagram for Whole APM System (Route 2 / With Case) ...... 3-42
Figure 3-28 Single Line Diagram for Whole APM System (Route 2 / Without Case) ...... 3-43
Figure 3-29 Single Line Diagram for Whole APM System (Route 3 / With Case) ...... 3-44
Figure 3-30 Single Line Diagram for Whole APM System (Route 3 / Without Case) ...... 3-45
Figure 3-31 Time Development of Electricity Energy Consumption per Day for Each Case ...... 3-46
Figure 3-32 Comparison between Conventional Type and CBTC ...... 3-49
Figure 3-33 Configuration of Proposed Signalling System (Ground Side) ...... 3-50
Figure 3-34 Configuration of Proposed Signalling System (Onboard Side) ...... 3-50
Figure 3-35 Fundamental Services of Communication System...... 3-51
Figure 3-36 System Configuration of Radio System ...... 3-52
Figure 3-37 System Configuration of CCTV System ...... 3-53
Figure 3-38 System Configuration of PAS and PIDS ...... 3-55
Figure 3-39 System Configuration of Clock System ...... 3-56
Figure 3-40 System Configuration of Telephone System ...... 3-57
Figure 3-41 Proposed OCC Layout ...... 3-58
Figure 3-42 Proposed Platform of T1 Station and T4 Station ...... 3-59
Figure 3-43 Runcurve and Electricity Consumptipn of East Bound Operation on Route 1 ...... 3-60
Figure 3-44 Runcurve and Electricity Consumption of West Bound Operation on Route 1 ...... 3-60
Figure 3-45 ST Curve for Route 1 ...... 3-60
Figure 3-46 Runcurve and Electricity Consumptipn of East Bound Operation on Route 2 ...... 3-61
Figure 3-47 Runcurve and Electricity Consumptipn of West Bound Operation on Route 2 ...... 3-61
Figure 3-48 ST Curve for Route 2 ...... 3-62
Figure 3-49 Runcurve and Electricity Consumptipn of East Bound Operation on Route 3 ...... 3-62
Figure 3-50 Runcurve and Electricity Consumptipn of West Bound Operation on Route 3 ...... 3-63
Figure 3-51 ST Curve for Route 3 ...... 3-63
Figure 3-52 Hourly Flight Schedule ...... 3-64
Figure 4-1 Study Area Map of the Project ...... 4-1
Figure 4-2 Geological Feature of the Project Site ...... 4-2
Figure 4-3 Site Specific Windrose (Post-Monsoon and Partly Winter 2016) ...... 4-4
Figure 4-4 Location of National Park and Wildlife Protected Area ...... 4-5
Figure 4-5 Water Sampling Locations ...... 4-6
Figure 4-6 Noise Monitoring Locations ...... 4-9
Figure 4-7 Ambient Air Quality Monitoring Locations ...... 4-11
Figure 4-8 Distance from ARP and Its Area ...... 4-13
Figure 4-9 Organizational Structure of the Environmental Department in DIAL ...... 4-24
Figure 4-10 Flowchart for Obtaining the EIA Application and EC ...... 4-26
Figure 4-11 Procedure of JBIC’s Environmental and Social Consideration ...... 4-28
Figure 6-1 Demand forecast of airport terminals ...... 6-1
Figure 6-2 Implementation Schedule ...... 6-2
Figure 6-3 Flowchart for EC Approval ...... 6-3
Figure 7-1 Organization Chart of DIAL ...... 7-1
Table of Table
Table 1-1 Main Statistics in India ...... 1-1
Table 1-2 Budget Distribution of Organization under the Ministry of Civil Aviation ...... 1-3
Table 1-3 Annual Financial Perfomance of AAI ...... 1-6
Table 1-4 World Urban Area Population ...... 1-8
Table 2-1 General Collected Information ...... 2-1
Table 2-2 Schedule of Site Survey ...... 2-3
Table 2-3 Meeting in Japan ...... 2-4
Table 2-4 Meeting in Delhi ...... 2-5
Table 3-1 List of World-class Airports ...... 3-2
Table 3-2 Overview of Shuttle Bus Services ...... 3-4
Table 3-3 Result of Simple Survey of Shuttle Bus Service ...... 3-5
Table 3-4 Prerequisite for Demand Forecast ...... 3-6
Table 3-5 Travel Patterns by Trip Purpose ...... 3-7
Table 3-6 Estimation Result of Terminal Transit Passenger ...... 3-9
Table 3-7 Estimation Result of Airport Terminal Staff ...... 3-10
Table 3-8 Estimation Result of Airport Terminal Passenger ...... 3-11
Table 3-9 Estimation Result of Aerocity Hotel Related Passenger ...... 3-12
Table 3-10 Estimation Result of Aerocity Shopping Center Related Passenger ...... 3-13
Table 3-11 Estimation Result of Cargo Area Shopping Center Related Passenger ...... 3-13
Table 3-12 Estimation Result of Office Staff Related Passenger ...... 3-14
Table 3-13 Growth Rate of Airport Passenger ...... 3-14
Table 3-14 Estimation Result of With Case in 2025 (Routes 1, 2) ...... 3-15
Table 3-15 Estimation Result of Without Case in 2025 (Routes 1, 2) ...... 3-15
Table 3-16 Estimation Result of With case in 2035 (Route 1,2) ...... 3-16
Table 3-17 Estimation Result of Without case in 2035 (Route 1,2) ...... 3-16
Table 3-18 Estimation Result of With case in 2055 (Route 1,2) ...... 3-17
Table 3-19 Estimation Result of Without case in 2055 (Route 1,2) ...... 3-17
Table 3-20 Estimation Result of With case in 2025 (Route 3) ...... 3-18
Table 3-21 Estimation Result of Without case in 2025 (Route 3)...... 3-18
Table 3-22 Estimation Result of With case in 2035 (Route 3) ...... 3-19
Table 3-23 Estimation Result of Without case in 2035 (Route 3)...... 3-19
Table 3-24 Estimation Result of With case in 2055 (Route 3) ...... 3-20
Table 3-25 Estimation Result of Without case in 2055 (Route 3)...... 3-20
Table 3-26 Design Standards for Alignment ...... 3-21
Table 3-27 Maximum Curve Passing Speed ...... 3-22
Table 3-28 List of Alternative Routes in the Study ...... 3-22
Table 3-29 Main Specification of APM Rolling Stock for this Project ...... 3-33
Table 3-30 Passenger Capacity, Quantity of Seat, and Maximum Weight for Alternative 1 ...... 3-34
Table 3-31 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 2...... 3-35
Table 3-32 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 2.5 ...... 3-35
Table 3-33 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 3...... 3-36
Table 3-34 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 4...... 3-37
Table 3-35 Auxiliary Load ...... 3-38
Table 3-36 Difference Between Each Single Line Diagram ...... 3-46
Table 3-37 Fundamental Functions of Signalling System for APM ...... 3-47
Table 3-38 Functions and Communication Direction of Radio System ...... 3-52
Table 3-39 Passenger Guidance Handled by PAS...... 3-54
Table 3-40 Passenger Guidance Handled by PIDS ...... 3-54
Table 3-41 Overview of Each Console Installed in OCC ...... 3-57
Table 3-42 Overview of Route 1 Analysis Result ...... 3-61
Table 3-43 Overview of Route 2 Analysis Result ...... 3-62
Table 3-44 Overview of Route 3 Analysis Result ...... 3-63
Table 3-45 Setting of Peak Ratio and Its Basic Idea ...... 3-64
Table 3-46 Result of PPHPD for Transit Passenger ...... 3-64
Table 3-47 Result of PPHPD for Charged Passenger ...... 3-65
Table 3-48 Summary of Specification ...... 3-65
Table 3-49 Headway and Required Number of Rolling Stock in 2025 ...... 3-65
Table 3-50 Headway and Required Number of Rolling Stock in 2035 ...... 3-65
Table 3-51 Headway and Required Number of Rolling Stock in 2055 ...... 3-66
Table 3-52 Train Maintenance Schedule in DMRC ...... 3-66
Table 3-53 Maintenance Facility Plan-A ...... 3-68
Table 3-54 Maintenance Facility Plan-B ...... 3-68
Table 3-55 Maintenance Facility Plan-C ...... 3-69
Table 3-56 Selection of Maintenance Facility Plan ...... 3-69
Table 3-57 Input Data for Calculation ...... 3-71
Table 3-58 Calculation Result ...... 3-71
Table 4-1 Climatological Data in Delhi ...... 4-3
Table 4-2 Groundwater Quality ...... 4-6
Table 4-3 Surface Water Quality ...... 4-8
Table 4-4 Noise Levels in the Study Area ...... 4-10
Table 4-5 Summary of Ambient Air Quality Results ...... 4-12
Table 4-6 Distribution of Population ...... 4-14
Table 4-7 Distribution of Literates and Literacy Rates ...... 4-14
Table 4-8 Occupational Structure ...... 4-15
Table 4-9 Environmental Checklist ...... 4-16
Table 4-10 Environment Regulations in India ...... 4-24
Table 4-11 Table of Contents of the EIA Report ...... 4-27
Table 5-1 Items and Parameters Required in Yardstick Method for the O&M Cost Estimate ...... 5-2
Table 5-2 Project Cost Estimate ...... 5-3
Table 5-3 Fares of Delhi Metro ...... 5-4
Table 5-4 Distance between Stations and Fares (Route 1 and Route 2) ...... 5-4
Table 5-5 Distance between Stations and Fares (Route 3) ...... 5-5
Table 5-6 Annual Farebox Revenue by Cases ...... 5-5
Table 5-7 Results of the Preliminary Financial Analysis (FIRR) ...... 5-5
Table 6-1 Activity in Each Stage ...... 6-1
Table 7-1 List of Related Companies...... 7-2
Table 8-1 Example of introduction of APM by Japanese Supplyer ...... 8-2
Table 8-2 Comparison between Cable Type APM and Rubber Tire APM ...... 8-2
Executive Summary
（1）Need and Background of the Project
Indira Gandhi International Airport (IGIA) is an international gateway in Delhi, the capital of Republic of India, and approximately 5,700 million passengers used IGIA in the fiscal year of 2016. The number of passengers who use IGIA tends to increase reacently thanks to the rapid economic growth of India. In the airport master plan currently being revised by DIAL, various facilities are planned based on the airport demand forecast that the number of annual passenger will reach to 100 million by the year of 2025.
IGIA is dealing with the International and domesiic (excluding LCC) flight at Terminal 3 and domestic LCC flights at Terminal 1, and two terminals were connected by shuttle bus. However, since the road around IGIA is chronically crowded with passengers, moving time from one terminal to another cannot be accurately predicted and the high- floored bus is also not favorable from the viewpoint of barrier free. APM is presently applied broadly to the inter- terminal transporation mode at the many international airport. For comparison purpose, the list that shows esistance of APM at major international airport has been prepared as shown below,
Table 1 List of World Top-Class Airport
2015 2015 Passanger Airport Country APM Passanger Airport Country APM
Rank ('000) Land Air Rank ('000) Land Air side side side side 1 101,491 Hartsfield-Jackson Atlanta USA ○ × 14 58,285 Amsterdam Schiphol Netherlands × ×
2 89,939 Beijing Capital Airport China × ○ 15 56,827 New York JFK Airport USA ○ ×
3 78,010 Dubai Airport UAE × ○ 16 55,449 Singapore Changi Singapore × ○
4 76,950 Chicago O'Hare USA ○ × 17 55,202 Guangzhou Airport China ○ ×
5 75,317 Tokyo Intl Haneda Japan × × 18 54,054 Soekarno-Hatta Airport Indonesia ○ ×
6 74,990 London Heathrow UK × ○ 19 54,015 Denver Airport USA × ○
7 74,937 Los Angeles Airport USA ● ● 20 52,902 Bangkok Suvarnabhumi Thailand ● ●
8 68,283 Hong Kong Intl Airport China × ○ 21 50,058 San Francisco Airport USA ○ ×
9 65,767 Paris Cdg Airport France ○ × 22 49,413 Incheon Intl Airport Korea × ○
10 64,072 Dallas/Fort Worth USA ○ × 23 48,934 Kuala Lumpur Airport Malaysia × ○
11 61,837 Istanbul Atatürk Airport Turkey × × 24 46,815 Madrid-Barajas Airport Spain × ○
12 61,032 Frankfurt Airport Germany × ○ 25 45,982 Delhi Airport India × ×
Legend ○ : Installed, × : not installed, ● : to be installed
Source: METI Study Team
It can be said that all the world-top class airport with a few exceptions have already developed inter-terminal transporation system. Judging from the comparison with other world-top class airport, IGIA is at the stage of developing inter-terminal transporatioon system since its passenger demand has reached to the level where such inter-terminal transporatation system is needed. Added to this, IGIA deos not fit into the exceptions which do not need inter-terminal transportation system in spite of sufficient passenger demand, and two terminals are located far enough to justify the need of inter-terminal transporation system.
i
（2）Project Location
The project site IGIA is located at the airport reference point (ARP) latitude 28 ° 34'07 "N, longitude 77 ° 06 '44"E. The average elevation of the MSL is about 227 m. Safdarjung airport is located at a distance of about 8.8 km fromIGIA. The nearest station is Shahabad Mohammadpur located at 3.9 km. Also, there is the national highway (NH - 8) connecting Delhi and Jaipur in the east 2.0 km. Each position is shown in the figure below.
Figure 1 Study Area Map of the Project
Source: METI Study Team, Prepared from EIA Repor
（3）Basic Policies and Descions on the Scope of Project
Since there were no clear ideas of project scheme and financial sources etc when this study had started, all the possible options have been considered in this study. However, one preconsition given to this project is that the inter- terminal transporation syterm developed at IGIA is to collect fare from passengers although most of the inter- terminal transporation systems developed at the world airports do not collect fare from airport users.
ii
Table 2 Route Proposal APM Route With case1 Without case2 Project Cost FIRR Project Cost FIRR (‘000) (‘000) Route1 43,378 JPY -8.46% 44,979 JPY -6.66% (24,720 INR) (25,630 INR)
Route2 38,535 JPY -9.42% 40,536 JPY -4.91% (21,967 INR) (23,105 INR)
Route3 64,400 JPY -9.00% 65,600 JPY -5.34% (36,701 INR) (37,383 INR)
Source: METI Study Team
1 With DMRC Phase4 Project between T1 and Aerocity 2 Without DMRC Phase4 Project between T1 and Aerocity iii
（4）Technical Advantages of Japanese Company
Japanese technologies have following advantages in developing APM system,
- Japanese manufacuturers have been providing APM system for long time in many peojects in transporation field and have abundant technical and operational know-hows.
- Both single-car operation and married-car operation is possible. Flexible service provision is possible.
- Track surface can be used for evaluation passage as side-guide is applied,
Table 3 Comparison between Cable Type APM and Rubber Tire APM Item Cable Type APM Rubber Tire APM Alignment Min Curve: 50m Min Curve: 30m Operation Max speed: 50 km/h Max speed: 80 km/h Acceleration: 0.5 m/s2 Acceleration: 1.0 m/s2 Demand to 6,000 to 15,000 Competitor One supplier. Multiple suppliers. O&M cost to be high. O&M cost to be low. Past Record 7 installed in the airport. 61 installed in the airport. 3 developed as urban transit. 68 developed as urban transit. 2 installed in casino. Evaluation Fair Good Flexible, faster, more capacity and low initial & OM cost. Source: METI Study Team
（5）Project Implementation Schedule
DIAL has an intention to complete inter-terminal transporation system by the year of 2025 when final terminal operation phase will begin. Following figure shows implementation schedule in case that APM operation will commence by the year of 2025. According to this schedule, at least consultant procurement has to be completed by the end of 2018. Therefore, detail study has to be conducted ans DIAL has to pass the financial appraisal after decsiding financial source by the end of 2018.
iv
Figure 2 Implementation Schedule
2017 2018 2019 2020 2021 2022 2023 2024 2025
Phase Prep E/S Phase Construction Phase Tender
Preparation Work Detailed Study+ Consultant Commercial Operation Procurement Commencement Basic Design & Tender Doc Preparation Design and (18month) Tender Process Contractor Procurement (12 month)
Construction Construction (54 months) Phase
Source: METI Study Team
（6）Effectiveness for Stable Energy Supply by Implemention of the project
It is obvious that installation of APM will contribute to reduction of GHG emissions. The calculation results are shown in the table below.
Table 4 Calculation Result Route 1 Route 2 Route 3 Route With3 Without4 With Whithout With Whithout Reduction 17,583,042 51,169,328 43,410,677 23,200,066 -10,327,139 16,354,462 （tCO2/year） Source: METI Study Team
This project is classified as "Category A" by the Environmental Impact Assessment Notification 2006, and acquisition of EC is necessary for the implementation of the project. As of January 2018, the EIA repot has been finalized and submitted to MoEF.
The checklist (road, railway, bridge) of JBIC's "JBIC Guidelines for Confirmation of Environmental and Social Considerations" was examined for the impact of this project on the environmental and social aspects. The results are shown in the Chapter 4.
3 With DMRC Phase4 Project between T1 and Aerocity 4 Without DMRC Phase4 Project between T1 and Aerocity v
Overview of the Host Country and Sector
Economy of the Country and Financial Condition of the Government
Overview of the Indian Economic Situation
The Republic of India (hereinafter referred to as India) is a federal republic nation located in South Asia and has the world’s second largest number of population and is the world’s seventh largest country by area. Although the economic scale of India is ranked as seventh in the world following England and France, the gross domestic product (GDP) per capita still holds a poor status. India is attracting institutional investors and business investors as one of the Brazil, Russia, India, China (BRICs) countries in the 2000s due to rapid economic development since the 1990s. In 2017, the GDP growth rate is shifting to around 7.1%, which is the highest among the BRICs countries
Table 1-1 Main Statistics in India Item Description Population 1.3 billion Land Area (km2) 2,973,193 GDP (USD in million) 2,250,990 GDP per capita（USD) 1,719 GDP growth rate（%） 7.6 Unemployment rate 8.4 Source: World Bank
Figure 1-1 GDP Growth (BRICs)
15
10
5
0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 ブラジルBrazil year GDP growthGDP rate(%) -5 中国China インドIndia ロシアRosia -10 Source: World Bank
The high economic growth of India is supported by stable private consumption. According to the survey by the Japan Bank of International Cooperation (JBIC), private consumption contributed to economic growth, increasing by 4.3% from 2001 to 2015. In recent years, demand for especially durable goods such as automobile, motorcycle, and mobile is dramatically expanding. India suffered from high inflation rate before; however, cut in interest rates by India’s central bank and monetary easing policy have been supporting individual consumption since 2015. As a result, the consumer price index (CPI) in India decreased to 3.4% in 2016 from 6% during the oil price plunge in 2014.
On the other hand, according to the Mitsubishi UFJ Research and Consulting report, the investment rate of India has been sluggish since the latter part of 1990s in comparison to China and Thailand. The suspension of construction
1-1 of infrastructure caused by land acquisition problems, delay of approval, and other problems is one of the factors for declining investment. Insufficient infrastructure is still a barrier for investment.
As for the industrial structure of India, the composition of industrial nominal GDP is 17.5% of primary industries, 29.6% of secondary industries, and 53.3% of tertiary industries. “Make in India” was launched by the Government of India as an industrial policy. This policy aims at raising the contribution of the manufacturing sector to 25% of the GDP by 2020. The government undertakes to develop an industrial complex in Haryana and reduce corporation tax. In addition, the government focuses on the development of infrastructure and an agreement was signed to construct the Mumbai-Ahmedabad High Speed Railway between India and Japan using Japanese finance. High speed railway is scheduled to open in 2023, which is expected to contribute in inviting foreign capital and creating employment in India.
Overview of the Budget Situation of the Indian Government
India has 51 ministries as the central administrative agencies and the Ministry of Finance in India prepares a budget for the central government every year (also known as “Union Budget”). Compared with the budget of the previous year, the scale of budget for social, infrastructure, and employment sector has expanded by INR 1,32,328 crores.
The issues that the Indian economy is facing currently are financial deficit and current account deficit for long term. This is one of the factors disturbing India’s investment for infrastructure. In recent years, the government is planning to scale back on India’s deficit and achieve fiscal health through the development of infrastructure by budget expansion and promotion of public-private partnership (PPP).
Figure 1-2 Outline of Revenue and Expenditure of 2017 National Budget
Source: “Budget at a Glance”, Ministry of Finance, India
1-2
Description of the Targeted Sector
Airports Operating Organization of the Indian Central Government
The Ministry of Civil Aviation, located at the Safdarjung Airport in New Delhi, is responsible for the formulation of national policies and programmes for the development and regulation of the civil aviation sector in the country.
The Ministry of Civil Aviation is composed of 11 organizations such as Directorate General of Civil Aviation, Bureau of Civil Aviation Security, Commission of Railway Safety, Air India Ltd., Airport Authority of India (AAI), Pawan Hans Helicopters Ltd., and others.
Air India, which is the largest international carrier of India, is owned by the Ministry of Civil Aviation as a government-owned enterprise, operating international and domestic lines. However, in recent years, financial situation of Air India is not firm due to high competition caused by the appearance of low cost carriers (LCCs). Air India had a deficit of INR 38.3 billion in 2015, and is laden with debts, totaling about INR 520 billion, as of 2017. The government is planning to partly or completely privatize Air India at the ministerial meeting and already began to recover public money. TATA group, which established Air India, is one of the candidate major stockholders.
The Airports Authority of India (AAI) was formed in the Ministry of Civil Aviation by merging the International Airports Authority of India and the National Airports Authority. AAI is responsible for creating, upgrading, and managing civil aviation infrastructure on the ground and air space, traffic management, and air navigation service in the country. AAI owns and manages 125 airports comprising 18 international airports, 78 domestic airports, and 29 other airports.
The total budget of the Ministry of Civil Aviation is INR 4,417 crores in 2016. According to the breakdown of the budget, about 47% of the total budget is allocated for Air India and AAI showing a high ratio for airport infrastructure investment and maintenance and airport operation.
Table 1-2 Budget Distribution of Organization under the Ministry of Civil Aviation Unit: INR in Crores Annual Plan 2016-17 (BE) No. Name of Organization Budgetary Internal and Extra Total Support Budgetary Resources 1. Indira Gandhi Rashtriya Uran Akademi 42.40 - 42.40 and National Aviation University 2. Air India Ltd. 1,713.00 352.00 2,065.00 3. Airports Authority of India 100.30 1,966.00 2,066.30 4. Pawan Hans Ltd. 0.10 99.00 99.10 5. Hotel Corporation of India Ltd. 0.10 - 0.10 6. Directorate General of Civil Aviation 79.00 - 79.00 7. Bureau of Civil Aviation Security 65.00 - 65.00 8. Aero Club of India 0.10 - 0.10 Total 2,000.00 2,417.00 4,417.00 Source: “Outcome Budget 2016-17”, Ministry of Civil Aviation
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Operation Sector of Airport
Some airports in the urban area are managed by the private sector such as Bangalore International Airport Limited (BIAL), Cochin International Airport Limited (CIAL), Delhi International Airport Limited (DIAL), GMR Hyderabad International Airport Limited (GHIAL), and Mumbai International Airport Limited (MIAL), hereinafter collectively referred to as PPP Airports. Each private airport operator is founded by private and government sectors. They have been given a right by the Government of India to develop, design, finance, operate, and manage the airport. The total number of passengers of PPP Airports accounts for more than half of the airports managed by AAI (in 2015, accounts for 57.8%). Figure 1-2 shows that the passenger of PPP Airports is continuously increasing year by year.
Current Situation of Airport Field in India
Traffic handled at Indian airports is increasing. In 2015, the numbers of passengers in the international sector, domestic sector, and both sectors at AAI airports are 54,725,556, 168,889,900, and 223,615,456, respectively. Compared to those in 2010, the passenger growth rates in the international and domestic sectors are 44.4% and 60.1%, respectively. The Association of Private Airport Operators (APAO) estimates that the number of passengers in 2027 will be the third largest in the world.
Figure 1-3 Number of Passengers at PPP and AAI Airports
250 223.6 ） 190.1 200 168.9 162.3 159.4 143.4 IN MILLION IN 150 （ 116.9 123.8 108.9 Domestic
100 International 92.2 Total (AAI Airport) 75.4 65.4 60.7 64.8 50 57.8 43.5 49.7 36.2
NO. OF PASSENGERS 34.4 37 17 21.1 22.4 24.8 27.3 29.1 31.3 0 2007- 2008- 2009- 2010- 2011- 2012- 2013- 2014- 2015- 08 09 10 11 12 13 14 15 16
Source: Annual Report (Airports Authority of India), APAO Statistic
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Figure 1-4 Prospect of Passenger Demand in Airports of India
Source: APAO, Changing Landscape of Indian Aviation, 2013
The upward trend of the number of passengers is recognized at individual airports in India. Indira Gandhi International Airport (IGIA), constructed in 1962, is the largest airport in India. The number of passenger is 55,631,385, which was ranked as 21st in the world in 2016. The rate of increase in the number of passengers compared with the previous year is 20.99%, which is higher than in other worldwide airports, and it is expected to grow steadily in the future. In comparison, in Haneda Airport in Japan, the number of passengers is 79,699,762 and the growth rate is 5.82%.
Figure 1-4 shows that the airports at urban areas such as Delhi, Mumbai, and Bangalore have high growth rate. Also, the number of passengers has increased from the previous year at 47 airports out of the top 50 airports in India. Many Indian airports are planning to expand their airport terminal and develop the access road.
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Figure 1-5 Number of Passengers in Delhi, Mumbai, and Bangalore Airports
60
48.4 50 41 40 35.9 36.9 34.4 41.7 29.9 36.6 30 26.1 24 30.7 32.2 22.9 29.1 30.2 25.9 25.6 19 20 23.4 15.4 11.6 12.7 12 12.9 10.1 8.8 9.9 10 NO. OF PASSENGERS THOUSAND) (IN OF NO. PASSENGERS
0 2007 2008 2009 2010 2011 2012 2013 2014 2015 ------08 09 10 11 12 13 14 15 16
Bangalore Airport Delhi Airport Mumbai Airport
Source: Association of Private Airport Operators
The financial situation of AAI steadily shifts due to expansion of airport demand. Table 1-3 indicates that sales profit after tax increased by 30%.
Table 1-3 Annual Financial Perfomance of AAI Unit: INR in crores 2015-16 2014-15 Revenue 10,824.5 9,284.98 16.58% Expenditure 7,127.15 6,493.57 9.76% Profit before Tax 3,697.35 2,791.41 32.45% Provision for Tax 1,541.1 1,247.44 23.54% Deferred Tax Liability/(Asset) (381.11) (415.25) (-8.22) Profit after Tax 2,537.36 1,959.22 29.51% Dividend 761.21 391.85 94.26% Tax on Dividend 154.95 75.94 104.04% Appropriation to Reserves: Specific Reserves 657.44 617.46 General Reserves 963.76 873.97 Internal Resources 3022.65 2885.56 Source: Annual Report 2015-16, Airports Authority of India
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Description of the Project Area
Urban City in India
There are eight cities in India with urban population exceeding four million and whose gross regional incomes are more than INR 100 billion. These representative cities are Delhi, Mumbai, Bangalore, Chennai, Kolkata, Hyderabad, Ahmedabad, and Buna, and are called Tier 1 cities. In addition, there are about 50 cities with urban population between 100 million and 400 million, and they are called Tier 2 cities. In recent years, Gurgaon and Noida are major satellite cities attracting residents who are fleeing from Delhi where the rise in land prices and housing shortage are getting serious. Capital city Delhi is suffering from traffic congestion and air pollution caused by economic growth and increase in population. In 2014, the average PM 2.5 level in Delhi is 154μg/m3, which is exceeding 15 times more than the World Health Organization (WHO) criteria.
According to Figure 1-6, which shows the highway distance between Indian major cities, it is understood that the distance between cities is very long. Although urban areas in India have developed a public transport network with the introduction of the metro, transport system between cities is mainly highway, train, and airport, which indicates insufficient infrastructure. As mentioned above, high speed railway connecting Chennai, Delhi, Kolkata, and Mumbai will boost the transfer between cities.
Figure 1-6 Distance Between Tier 1 Cities (Using Highway)
Delhi
930km 1460km Ahmedabad
1400km Kolkata 520km 1,540km 1,460km 150km Mumbai Pune Hyderabad
560km 1,570km 980km 640km
Chennai Bangalore
Source: METI Study Team
Population in India
In 2017, the population of India reached about 1.32 billion, following the biggest population of China of 1.37 billion. As per survey by the United Nations, it is expected that the population of India will overtake China in 2030. Table
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1-4 shows the urban areas in descending order of its population. Delhi is ranked as 3rd in the world, Mumbai is 8th, and Kolkata is 21st. Comparing the population density of urban areas of India with that of other countries, their population density is much higher. The population density of Delhi area is three times higher than that of Tokyo area, while that of Mumbai is eight times higher than that of Tokyo area. Furthermore, the population of Delhi and Mumbai is still increasing, and it is expected to keep this trend in the future.
Pyramid-type population distributions and high internal demand of India are expected to boost economic activities. A report published by APAO pointed out that economic activities contribute to boost passengers of airport. It is expected that demand for international and domestic air transportation in India will continuously rise as well as the previous trend in cities and cargo transfer.
Table 1-4 World Urban Area Population Square Population Rank Urban Area Geography Population Estimate Kilometer Density 1 Tokyo-Yokohama Japan 37,900,000 8,547 4,434 2 Jakarta Indonesia 31,760,000 3,302 9,618 3 Delhi India 26,495,000 2,202 12,032 4 Manila Philippines 24,245,000 1,787 13,567 5 Seoul-Incheon South Korea 24,105,000 2,745 8,781 6 Karachi Pakistan 23,545,000 1010 23,312 7 Shanghai China 23,390,000 3,885 6,021 8 Mumbai India 22,885,000 881 25,976 9 New York United States 21,445,000 11,875 1,806 10 Sao Paulo Brazil 20,850,000 3,043 6,852 21 Kolkata India 14,950,000 1,347 11,099 Source: Demographia, World Urban Area, 2017
Figure 1-7 Urban Area Population (Delhi and Mumbai)
40,000
35,000
） 30,000
25,000
in thousand in 20,000 Delhi （ Mumbai 15,000
Population 10,000
5,000
0 1990 1995 2000 2005 2010 2015 2017 2020 2025 2030
Source: India Census 2011 – Delhi – Delhi Population Census Data 2011, World Urbanization Prospects
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Study Methodology
Overview of Study
The Indira Gandhi International Airport (IGIA), located along the road connecting Delhi and Gurgaon, is the largest airport in India. Although airport express enables access from New Delhi to IGIA, most airport users travel to IGIA by their vehicle. Also, a lot of residents and commuters are fleeing from Delhi to Gurgaon, which is an office area. As a result, traffic congestion is getting worse at the airport access road. In this situation, development of infrastructure is urgently needed around the airport area to secure on time travel and alleviate environmental problem such as traffic jam, noise, and exhaust gas.
In this study, the object is to contribute to the improvement of connectivity between the airport terminals and alleviate congestion around the airport by introducing Japanese technology to the Delhi International Airport Limited (DIAL) Automated People Mover (APM). As a result, it is expected that modal shift from buses to APM will enable to reduce energy.
In this study, the feasibility of introducing APM which is made in Japan and its suitable route are planned taking into account the site survey hearing from the APM maker and arrangement with the counterpart.
Study Methodology and Organization
Study Methodology
Study items of general information collection are summarized in Table 2-1.
Table 2-1 General Collected Information Study Items Description ・ Collecting information about the below items 1) Confirmation of basic plan Financial standing, necessary information specification for technical review, development plan of airport area including Aerocity ・ Review of demand forecast results of master plan for traffic around the 2) Traffic demand forecast airport ・ Demand forecast for APM ・ Review of alternative route plan 3) Alignment planning ・ Preliminary design of the horizontal and vertical alignment
4) System/rolling stock ・ Review of APM system and rolling stock
5) Operation planning ・ Optimum frequency of train operation and the number of required trains
・ Land selection for depot 6) Depot planning ・ Track layout plan of depot 7) Construction planning and cost ・ Estimation of the project cost including construction, land acquisition, and estimation electro-mechanical (E&M) cost
8) Environmental survey ・ Study of the initial environmental examination (IEE)
9) Financial planning and ・ Financial planning, organization, financial analysis considering overseas analysis investment loan
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10) Project implementation ・ Action plan with project implementation schedule schedule ・ Review of business scheme 11) Quantitative estimation of ・ Quantitative estimation of eliminated energy demand by modal shift from power supply buses to APM Source: METI Study Team
Team Formation of the Survey
The organizational strucuture of the Study Team is shown in Figure 2-1. Since coordination with DIAL, the Delhi Metro Rail Corporation (DMRC), and other related authorities was required for this study, part of the scope is subcontracted to Nippon Koei India Pvt. Ltd as a logistic support since they are aware of the local situation and can contact concerned local authorities anytime. Furthermore, since there are unique management and regulation for airport operation, airport operation adviser who is familiar and has expertise on airport became part of the Study Team.
Figure 2-1 Organizational Structure of the Study Team
(Second Party) NIPPON KOEI CO., LTD. TL/Project Implementation Plan Tadaaki Murakami （Recommissioning） Koei Research & Consulting Deputy TL/Civil Plan Inc. Katsuya Kusunoki
Alignment Plan Seiji Yamashina
System/Rolling Stock Takahiro Suzuki
Traffic demand forecast/Operation Plan Yoshiyuki Tajima （Outsourcing） Construction Plan/Cost Estimation Nippon Koei India Pvt. Ltd. Michiko Suehara
Environmental Survey Keichi Maeda
Project Implementation Plan Assistant Yuki Suzuki
Economic & Financial Analysis/ Business Scheme Takeshi Yamashita
Airport Adviser Yuichi Wakahara
Source: METI Study Team
Counterpart
The Indian counterpart for this study is listed in Figure 2-2. DIAL, the counterpart of this study, is the private operator of the airport founded by GMR group, which is a global infrastructure company, Airport Authority of India (AAI), and other sectors. Mr. Dileep Dixit, Head-Ground Access & Connectivity, is appointed as a coordinator from DIAL.
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Figure 2-2 Organization Structure and Key Person of Indian Counterpart
The Group Holding Board
Group Chairman
Chairman Institution Corporate Chairman Chairman, Urban Group Chief Finance Chairman Airports Chairman, Energy Building & & MD GMR Infra Infra & Highway Officer Governance
CEO-DIAL
President-Finance & BD
Chief Development Key Decision Makers officer
Key Influencers
GM-Ground access & Connectivity
Source: METI Study Team
Schedule of the Survey
Figure 2-3 Schedule of Survey 2017 2018 Sep Oct Nov Dec Jan Feb
In house
In site Source: METI Study Team
Table 2-2 Schedule of Site Survey Site survey Date Description 1st Survey Oct. 2 – Oct. 7, 2017 Kick-off meeting with DIAL Selection of APM alignment 2nd Survey Nov. 13 – Nov. 17, 2017 Coordination with related sector in DIAL (ground connectivity, master plan, and contract department) 3rd Survey Dec. 18 – Dec. 22, 2017 Confirmation of demand forecast Business scheme and finance planning 4th Survey Feb. 5 – Feb. 10, 2018 Submission of draft final report Source: METI Study Team
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Figure 2-4 Implementation Schedule
2017 2018 Study item Sep Oct Nov Dec Jan Feb
1) Confirmation of basic plan
2) Traffic demand forecast
3) Alignment planning
4) System/Rolling stock
5) Operation planning
6) Depot planning
7) Construction planning and cost estimation
8) Environmental survey
9) Financial planning and analysis
10) Project implementation schedule
11) Quantitative estimation of power supply
Submission of Report DF/R F/R
Meeting in Site 1 2 3 4
Meeting with METI 1 2 3 4 5 6
office work site work Source: METI Study Team
Three routes have been reviewed based on the suggested alignment by DIAL. To verify feasibility of introducing APM system, financial analysis was carried out through plan and cost estimation for all routes. In addition, demand forecast considered the master plan for airport access road which is also ongoing. Meeting with DIAL was held to build a consensus about the progress and policy of the study in every site survey.
Table 2-3 Meeting in Japan Date Visit Description Sep. 1, 2017 METI Kick-off meeting with METI Oct. 11, 2017 METI Report of 1st site survey Oct. 20, 2017 MHI Review of the specification of MHI’s APM Superiority of MHI’s APM Nov. 9, 2017 METI Prior meeting for 2nd site survey Sep. 6, 2017 MHI Share information about unit price of MHI’s APM
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Sep. 8, 2017 METI Report of 2nd site survey Sep. 27, 2017 METI Report of 3rd site survey Jan. 19, 2018 MHI Review of the specification of MHI’s APM Feb. 2, 2018 METI Prior meeting for 4th site survey Feb. 28, 2018 METI Final report of survey Source: METI Study Team
Table 2-4 Meeting in Delhi Date Visit Description Oct. 3, 2017 Mitsubishi Corporation Confirmation of survey background and schedule New Delhi Branch Oct. 4, 2017 DIAL Kick-off meeting Oct. 6, 2017 Japanese Embassy in Report of 1st site survey India Nov. 14, 2017 Mitsubishi Corporation Confirmation of project policy and implementation plan New Delhi Branch Nov. 14, 2017 JBIC Representative Financial plan office in New Celhi Nov. 15, 2017 DIAL Discussion abount Aerocity development with APM- related department (ground connectivity, airport master plan, contract) Nov. 16, 2017 DMRC Discussion about competitive line with APM Nov. 16, 2017 DIAL Discussion about Aerocity development with APM-related department (commercial, cargo) Feb. 6, 2018 DIAL Final report of survey Feb. 7, 2018 JBIC Representative Collection of information about Buyer’s Credit office in New Celhi Feb. 8, 2018 JICA India Office Collection of information about ODA Feb. 8, 2018 Japanese Embassy in Final report of survey India Feb. 8, 2018 Mitsubishi Corporation Final report of survey New Delhi Branch Source: METI Study Team
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Justification, Objectives, and Technical Feasibility of the Project
Need and Background of the Projrct
The Indira Gandhi International Airport (IGIA) is an international gateway in Delhi, the capital of the Republic of India. Approximately 5,560 million passengers used IGIA in the 2016 fiscal year. Annual passengers ranked 21st in the world based on the data from the 2016 report of Airport Counsil International (ACI). This figure is similar with those of Suvarnabhumi Airport in Bangkok, Thailand (5,500 million passengers/year) and Incheon International Airport in Seoul, South Korea (5,800 million passengers/year). The number of passengers tends to increase recently thanks to the rapid economic growth of India.
Because of the increase of airport demand associated with India’s economic growth, IGIA is currently revising the airport master plan. The master plan shows that the potential future demand of IGIA will reach as many as 100 million passengers per year. As of 2017, Hartsfield-Jackson Atlanta International Airport ranks as the No.1 airport with regard to the number of annual passengers and handles approximately 100 million passengers per year. In the airport master plan currently being revised by DIAL, various facilities are planned based on the airport demand forecast that the number of annual passengers will reach 100 million by 2025. Figure 3-1 Number of Annual Airport Users
Source: METI Study Team
Meanwhile, IGIA is dealing with international and domestic (excluding low-cost carrier (LCC)) flights at Terminal 3 and domestic LCC flights at Terminal 1. Two terminals are connected by a shuttle bus operated by Delhi Transport Corporation (DTC) and the shuttle bus departs with an interval of 20 minutes. Since this shuttle bus accommodates not only terminal transfer passengers but also public passengers including employees who work for IGIA and other passengers, the bus is chronically crowded with passengers. In addition, as the shuttle bus is operated along the public road inside the airport, moving time from one terminal to another cannot be accurately predicted when road traffic along the bus route is congested. A high-floored bus is used as the shuttle bus and this makes especially elderly passengers who carry heavy luggage difficult to board. The high-floored bus is also not favorable from the viewpoint of barrier free access.
Automatic people mover (APM) started operation at world major airports from 1970’s as airport demand rapidly increased. Almost all the APM system applied in the airport is a rubber tire APM system. There is no clear definition of APM, howeve, APM in this study is defined as a generic term for automated operated guideway transit system
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For comparison purpose, a list that shows the existence of APM at major international airports has been prepared as shown in Table 3-1 below.
Table 3-1 List of World-class Airports
2015 2015 Passanger Airport Country APM Passanger Airport Country APM
Rank ('000) Land Air Rank ('000) Land Air side side side side 1 101,491 Hartsfield-Jackson Atlanta USA ○ × 14 58,285 Amsterdam Schiphol Netherlands × ×
2 89,939 Beijing Capital Airport China × ○ 15 56,827 New York JFK Airport USA ○ ×
3 78,010 Dubai Airport UAE × ○ 16 55,449 Singapore Changi Singapore × ○
4 76,950 Chicago O'Hare USA ○ × 17 55,202 Guangzhou Airport China ○ ×
5 75,317 Tokyo Intl Haneda Japan × × 18 54,054 Soekarno-Hatta Airport Indonesia ○ ×
6 74,990 London Heathrow UK × ○ 19 54,015 Denver Airport USA × ○
7 74,937 Los Angeles Airport USA ● ● 20 52,902 Bangkok Suvarnabhumi Thailand ● ●
8 68,283 Hong Kong Intl Airport China × ○ 21 50,058 San Francisco Airport USA ○ ×
9 65,767 Paris Cdg Airport France ○ × 22 49,413 Incheon Intl Airport Korea × ○
10 64,072 Dallas/Fort Worth USA ○ × 23 48,934 Kuala Lumpur Airport Malaysia × ○
11 61,837 Istanbul Atatürk Airport Turkey × × 24 46,815 Madrid-Barajas Airport Spain × ○
12 61,032 Frankfurt Airport Germany × ○ 25 45,982 Delhi Airport India × ×
Legend ○ : Installed, × : not installed, ● : to be installed
Source: Prepared by METI Study Team based on the information provided by website
Although most of the world-class airports have already provided APM transportation systems at least either on the landside or airside as can be seen from the above list, some airports still do not develop it. Among the airports that did not develop APM is Tokyo International Airport (Haneda Airport), Japan. However, two terminals at Haneda Airport are connected by Tokyo Monorail Line and Keihin-Kyuko Line and transfer passengers can use these guideway transit systems for free. In addition to this, Schiphol Airport at Amsterdam, Netherlands has not developed APM system since it was designed based on “One Terminal” policy and basically, passengers can transfer by walking without such assisting transportation system like APM. Therefore, the airport does not need inter-terminal transportation sytem.
Considering the situation above, it can be said that all the world-class airports with a few exceptions have already developed inter-terminal transportation system. Judging from the comparison with other world-class airports, IGIA is at the stage of developing inter-terminal transportation system since its passenger demand has reached to a level where such inter-terminal transporatation system is needed. In addition to this, IGIA does not fit into the exceptions which do not need inter-terminal transportation system in spite of sufficient passenger demand, and the two terminals are located far enough to justify the need for inter-terminal transportation system.
Basic Policies and Decisions on the Scope of the Project
Since there were no clear ideas on the project scheme, financial sources, etc., when this study started, all the possible options have been considered in this study. However, one precondition given in this project is that the inter-terminal
3-2 transportation sytem to be developed at IGIA will collect fare from passengers although most of the inter-terminal transportation systems developed around the world do not collect fare from the airport users. The reasons why the inter-terminal transportation system to be developed at IGIA requires fare from passengers are described below.
- Since the use of each terminal in the airport master plan has been designed to minimize the transfer passengers, the estimated demand for inter-terminal transportation system is very low (demand for inter- terminal transfer alone cannot explain the validity of investment return).
- DIAL plays the role of not only O&M concessionaire of IGIA but also developer of the huge land plot inside the property of IGIA. Connecting major facilities to be developed such as office and commercial buildings inside the airport by the guideway transportation system will contribute to the increase of user- friendliness of such facilities and thus contribute to increase profitability of DIAL.
- Economic benefit cannot justify a project since DIAL is a private company. Financial benefit allways matters.
APM systems developed at other major airports have been justified focusing on the economical benefit, or if it can contribute to increase the number of airport demand (e.g., hub airport). However, inability to verify the necessity of APM still remains.
Outline of the Project
There are currently two terminals available in IGIA. The role of each terminal is such that Terminal 1 (T1) handles domestic flights exclusive for LCC and that Terminal 3 (T3) handles international and domestic (excluding LCC) flights. Terminal 2 (T2) used to be available before but it temporarily suspended its operation due to commencement of T3 operation5. T2 is supposed to be renovated as Terminal 4 (T4) in the future.
The area near T1 (North Terminal Precinct (NTP)) and the area near T2 to T4 (South Terminal Precinct (STP)) are physically away from each other – approximately 3 km in terms of direct distance and approximately 7 km along the existing road — and the only means of transportation between the two terminals is a shuttle bus operated by DTC so far.
This project is to develop an APM system in the section between the two terminals (NTP and STP), aiming for the improvement of the level of service of the airport and increasing the profitability of land development project within the IGIA property. At the same time, it will also contribute to alleviate traffic congestion around and inside IGIA.
The route plan made by DIAL which existed at the time of commencement of this study is shown below. Although the elevated structure is applied along the Central Spine Road, the at-grade structure is applied to avoid the future taxiway bridge that will connect south and north runway in the future. The underground structure is applied under the north runway. Stations are proposed at NTP and STP (one station each), one station in front of the cargo building and one at Aerocity. Total route length is 5.5 km and four stations are planned in the original route plan. The project cost has been estimated to be INR 2,000 crores (approximately JPY 50 billion).
5 Among the LCC airlines, Go Air moved to T2 since October 2017 due to renovation of T1. 3-3
Figure 3-2 Outline of Route Plan Made by DIAL
NTP Station
STP Station
Source: DIAL
Proposed Technology and System
Demand Forecast
(1) Current Condition of Shuttle Bus Service
The shuttle bus that will be replaced with APM operates between each terminal and between T1 and Aerocity station. Items which are confirmed through hearing with DIAL and simple survey are summarized in Table 3-2 below.
Table 3-2 Overview of Shuttle Bus Services Item T1～T3 T1～Aerocity Station Operator DIAL outsources to DTC DMRC Fare and No charge if passengers show air ticket Passengers pay INR 30 before getting on payment to/from other terminals before getting on board. board. If unable to show the free ticket before getting on board, passengers must pay INR 20 in the bus. Transport In addition to between terminals, it is also Only between T1 and Aerocity station. section possible to get off at Aerocity station on the way. Headway 20 min. 15 min. Operation hour 24 hours 6:00 - 23:00 Bus type Large-sized vehicle without air Medium-sized vehicle with air conditioner. There are 35 seats and wide conditioner. There are 33 seats and standing area. standing area. There is also a luggage storage area. Source: METI Study Team
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In addition, a simple survey was conducted for travel time and number of passengers on November 17, 2017. The information is as follows:
Table 3-3 Result of Simple Survey of Shuttle Bus Service Item T1→T3 T3→T1 Aerocity Sta.→T1 T1→Aerocity Sta. Survey time 17:05 17:40 16:50 18:00 Travel time 26 min. 17 min. 30 sec. 17 min. 18 min. No. of Approx. 50 9 people 25 people 11 people passengers people Source: METI Study Team
(2) Condition of access by metro
As of February 2018, Airport Express has two stations in vicinity of the airport, Airport station in front of T3 and Aerocity station. The Magenta line which is included in the Delhi Metro Rail Project Phase 3 (herein after referred to as “DMRC Phase 3”) is being extended and will provide a new station in front of T1.
Furthermore, new metro corridor from Aerocity to Tughlakabad is planned as a part of the Delhi Metro Rail project Phase 4 (hereinafter referred to as “DMRC Phase 4”). DMRC phase 4 consists of 6 corridors. And the Detailed Design Report (DPR) of DMRC Phase 4 is not approved by central government as of February 2018.
Although said section is mentioned as “Aerocity to Tughlakabad”, the latest information shown in DMRC website (http://www.delhimetrorail.com/DMRC-Google-Earth-PHASE-4.aspx) mentioned as “Domestic airport to Tughlakabad”. In short, the section between T1 station and Aerocity was added after DPR is issued.
Figure 3-3 Connnectivity of DMRC lines
Magenta Line Terminal1 Station
DMRC Phase4 Extention section
Airport Express DMRC Phase4
Airport Staiton Aerocity Station
Source: Prepared by METI Study Team based on the information provided by DIAL
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(3) Prerequisite
1) DMRC Phase 4
The APM route is partially duplicated in the section between T1 and Aerocity of DMRC Phase 4 and the result of the demand forecast is affected by thi section existence. On the other hand, the DPR of DMRC Phase 4 is not approved by the central government and the possibility of extension between T1 and Aerocity section is not clear; therefore, the analysis case is divided into two cases, namely, With case of the section between T1 and Aerocity of DMRC Phase 4 (herein referred to as With case) and Without case of the secion between T1 and Aerocity of DMRC Phase 4 (herein referred to as Without case).
2) Route Plan
Based on the discussion with DIAL, three alternatives are considered.
Although route 1 and route 2 have one station at Aerocity, route 3 has three stations in Aerocity. The result of the demand forecast would be different between routes 1, 2 and route 3. In summary, analysis cases are (1) With case of routes 1 and 2, (2) With case of route 3, (3) Without case of routes 1 and 2, and (4) Without case of route 3.
3) Other conditions
The other prerequisites are summarized in Table 3-4 below.
Table 3-4 Prerequisite for Demand Forecast Item Description Data usage The data which are mentioned in DIAL master plan or received from DMRC are basically used for analysis. The other necessary data are taken from published information. Forecast year Opening year of APM is 2025 and forecast is until 2055. Opening year for new According to DMRC, Phase 3 (Magenta line) will open in March 2018 and Phase DMRC lines 4 will open in 2023. Transition between T3 Although APM station is planned in front of T4, T3 users can access T4 on foot. and T4 There is no distance resistance to access T4 because of no other choice of APM. Transfer at Aerocity Although transfer distance is different between DMRC station and APM station in station Aerocity, there is no distance resistance Shuttle Bus Shuttle bus service will be terminated after APM is operated. Source: METI Study Team
Peak hour demand is important to formulate the APM train operation. Peak ratio of urban railway can be estimated by basic commuter trip behavior; however, travel behaviors among transit passengers, commuters and visitors for airport terminal and commercial are totally different. Transit between terminals, for example, is required for 24 hours, but commuter peak time is basically morning time and visitor peak time for the commercial area is not early morning and not late evening. Under the circumstance, demand is forecasted by trip purpose. APM travel patterns by trip purpose are summarized in Table 3-3 below.
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Table 3-5 Travel Patterns by Trip Purpose With case Without case
Transit T1 T1
T3 Airport Express T3 Airport Express T4 T4 Aerocity Aerocity
Only terminal transit regardless of DMRC Phase 4 Project. No charge in this section. Commuter T1 T1
T3 Airport Express T3 Airport Express T4 T4 Aerocity Aerocity Com/Cargo Com/Cargo
Airport Express users can transfer to T1 at There is only APM for public transport where Aerocity station by Phase 4. Both are operated Airport Express users travel to T1. It is also by DMRC, so fare of Phase 4 might be cheaper same for a Phase 3 user to commute to than that of APM. Therefore, all passengers Aerocity. choose Phase 4 between Aerocity and T1. In order for a Phase 3 user to commute to There are two patterns for Phase 3 user to T3/T4, there are two options which are using commute T3/T4; these are APM only or Phase 4 APM or transferring to Phase 4 and Airport and Airport Express. No need to transfer if they Express; however, everyone selects APM since use APM, so all of them would choose APM. it has no transfer. Visitor T1 T1
T3 Airport Express T3 Airport Express T4 T4 Aerocity Aerocity Com/Cargo Com/cargo
The demand is divided into half and half The demand for Aerocity visitors from the between APM and Airport Express from T3/T4 airport terminal is divided into half and half as or between APM and Phase 4 from T1 to in the With case. Travel behavior between Aerocity. Aerocity and T1 is the same as that of a commuter. Legend Free passenger Airport terminal related trip APM station Commercial facility related trip
Source: METI Study Team
3-7
(4) Demand Forecast
Demand is analyzed in three parts i.e.; transit passenger, airport terminal, and commercial facility, and then classifying the number of airport terminal trips and commercial facility trips into commuters and visitors thereafter. Since only the airport demand forecast until 2035 is published in the DIAL master plan, the APM demand forecast after 2036 will be uniformly increased for all trip purposes.
The analysis is based on route 1 and route 2, which has one Aerocity station. For route 3 which has three Aerocity stations, additional demand is adjusted based on the analysis of route 1 and route 2. The adjustment method will be described later.
4) Transit Passenger
In the DIAL master plan, transit passengers for (1) international to domestic (ItoD), (2) domestic to international (DtoI), (3) domestic to/from domestic (DtoD), and (4) international to/from international (ItoI) are published. Although international terminal is T3 only, future domestic terminal will be divided into LCC terminal (T1) and Full Service Carrier (FSC) terminal (T4). Therefore, it is necessary to modify the number of transit passengers between terminals, since APM passengers have four patterns, namely: (a) T1 to T4, (b) T4 to T1, (c) T1 to T3, and (d) T3 to T1. Conceptual figure of travel pattern by APM is shown in Figure 3-3 below.
Figure 3-4 Conceptual Figure of Travel Pattern by APM
Pedestrian (a) deck T4 Domestic (b) T1 FSC (c) Domestic T3 LCC International (d)
Source: METI Study Team
The percentage of LCC from 2013 to 2024 is published in the DIAL master plan.
Since the percentage of LCC in the past 12 years is estimated to be 67% to 63% and it is considered that there is no big change after that, the ratio of LCC after 2025 is assumed at 65% in this study.
Generally, it is assumed that the connection between LCC and LCC or between FSC and FSC is mainly made, when connecting domestic flights. So, the connection between LCC and FSC is comparatively small. In this study, it is assumed that the transit between LCC and FSC is 10% of the number of transit passengers of domestic to domestic (DtoD).
In summary, 90% of the LCC users of domestic to domestic (DtoD) passengers who arrived at T1 depart from T1, and other 10% move to T4. The same idea is applied from T4 to T1. Figure 3-4 below shows the method of estimating domestic to domestic routes. Table 3-6 below summarizes the results of transit passengers.
3-8
Figure 3-5 Schematic Figure of Transit Passenger Estimation
Arrival at T1: (DtoD)*67%
Departure from T1: (DtoD)*67%*90%
Transit to T4: (DtoD)*67%*10% T4 T1 Domestic Domestic FSC Transit to T1: (DtoD)*33%*10% LCC
Departure from T4: (DtoD)*33%*90%
Arrival at T4: (DtoD)*33%
Source: METI Study Team
Table 3-6 Estimation Result of Terminal Transit Passenger
T1 to T4 T4 to T1 T1 to T3 T3 to T1 D to D D to I I to D I to I T1⇒T4 T4⇒T1 Year (a) (b) (c) (d) (person/year) (person/year) (person/year) (person/year) (person/daily) (person/daily) (person/year) (person/year) (person/year) (person/year) 2025 8,551,000 4,211,000 4,303,000 1,404,000 555,815 299,285 821,145 839,085 3,772 3,119 2026 8,983,000 4,436,000 4,533,000 1,437,000 583,895 314,405 865,020 883,935 3,970 3,283 2027 9,436,000 4,673,000 4,775,000 1,471,000 613,340 330,260 911,235 931,125 4,177 3,456 2028 9,910,000 4,923,000 5,030,000 1,506,000 644,150 346,850 959,985 980,850 4,395 3,638 2029 10,407,000 5,186,000 5,299,000 1,542,000 676,455 364,245 1,011,270 1,033,305 4,624 3,829 2030 10,929,000 5,464,000 5,582,000 1,578,000 710,385 382,515 1,065,480 1,088,490 4,865 4,030 2031 11,388,000 5,705,000 5,828,000 1,607,000 740,220 398,580 1,112,475 1,136,460 5,076 4,206 2032 11,865,000 5,957,000 6,085,000 1,637,000 771,225 415,275 1,161,615 1,186,575 5,295 4,389 2033 12,361,000 6,220,000 6,353,000 1,668,000 803,465 432,635 1,212,900 1,238,835 5,524 4,579 2034 12,877,000 6,494,000 6,633,000 1,699,000 837,005 450,695 1,266,330 1,293,435 5,763 4,778 2035 13,451,000 6,780,000 6,924,000 1,731,000 874,315 470,785 1,322,100 1,350,180 6,018 4,989 Source: METI Study Team
5) Airport Terminal Related Passenger (Excluding the Transit)
a) Airport Terminal Staff
The number of working staff at T3 and T4 is described in the DIAL master plan. The number of T1 staff is estimated by the ratio of T1 and T3/T4 passengers. In order to estimate the working staff per day, working day is modified to five days a week.
Although the metro share is also described in the DIAL master plan, it was estimated after the opening of the Airport Express shortly. Initially, the Airport Express was operated by the private sector, and passengers were few due to the high fare. However, the number of passengers increased since operation was shifted to Delhi Metro6 and the fare was lowered. Therefore, since it is greatly different from the estimation situation at that time, the percentage of the metro share should be larger than in the DIAL master plan.
6 The Economic Times, “Ridership of Delhi Metro Airport Express Line crosses 50,000 mark”, Aug. 13, 2016 3-9
Table 3-7 Estimation Result of Airport Terminal Staff (Unit: Passenger / day)
Daily Working DMRC Daily Working Aero→T1 T3/T4 staff T1→T4 T1 staff Airport Express employee (Phase3,4) employee (Without case)
2025 36,500 26,071 10% 2,607 28,679 20,485 15% 3,073 2026 38,311 27,365 10% 2,737 30,102 21,501 15% 3,225 2027 40,212 28,723 11% 3,160 31,595 22,568 16% 3,611 2028 42,207 30,148 11% 3,316 33,163 23,688 16% 3,790 2029 44,302 31,644 12% 3,797 34,809 24,863 17% 4,227 2030 46,500 33,214 12% 3,986 36,536 26,097 17% 4,436 2031 48,176 34,411 13% 4,473 37,852 27,037 18% 4,867 2032 49,912 35,651 13% 4,635 39,216 28,012 18% 5,042 2033 51,710 36,936 14% 5,171 40,629 29,021 19% 5,514 2034 53,573 38,267 14% 5,357 42,093 30,067 19% 5,713 2035 55,504 39,646 15% 5,947 43,610 31,150 20% 6,230 Source: METI Study Team
b) Airport Terminal Passenger
The number of airport passengers is shown up to 2033 for both international and domestic flights. Similar to the transit passenger estimation, the number of passengers at T1 and T4 is estimated using the LCC percentage on domestic flights. The estimates for 2034 to 2035 have been adopted from the last two years to the last year growth rate.
As for the metro share, the results of the questionnaire survey conducted in the "Traffic Survey for Congestion Free Access Corridor for IGIA" in November 2017 shall be used. The interview site is within the security restricted area of the arrival and departure of T1 and T3, respectively. Since T3 currently has international and domestic flights, T3 is divided into international and domestic flights. The number of acquired samples is 620 for international flights and 1,290 for domestic flights. The following shows the result of the modal share of airport access.
Figure 3-6 Modal Share of Airport Access
1% Domestic 2% International 4% 0% 0% 0% 3% 8% 2-Wheel(0%) 2-Wheel(0%) Rickshaw (1%) Rickshaw (3%) 19% 34% Car (34%) Car (38%) 27% 38% Taxi (38%) Taxi (26%) Bus (19%) Bus (27%) Metro (8%) Metro (4%) 38% Other (0%) 26% Other (2%)
Source: Made by the METI Study Team based on the result of “Traffic Survey for Congestion Free Access Corridor for IGIA” Study
As shown in Figure 3-6, the metro share on domestic is 7.5% and on international is 4%. Generally, it can be said that the share of railway as transportation mode of airport access is low. International flight passengers are less than domestic due to the large luggage.
Metro share here means the Airport Express line since there is no other metro mode in 2017. It is expected that the metro share will further increase in 2018 when the DMRC Phase 3 opens and in 2023 when Phase 4 opens (With
3-10 case only). Since it does not overlap with the DMRC Phase 3 and Phase 4 routes, it is assumed that the same percentage of metro share can be taken into the new metro line. The same metro share shall be applied in Phase 3 as well. Phase 4 users can directly access T1, and they can transfer at Aerocity station to access T3, so APM passengers are not expected in Phase 4.
Table 3-8 Estimation Result of Airport Terminal Passenger
Aero→T1 T3 Passenger T1 Passenger T1 Passenger T4 Passenger T3 Passenger T4 Passenger T1→T3 T1→T4 T1→T3/T4 Year (Without case) (year) (person/year) (person/daily) (person/year) (person/day) (person/day) (person/day) (person/day) (person/day) (person/year) (person/year) 2025 37,211,200 101,948 7,646 26,702,000 9,345,700 73,156 25,605 2,926 1,920 4,847 2026 38,883,650 106,531 7,990 27,778,000 9,722,300 76,104 26,636 3,044 1,998 5,042 2027 40,429,350 110,765 8,307 28,772,000 10,070,200 78,827 27,590 3,153 2,069 5,222 2028 41,863,250 114,694 8,602 29,777,000 10,421,950 81,581 28,553 3,263 2,141 5,405 2029 43,161,950 118,252 8,869 30,794,000 10,777,900 84,367 29,528 3,375 2,215 5,589 2030 44,461,950 121,814 9,136 31,821,000 11,137,350 87,181 30,513 3,487 2,288 5,776 2031 45,761,300 125,373 9,403 32,858,000 11,500,300 90,022 31,508 3,601 2,363 5,964 2032 47,057,400 128,924 9,669 33,904,000 11,866,400 92,888 32,511 3,716 2,438 6,154 2033 48,347,650 132,459 9,934 34,958,000 12,235,300 95,775 33,521 3,831 2,514 6,345 2034 49,673,277 136,091 10,207 36,044,767 12,615,668 98,753 34,563 3,950 2,592 6,542 2035 51,035,251 139,823 10,487 37,165,318 13,007,861 101,823 35,638 4,073 2,673 6,746
Source: METI Study Team
6) Commercial Facility Related Passenger
Cmmercial facilities within DIAL area are Aerocity where are located at eastern side at 250 arcr and commercial facility at near cargo terminal.
The trip generation of commercial facilities is referenced from the Japanese manual "Revised Transportation Planning Manual for Large-scale Development Zone in 2009". This manual describes the traffic demand forecast method for large-scale commercial facilities in Japan, and it is used for the transportation planning of large-scale shopping centers in Japan. In this manual, the parameters are empirically determined by classifying the city size. In addition, the discount rate of floor area, the discount rate by the distance from the railway station, and the intra zonal trip rate in the shopping center and office complex combined type are taken into consideration.
It is possible to estimate the total number of trips from these parameters: discount rate and total floor area. By adopting the city size in the Delhi Airport area and the abovementioned parameters, the traffic volume related to commercial facilities in Delhi Airport is reproduced.
The analysis for commercial facility is divided into three categories: hotel, shopping center, and office.
The area of commercial facility is divided into five blocks for estimation purpose as shown in Figure 3-6 below and development year is estimated as shown in the table.
Figure 3-7 Division of Aerocity Block and Development Year
Block Development Year LP1-A Opened LP1-A LP1-B LP1-B 2020 LP3 LP2-A 2025 LP2-A LP2-B 2030 LP2-B LP3 2025 Note) LP: Land Parcel
3-11
Source: METI Study Team
a) Hotel
According to the information of the Japan Hotel Association, 467 customers and 198 employees can be accommodated by 32,400 m2 on average. This information is the result of the investigation of 244 hotels belonging to the Japan Hotel Association in 2016. There are few Japanese style hotels and most of the hotels are modern international style. The hotel in Aerocity is not an Indian style hotel and it is only an international luxury hotel. Therefore, the average number of customers per square meter accommodated by the Japan Hotel Association is applied in the study. According to the survey of STR Global Company, the hotel occupancy rate in Delhi was 62.9% in September 2015.
On the other hand, the circumstances of employees are different. For example, hotels in Japan have almost no employees related to security and airport shuttle services. Also, it can be said that the number of employees engaged in reception, restaurants, and so on is proportional to the working population. The average number of employees is estimated to be double the Japanese case in the study.
Table 3-9 Estimation Result of Aerocity Hotel Related Passenger (Unit: Person / day) Visitor Staff T1→Aero T1→Aero DMRC T1→Aero Volume Rail user T4→Aero Volume (without) (with) (Phase3,4) (without) 2025 5,346 535 241 120 147 5,147 10% 515 2026 5,346 535 241 120 147 5,147 10% 515 2027 5,346 535 241 120 147 5,147 11% 566 2028 5,346 535 241 120 147 5,147 11% 566 2029 5,346 535 241 120 147 5,147 12% 618 2030 5,346 535 241 120 147 5,147 13% 669 2031 5,346 535 241 120 147 5,147 13% 669 2032 5,346 535 241 120 147 5,147 14% 721 2033 5,346 535 241 120 147 5,147 15% 772 2034 5,346 535 241 120 147 5,147 15% 772 2035 5,346 535 241 120 147 5,147 15% 772 Source: METI Study Team
b) Shopping Center
The calculation formula of the generation volume of the shopping center specified by the Japanese Manual is as follows:
(Total floor area) * 10,600 * α1 * α2 * (1- Intra Zonal Trip)
α1 = Deduction ratio by total floor area (0.7)
α2 = Deduction ratio by the distance from railway station (0.9)
Many visitors of the shopping center can be estimated as neighboring hotel guests and employees in the office, so the intra zonal trip is assumed as 90% of the total trip. For non-intra zonal trip visitors (remaining 10%), that of 10% is supposed to be from the airport terminal and the remaining 90% come from outside the airport terminal. The above formula can estimate both the visitors and staff who visit the shopping center, so 90% of the total is assumed as visitors and remaining 10% is assumed as staff.
Regarding the travel mode from outside the airport terminal, basically visitors visit the shopping center directly by 3-12 private car or Airport Express so they are not expected as APM passengers. For visitors coming from the airport terminal, it is assumed that everyone uses public transportation. Visitors from T3/T4 are half of APM and Airport Express and visitors from T1 are half of APM and Phase 4 for With case and non-Phase 4 for Without case.
On the other hand, the same metro share of airport terminal staff can be adopted for employees. Below Table 3-10 shows the results of passenger estimation of commercial facilities around Aerocity station and cargo area.
Table 3-10 Estimation Result of Aerocity Shopping Center Related Passenger (Unit: Person / day) Visitor Staff Total Year Visitor Exclude intra Visitor from T1→Aero T1→Aero DMRC T1→Aero Generation T4→Aero Staff volume volume trip Terminal (without) (with) (Phase3,4) (without) 2025 178,395 160,555 16,056 1,606 722 361 442 17,839 10% 1,784 2026 178,395 160,555 16,056 1,606 722 361 442 17,839 10% 1,784 2027 178,395 160,555 16,056 1,606 722 361 442 17,839 11% 1,962 2028 178,395 160,555 16,056 1,606 722 361 442 17,839 11% 1,962 2029 178,395 160,555 16,056 1,606 722 361 442 17,839 12% 2,141 2030 256,383 230,745 23,075 2,307 1,038 519 635 25,638 13% 3,333 2031 256,383 230,745 23,075 2,307 1,038 519 635 25,638 13% 3,333 2032 256,383 230,745 23,075 2,307 1,038 519 635 25,638 14% 3,589 2033 256,383 230,745 23,075 2,307 1,038 519 635 25,638 15% 3,846 2034 256,383 230,745 23,075 2,307 1,038 519 635 25,638 15% 3,846 2035 256,383 230,745 23,075 2,307 1,038 519 635 25,638 15% 3,846 Source: METI Study Team
Table 3-11 Estimation Result of Cargo Area Shopping Center Related Passenger (Unit: Person / day) Visitor Staff Trip Year Visitor Exclude Visitor T1→.Com T1→.Com Staff DMRC Airport generation T4→.Com Aero→.Com T1→.Com Volume intra trip from (without) (with) Volume (Phase3,4) express 2025 186,580 167,922 16,792 1,679 756 378 462 18,658 10% 15% 2,799 1,866 2026 186,580 167,922 16,792 1,679 756 378 462 18,658 10% 15% 2,799 1,866 2027 186,580 167,922 16,792 1,679 756 378 462 18,658 11% 16% 2,985 2,052 2028 186,580 167,922 16,792 1,679 756 378 462 18,658 11% 16% 2,985 2,052 2029 186,580 167,922 16,792 1,679 756 378 462 18,658 12% 17% 3,172 2,239 2030 186,580 167,922 16,792 1,679 756 378 462 18,658 13% 17% 3,172 2,426 2031 186,580 167,922 16,792 1,679 756 378 462 18,658 13% 18% 3,358 2,426 2032 186,580 167,922 16,792 1,679 756 378 462 18,658 14% 18% 3,358 2,612 2033 186,580 167,922 16,792 1,679 756 378 462 18,658 15% 19% 3,545 2,799 2034 186,580 167,922 16,792 1,679 756 378 462 18,658 15% 19% 3,545 2,799 2035 186,580 167,922 16,792 1,679 756 378 462 18,658 15% 20% 3,732 2,799 Source: METI Study Team
c) Office
The calculation formula of the generation volume of the shopping center specified by the Japanese Manual is as follows:
(Total floor area) * 4,500 * α1 * α2
α1 = Deduction ratio by total floor area (0.75)
α2 = Deduction ratio by the distance from railway station (0.7)
Regarding the travel mode, the same metro share as that of airport terminal staff can be adopted. Below Table 3-12 shows the result of passenger estimation of APM in the commercial facility around Aerocity station. In the With
3-13 case as mentioned in the preconditions, the Airport Express user gets off at the Aerocity station, and the Phase 3 user transfers to Phase 4 at the T1 station and gets off at the Aerocity station and then goes on foot. Table 3-12 Estimation Result of Office Staff Related Passenger (Unit: Person / day) Total DMRC T1→Aero Year generation (Phase3,4) (without) 2025 57,055 10% 5,706 2026 57,055 10% 5,706 2027 57,055 11% 6,276 2028 57,055 11% 6,276 2029 57,055 12% 6,847 2030 81,020 13% 10,533 2031 81,020 13% 10,533 2032 81,020 14% 11,343 2033 81,020 15% 12,153 2034 81,020 15% 12,153 2035 81,020 15% 12,153
Source: METI Study Team
7) Estimation after 2035
The APM passenger demand up to 2035 related to airport terminals is estimated based on the airport passenger demand which is indicated in the DIAL master plan. Since the number of airport passengers after 2035 is not described in the DIAL master plan, annual growth rate is applied to estimate the APM demand after 2035. Annual growth rate is referred to trends in 2013 to 2021 and 2022 to 2035. Estimation of annual growth rate is estimated lower than the trend of growth rate from 2013 to 2035 due to the capacity limit of the airport terminal itself and unclear future development progress.
Table 3-13 Growth Rate of Airport Passenger Year Domestic International Remarks 2013～2021 8.3% 7.0% Estimated by DIAL MP 2022～2035 4.2% 4.0% Estimated by DIAL MP 2036～2045 1.0% Estimated by the Study 2046～2055 0.5% Estimated by the Study Source: METI Study Team
8) Demand Forecast of Route 3
Demand forecast for route 3 is adjusted based on route 1 and route 2 as discussed above. The big influence on increasing the number of stations is Aerocity’s visitors and commuters.
It is assumed that most of the commercial facility visitors come from outside the terminal for route 1 and route 2, but it can be assumed that more people may access the terminal, since the travel distance becomes shorter because the number of station increases. Access from the terminal is assumed at 30% for route 3.
In addition, it is obvious that the metro share will be increased by increasing the number of stations. Metro share is
3-14 increased by 3% from the metro share of route 1 and route 2.
9) Demand Forecast Result
Estimation results are summarized in Table 3-14 below in each year and case.
Table 3-14 Estimation Result of With Case in 2025 (Routes 1, 2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 462 589 10,573 11,623
Com/Cargo 462 2,799 2,244 5,504
Aerocity 589 2,799 482 3,869
T1 11,226 2,244 482 13,951
12,277 5,504 3,869 13,298 34,947
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 3,119 3,119 T4 0 0 2,607 2,607 T4 462 589 4,847 5,897
Com/Cargo 0 0 0 0 Com/Cargo 0 2,799 1,866 4,664 Com/Cargo 462 0 378 840
Aerocity 0 0 0 0 Aerocity 0 2,799 0 2,799 Aerocity 589 0 482 1,070
T1 3,772 0 0 3,772 T1 2,607 1,866 0 4,473 T1 4,847 378 482 5,706 3,772 0 0 3,119 6,891 2,607 4,664 2,799 4,473 14,543 5,897 840 1,070 5,706 13,513 Source: METI Study Team
Table 3-15 Estimation Result of Without Case in 2025 (Routes 1, 2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 462 589 10,573 11,623
Com/Cargo 462 2,799 2,621 5,882
Aerocity 589 2,799 19,686 23,073
T1 11,226 2,621 19,686 33,534
12,277 5,882 23,073 32,880 74,112
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 3,119 3,119 T4 0 0 2,607 2,607 T4 462 589 4,847 5,897
Com/Cargo 0 0 0 0 Com/Cargo 0 2,799 1,866 4,664 Com/Cargo 462 0 756 1,217
Aerocity 0 0 0 0 Aerocity 0 2,799 11,077 13,876 Aerocity 589 0 8,609 9,198
T1 3,772 0 0 3,772 T1 2,607 1,866 11,077 15,550 T1 4,847 756 8,609 14,211 3,772 0 0 3,119 6,891 2,607 4,664 13,876 15,550 36,697 5,897 1,217 9,198 14,211 30,523 Source: METI Study Team
3-15
Table 3-16 Estimation Result of With case in 2035 (Route 1,2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 462 782 17,682 18,925
Com/Cargo 462 3,732 3,177 7,370
Aerocity 782 3,732 639 5,153
T1 18,710 3,177 639 22,526
19,954 7,370 5,153 21,498 53,974
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 4,989 4,989 T4 0 0 5,947 5,947 T4 462 782 6,746 7,989
Com/Cargo 0 0 0 0 Com/Cargo 0 3,732 2,799 6,530 Com/Cargo 462 378 840
Aerocity 0 0 0 0 Aerocity 0 3,732 0 3,732 Aerocity 782 639 1,421
T1 6,018 0 0 6,018 T1 5,947 2,799 0 8,746 T1 6,746 378 639 7,763 6,018 0 0 4,989 11,007 5,947 6,530 3,732 8,746 24,954 7,989 840 1,421 7,763 18,013 Source: METI Study Team
Table 3-17 Estimation Result of Without case in 2035 (Route 1,2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 462 782 17,682 18,925
Com/Cargo 462 3,732 3,554 7,748
Aerocity 782 3,732 34,766 39,280
T1 18,710 3,554 34,766 57,031
19,954 7,748 39,280 56,002 122,983
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 4,989 4,989 T4 0 0 5,947 5,947 T4 462 782 6,746 7,989
Com/Cargo 0 0 0 0 Com/Cargo 0 3,732 2,799 6,530 Com/Cargo 462 756 1,217
Aerocity 0 0 0 0 Aerocity 0 3,732 23,001 26,732 Aerocity 782 11,766 12,547
T1 6,018 0 0 6,018 T1 5,947 2,799 23,001 31,746 T1 6,746 756 11,766 19,267 6,018 0 0 4,989 11,007 5,947 6,530 26,732 31,746 70,956 7,989 1,217 12,547 19,267 41,021 Source: METI Study Team
3-16
Table 3-18 Estimation Result of With case in 2055 (Route 1,2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 536 907 20,530 21,974
Com/Cargo 536 3,732 3,237 7,505
Aerocity 907 3,732 742 5,382
T1 21,725 3,237 742 25,705
23,168 7,505 5,382 24,510 60,565
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 5,793 5,793 T4 0 0 6,905 6,905 T4 536 907 7,833 9,276
Com/Cargo 0 0 0 0 Com/Cargo 0 3,732 2,799 6,530 Com/Cargo 536 0 439 975
Aerocity 0 0 0 0 Aerocity 0 3,732 0 3,732 Aerocity 907 0 742 1,650
T1 6,987 0 0 6,987 T1 6,905 2,799 0 9,704 T1 7,833 439 742 9,014 6,987 0 0 5,793 12,780 6,905 6,530 3,732 9,704 26,871 9,276 975 1,650 9,014 20,915 Source: METI Study Team
Table 3-19 Estimation Result of Without case in 2055 (Route 1,2) (Unit: Person / day)
Total T4 Com/Cargo Aerocity T1
T4 536 907 20,530 21,974
Com/Cargo 536 3,732 3,676 7,944
Aerocity 907 3,732 37,666 42,305
T1 21,725 3,676 37,666 63,067
23,168 7,944 42,305 61,872 135,289
Transit T4 Com/Cargo Aerocity T1 Commuter T4 Com/Cargo Aerocity T1 Visitor T4 Com/Cargo Aerocity T1
T4 0 0 5,793 5,793 T4 0 0 6,905 6,905 T4 536 907 7,833 9,276
Com/Cargo 0 0 0 0 Com/Cargo 0 3,732 2,799 6,530 Com/Cargo 536 0 877 1,414
Aerocity 0 0 0 0 Aerocity 0 3,732 24,005 27,736 Aerocity 907 0 13,661 14,569
T1 6,987 0 0 6,987 T1 6,905 2,799 24,005 33,708 T1 7,833 877 13,661 22,371 6,987 0 0 5,793 12,780 6,905 6,530 27,736 33,708 74,880 9,276 1,414 14,569 22,371 47,630 Source: METI Study Team
Figure 3-8 Summary of Estimation Result of Routes 1 and 2 (Left: With Case, Right: Without Case) (Unit: Person / day)
70,000 160,000
60,000 140,000
120,000 50,000 100,000 40,000 Visitor Visitor 80,000 Commuter Commuter 30,000 Transit 60,000 Transit 20,000 40,000 10,000 20,000
0 0 2025 2035 2045 2055 2025 2035 2045 2055 Source: METI Study Team
3-17
The estimation result of route 3 is summarized below.
Table 3-20 Estimation Result of With case in 2025 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 462 491 491 491 10,573 12,506
Com/Cargo 462 0 2,799 0 2,244 5,504
Aerocity1 491 0 0 0 401 892
Aerocity2 491 2,799 0 0 401 3,691
Aerocity3 491 0 0 401 892
T1 11,226 2,244 401 401 401 14,674 13,160 5,504 892 3,691 892 14,020 38,158
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 3,119 3,119 T4 0 0 0 0 2,607 2,607 T4 462 491 491 491 4,847 6,780
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 2,799 0 1,866 4,664 Com/Cargo 462 0 0 0 378 840
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 0 0 Aerocity1 491 0 401 892
Aerocity2 0 0 0 0 0 0 Aerocity2 0 2,799 0 0 0 2,799 Aerocity2 491 0 0 0 401 892
Aerocity3 0 0 0 0 Aerocity3 0 0 0 0 0 0 Aerocity3 491 0 0 0 401 892
T1 3,772 0 0 0 0 3,772 T1 2,607 1,866 0 0 0 4,473 T1 4,847 378 401 401 401 6,428 3,772 0 0 0 0 3,119 6,891 2,607 4,664 0 2,799 0 4,473 14,543 6,780 840 892 892 892 6,428 16,724 Source: METI Study Team
Table 3-21 Estimation Result of Without case in 2025 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 462 491 491 491 10,573 12,506
Com/Cargo 462 0 2,799 0 2,621 5,882
Aerocity1 491 0 0 0 7,844 8,335
Aerocity2 491 2,799 0 0 7,844 11,133
Aerocity3 491 0 0 7,844 8,335
T1 11,226 2,621 7,844 7,844 7,844 37,380 13,160 5,882 8,335 11,133 8,335 36,726 83,570
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 3,119 3,119 T4 0 0 0 0 2,607 2,607 T4 462 491 491 491 4,847 6,780
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 2,799 0 1,866 4,664 Com/Cargo 462 0 0 0 756 1,217
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 4,493 4,493 Aerocity1 491 0 0 3,351 3,842
Aerocity2 0 0 0 0 0 0 Aerocity2 0 2,799 0 0 4,493 7,291 Aerocity2 491 0 0 0 3,351 3,842
Aerocity3 0 0 0 0 0 Aerocity3 0 0 0 0 4,493 4,493 Aerocity3 491 0 0 0 3,351 3,842
T1 3,772 0 0 0 0 3,772 T1 2,607 1,866 4,493 4,493 4,493 17,951 T1 4,847 756 3,351 3,351 3,351 15,656 3,772 0 0 0 0 3,119 6,891 2,607 4,664 4,493 7,291 4,493 17,951 41,500 6,780 1,217 3,842 3,842 3,842 15,656 35,180 Source: METI Study Team
3-18
Table 3-22 Estimation Result of With case in 2035 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 462 684 684 684 17,682 20,194
Com/Cargo 462 0 3,732 0 3,177 7,370
Aerocity1 684 0 0 0 559 1,243
Aerocity2 684 3,732 0 0 559 4,974
Aerocity3 684 0 0 559 1,243
T1 18,710 3,177 559 559 559 23,565 21,223 7,370 1,243 4,974 1,243 22,536 58,588
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 4,989 4,989 T4 0 0 0 5,947 5,947 T4 462 684 684 684 6,746 9,258
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 3,732 0 2,799 6,530 Com/Cargo 462 0 0 0 378 840
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 0 0 Aerocity1 684 0 0 559 1,243
Aerocity2 0 0 0 0 0 0 Aerocity2 0 3,732 0 0 0 3,732 Aerocity2 684 0 0 0 559 1,243
Aerocity3 0 0 0 0 Aerocity3 0 0 0 0 0 0 Aerocity3 684 0 0 0 559 1,243
T1 6,018 0 0 0 0 6,018 T1 5,947 2,799 0 0 0 8,746 T1 6,746 378 559 559 559 8,801 6,018 0 0 0 0 4,989 11,007 5,947 6,530 0 3,732 0 8,746 24,954 9,258 840 1,243 1,243 1,243 8,801 22,628 Source: METI Study Team
Table 3-23 Estimation Result of Without case in 2035 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 462 684 684 684 17,682 20,194
Com/Cargo 462 0 3,732 0 3,554 7,748
Aerocity1 684 0 0 0 17,792 18,475
Aerocity2 684 3,732 0 0 17,792 22,207
Aerocity3 684 0 0 0 4,614 5,298
T1 18,710 3,554 17,792 17,792 4,614 62,462 21,223 7,748 18,475 22,207 5,298 61,433 136,383
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 4,989 4,989 T4 0 0 0 0 5,947 5,947 T4 462 684 684 684 6,746 9,258
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 3,732 0 2,799 6,530 Com/Cargo 462 0 0 0 756 1,217
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 13,178 13,178 Aerocity1 684 0 0 4,614 5,298
Aerocity2 0 0 0 0 0 0 Aerocity2 0 3,732 0 0 13,178 16,909 Aerocity2 684 0 0 0 4,614 5,298
Aerocity3 0 0 0 0 0 0 Aerocity3 0 0 0 0 0 0 Aerocity3 684 0 0 0 4,614 5,298
T1 6,018 0 0 0 0 6,018 T1 5,947 2,799 13,178 13,178 0 35,101 T1 6,746 756 4,614 4,614 4,614 21,344 6,018 0 0 0 0 4,989 11,007 5,947 6,530 13,178 16,909 0 35,101 77,664 9,258 1,217 5,298 5,298 5,298 21,344 47,712 Source: METI Study Team
3-19
Table 3-24 Estimation Result of With case in 2055 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 536 794 794 794 20,530 23,448
Com/Cargo 536 0 3,732 0 3,237 7,505
Aerocity1 794 0 0 0 649 1,443
Aerocity2 794 3,732 0 0 649 5,175
Aerocity3 794 0 0 649 1,443
T1 21,725 3,237 649 649 649 26,910 24,642 7,505 1,443 5,175 1,443 25,716 65,924
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 5,793 5,793 T4 0 0 0 0 6,905 6,905 T4 536 794 794 794 7,833 10,750
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 3,732 0 2,799 6,530 Com/Cargo 536 0 0 0 439 975
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 0 0 Aerocity1 794 0 0 649 1,443
Aerocity2 0 0 0 0 0 0 Aerocity2 0 3,732 0 0 0 3,732 Aerocity2 794 0 0 0 649 1,443
Aerocity3 0 0 0 0 0 0 Aerocity3 0 0 0 0 0 0 Aerocity3 794 0 0 0 649 1,443
T1 6,987 0 0 0 0 6,987 T1 6,905 2,799 0 0 0 9,704 T1 7,833 439 649 649 649 10,219 6,987 0 0 0 0 5,793 12,780 6,905 6,530 0 3,732 0 9,704 26,871 10,750 975 1,443 1,443 1,443 10,219 26,273 Source: METI Study Team
Table 3-25 Estimation Result of Without case in 2055 (Route 3) (Unit: Person / day)
Total T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 536 794 794 794 20,530 23,448
Com/Cargo 536 0 3,732 0 3,676 7,944
Aerocity1 794 0 0 0 19,037 19,831
Aerocity2 794 3,732 0 0 19,037 23,562
Aerocity3 794 0 0 5,357 6,151
T1 21,725 3,676 19,037 19,037 5,357 68,832
24,642 7,944 19,831 23,562 6,151 67,638 149,767
Transit T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Commuter T4 Com/CargoAerocity1Aerocity2Aerocity3 T1 Visitor T4 Com/CargoAerocity1Aerocity2Aerocity3 T1
T4 0 0 0 0 5,793 5,793 T4 0 0 0 0 6,905 6,905 T4 536 794 794 794 7,833 10,750
Com/Cargo 0 0 0 0 0 0 Com/Cargo 0 0 3,732 0 2,799 6,530 Com/Cargo 536 0 0 0 877 1,414
Aerocity1 0 0 0 0 0 0 Aerocity1 0 0 0 0 13,679 13,679 Aerocity1 794 0 0 0 5,357 6,151
Aerocity2 0 0 0 0 0 0 Aerocity2 0 3,732 0 0 13,679 17,411 Aerocity2 794 0 0 0 5,357 6,151
Aerocity3 0 0 0 0 0 0 Aerocity3 0 0 0 0 0 0 Aerocity3 794 0 0 0 5,357 6,151
T1 6,987 0 0 0 0 6,987 T1 6,905 2,799 13,679 13,679 0 37,062 T1 7,833 877 5,357 5,357 5,357 24,782 6,987 0 0 0 0 5,793 12,780 6,905 6,530 13,679 17,411 0 37,062 81,588 10,750 1,414 6,151 6,151 6,151 24,782 55,399 Source: METI Study Team
3-20
Figure 3-9 Summary of Estimation Result of Route 3 (Left: With Case, Right: Without Case) (Unit: Person / day)
70,000 140,000
60,000 120,000
50,000 100,000
40,000 Visitor 80,000 Visitor
30,000 Commuter 60,000 Commuter Transit Transit 20,000 40,000
10,000 20,000
0 0 2025 2035 2045 2055 2025 2035 2045 2055
Source: METI Study Team
Differences are almost double between the With case and Without case in 2025. Especially, the passenger demand difference between Aerocity station and T1 station is large. It is superior to use Delhi Metro than APM because of the free charge for the first ride if it is both Delhi Metro. In the case of With case, there is demand of accessing T1 from Aerocity station and accessing Aerocity from T1 by Phase 4. In the Without case, on the other hand, APM will deal with all passenger demand between T1 and Aerocity station.
Alignment
(1) Design Condition
1) Design Standards for Alignment
Design standards for alignment are as shown in Table 3-1.
Table 3-26 Design Standards for Alignment Item Standard Remarks Maximum Operation Speed 80 km/h Main Line 100 m Exceptional case: Absolute minimum 30 m Minimum Along Platform 300 m In principle, straight line along platform Curve Radius Siding 30 m Main Line 60 ‰ Maximum Turnout Section 30 ‰ Gradient APM Stop No parking section and No coupling/decoupling 5 ‰ Section section: 10 ‰ Minimum Gradient (Underground 2 ‰ 0 ‰ in station yard Section) Vertical Curve Radius 1000 m Exceptional case: Absolute minimum 500 m Train Length 23.5 m 11.75 m × 2 cars Two trains can be accommodated in a station for Platform Length 60 m emergency. Source: METI Study Team
2) Maximum Curve Passing Speed
The curve passing speed for each curve radius is given by the following formula. In the case of cant 12% and
3-21 cant deficiency 0.08G, the maximum curve passing speed is the value shown in Table 3-2.
V = √((127×R×(α+C/100))
Where, V : Curve passing speed (km/h) R : Curve radius (m) α : Cant deficiency (G) C : Cant (%)
Table 3-27 Maximum Curve Passing Speed
Curve Radius Curve Passing Speed Curve Radius Curve Passing Speed
30 m 27.6 km/h 150 m 61.7 km/h 50 m 35.6 km/h 175 m 66.7 km/h 70 m 42.2 km/h 200 m 71.3 km/h 100 m 50.4 km/h 250 m 79.7 km/h 125 m 56.3 km/h 300 m 87.3 km/h Source: METI Study Team
(2) Outline of Route Plan
Although the route plan in this study was based on the original route plan made by DIAL (refer to Figure 3-2), a few alternatives were also studied. The outline and purpose of alternatives are summarized below.
Table 3-28 List of Alternative Routes in the Study Route No Outline Purpose of Alternative Figure Number Route 1 Revised Original - Figure. 3-11 Route 2 At-grade detour Minimize initial cost by making detour with at-grade Figure. 3-13 plan structure. The route runs around the south runway at-grade. Route 3 Passing through Maximize the passenger demand from Aerocity by locating Figure. 3-15 Aerocity plan multiple stations inside Aerocity. Source: METI Study Team
3) Route 1
a) T4 Station
T4 station is located in the elevated structure on the north side of the Airport Express's airport station. The height of the T4 station needs to be higher than the general elevated station in order to overpass the elevated road (CP1) to the terminal building departure floor, and the height of T4 station is 18.1 m from the ground level to the rail level.
b) Between T4 Station and Commercial/Cargo Station
The piers are built in the median strip of Terminal 2B Road, and the route passes through the center of the road. The rail level of this section is determined by the height of the Commercial/Cargo station, and it is 14.0 m from the ground level to the rail level.
In the original route plan, the alignment goes along the center of Central Spine Road. The alignment has been shifted to Terminal 2 Road as two tunnels of Delhi Metro Airport Expresss Line go along the underground of Central Spine 3-22
Road and it interferes with the substructure of APM. Station in the commercial area has been located in the center of the future commercial area so that the demand from commercial facilities can be maximized. Route along the Central Spine Road has also been shifted to the northern side of the road to avoid interference with Delhi Metro Airport Express.
Figure 3-10 Route Plan between T4 to Commercial/ Cargo Station
112.47m 177.52m 143.88m 134.12m 290.62m 13.12m 33.95m 33.95m
LP-8A-01 9.86m LP-8B-01 LP-8B-02 LP-8B-03 LP-8B-04 1.34 ha (3.30 ac) 1.78 ha (4.39 ac) 1.48 ha (3.65 ac) 1.38 ha (3.40 ac) 2.81 ha (6.94 ac) 9.86m 45.54m 102.73m 102.73m 99.86m 102.73m 102.73m 102.73m Land 13,372 m2 Land 17,775m2 102.73m Land 14,781 m2 Land 13,778 m2 Land 28,100 m2 46.87m 14.38m 46.87m
145.96m 177.52m 143.88m 134.12m 38.56m 222.78m APM Route 21.40m
.41m Station
68.72m 156.50m 171.50m 156.50m 109.17m 53.49
128.54m R39.45m 500m LP4-01 LP4-02 LP4-03 LP4-04 LP4-05 2.40 ha (5.93 ac) 2.27 ha (5.60 ac) 2.48 ha (6.14 ac) 2.27 ha (5.60 ac) 2.06 ha (5.09 ac) 144.88m Land 23,989 m2 144.88m 144.88m Land 22,674 m2 144.88m 144.88m Land 24,847 m2 144.88m 144.88m Land22,674m2 144.88m Land 20,605 m2 93.40m
186.50m 156.50m 171.50m 156.50m 144.47m
Source: Prepared by the METI Study Team based on the drawing provided by DIAL
c) Commercial/Cargo Station
Between Commercial/Cargo station and Aerocity station, the Airport Express Metro is running under IGI Road, so the route of this section is set outside the IGI Road. Therefore, Commercial/Cargo station is also set outside the road, and the height of the elevated station is 14.0 m from the ground level to the rail level.
d) Between Commercial/Cargo Station and Aerocity Station
The route of this section is set outside the road site of IGI Road, and it is an elevated section basically. However, for the intersection with the taxiway (CP 2), it is an at-grade section passing under the taxiway. There is an at-grade road between the intersection and Aerocity station (CP 3), and the APM route crosses over this at-grade road.
e) Aerocity Station
The route of this section is located outside the road site of Northern Access Road so as to arrange a transition section from the elevated section to the underground section between Aerocity station and the runway. Therefore, Aerocity station is also located outside the road site. Aerocity station is an elevated station with 14.0 m height from the ground level to the rail level.
f) Between Aerocity Station and T1 Station
The APM route is at an underground section at the runway crossing (CP 4). In order to prevent the impact load of landing airplane from affecting the APM shield tunnel, the location of the APM route should be avoided under the runway.
g) T1 Station
T1 station is located as an underground structure on the west side of the station of Metro Magenta line. The depth of T1 station from the ground level to the rail level is 15.0 m assuming a general underground station.
3-23
Figure 3-11 Outline of Route1
Source: METI Study Team
3-24
Figure 3-12 Route1 Profile
T1 sta. T1 -15.000 -15.000 0.00
5K315M000
0.00 -15.000 345 3
L
0.00 -15.000
-15.000
-14.998 2
-14.868 0.00 166
1
CL=4M
R=1000
R120 -14.667 0.00
5K
-14.467 0.00
9
-14.267 0.00
8
-14.066 0.00
7 2
0.00 -13.866
6
0.00 -13.666
R300 5
0.00 -13.465
4
Runway
0.00 -13.265
-12.731 3
-13.123
-11.481 0.00
2 229
-5.818 4K100M000 `4K820M000 0.00 R=1000 CL=56M
1
-0.156 0.00
R250
4K
5.506 56.6 0.00
9
11.169 0.00
13.579 14.000 8
14.000 0.00 3K595M000 750
7
Aerocity sta. Aerocity
R=1000 CL=58M 0.00 14.000
6
14.000 0.00
5
Road
L 0.00 14.000 3K370M000
4
R100
0.00 14.000
3
0.00 14.000
14.000 13.550 2
0.00 10.129 165
1
R=1000 CL=60M
0.00 4.173
59.6 1.050
0.600 3K
0.00 0.600
940
9 Taxiway
2K820M000
R=1000 0.00 CL=60M 0.600
L
8
1.050 0.600 0.00
7
0.00 6.556
R=1000 CL=60M 6
0.00 59.6 12.498
14.000
13.550 5
14.000 0.00 475
4 R=1000
CL=60M
0.00 14.000
3
14.000 0.00
2
14.000 0.00
1
14.000 0.00
2K
0.00 14.000
9
0.00 14.000
8
1K530M000
14.000 0.00
7
14.000 0.00 Commercial/Cargo sta. Commercial/Cargo
6
14.000 L 0.00
5
14.000 0.00
4
14.000 0.00
3
R30
0.00 14.000
2
0.00 14.000 R30
1
14.000 0.00
1K
14.000 0.00
9
0.00 14.000
8
0.00 14.000
7 0K310M000
0.00 14.085 14.000 6
R=1000 0.00 CL=26M 16.412
18.015 5
24.1 18.100
Terminal Building Access Road Access Building Terminal 0.00 18.100
4 430
R350
18.100 0.00
R=1000 3 CL=26M
18.100 0.00 L
2
R125
0.00 18.100
T4 sta. T4
1
0K030M000
0.00 18.100 18.100 0K 0.000 20.000 40.000 30.000 10.000 -10.000 DL=-20.000 RL CURVE GRADIENT CHAINAGE GL
Source: METI Study Team 3-25
4) Route 2
a) Between T4 Station and Intersection with Taxiway
The alignment between T4 station and the intersection with taxiway is the same as Route 1 described above.
b) Between Intersection with Taxiway and Aerocity Station
The alignment between intersection with Taxiway and Aerocity station is the same as Route 1 described earlier in this section.
c) Aerocity Station
Aerocity station is located on the south side of Aerocity Metro station of the Airport Express line in an elevated structure. The height of Aerocity station from the ground level to the rail level is assumed to be that of a general elevated station and it is 14.0 m.
d) Between Aerocity Station and Runway Crossing Section
Since the runway crossing section (CP 5) is an at-grade section, the transition section from the elevated section to the at-grade section is arranged between Aerocity station and the runway crossing section. The route of this section runs parallel to the west side of the Expressway NH8 (elevated road). Since the Airport Express line runs underground near the runway, APM runs on the ground above the Airport Express line. Since it is not possible to construct the foundation of the APM structure in the section running above the Airport Express line, it is necessary to arrange the transition section before this section.
e) Between Runway Crossing Section and T1 Station
APM runs on the ground in the section running parallel to the north side of the runway. And the APM is an elevated section that crosses over the at-grade road at CP6. Therefore, it is necessary to set a transition section also in this section, and it is located in a place not affecting the underground structure of the Metro Magenta line under construction now.
f) T1 Station
T1 station is located in an elevated structure on the west side of the station of the Metro Magenta line. The height of T1 station from the ground level to the rail level is 14.0 m assuming a general elevated station.
3-26
Figure 3-13 Outline of Route 2
Source: METI Study Team
3-27
Figure 3-14 Route 2 Profile
T1 sta. T1 0.00 14.000 14.000
7K140M000
7K020M000 0.00 14.000 171
1
Road(Overpass)
0.00 14.000
L
7K
R70 0.00 14.000 9
R40 0.00 13.855 14.000
Road
8
0.00 6K740M000 10.691
R=1000
CL=34M `7K000M000 7 R30
0.00 7.383 6
33.1 0.00 4.074
5 R1000
0.00 0.837 0.600
0.745 4
395 0.00 0.600
R1000
R=1000 CL=34M 3
0.00 0.600
2
0.00 0.600
1
0.00 0.600
6K
0.00 0.600
9
0.00 0.600
8
0.00 0.600
7
0.00 0.600
6
0.00 0.600 R50
5
0.00 L 0.600
4
0.00 0.600
3
R1000 0.00 0.600
2 Runway
0.00 0.600
1
0.00 0.600
5K
5K000M000 `5K560M000 0.00 0.600 9
R400 0.00 0.600
8
0.00 0.600
7
0.00 0.600
6
0.00 0.600 0.685
5
0.00 3.036
R=1000 CL=26M 4
0.00 5.473
3
0.00 7.909
2
24.4
0.00 10.345
1
0.00 12.782
Road 14.000
13.915 4K
3K905M000
0.00 14.000 R200 950 9
R=1000
CL=26M 0.00 14.000
3K680M000 8
Aerocity sta. Aerocity
0.00 14.000
7
0.00 14.000 Road
6
3K445M000 3K520M000
L 0.00 14.000
Road(Overpass) 5 R250
Road
0.00 14.000
3K375M000
4
0.00 14.000
R260 3
0.00 14.000
14.000
13.550 2
0.00 10.129 165
1
R=1000 CL=60M
0.00 4.173
59.6 1.050
0.600 3K
0.00 0.600
940
9 Taxiway
2K820M000
R=1000 0.00 CL=60M 0.600
L
8
0.00 1.050 0.600
7
0.00 6.556
R=1000 CL=60M 6
0.00 59.6 12.498
14.000
13.550 5
0.00 14.000 475
4 R=1000
CL=60M
0.00 14.000
3
0.00 14.000
2
0.00 14.000
1
0.00 14.000
2K
0.00 14.000
9
0.00 14.000
8
1K530M000
0.00 14.000
7
0.00 14.000 Commercial/Cargo sta. Commercial/Cargo
6
0.00 L 14.000
5
0.00 14.000
4
0.00 14.000
3
R30
0.00 14.000
2
0.00 14.000 R30
1
0.00 14.000
1K
0.00 14.000
9
0.00 14.000
8
0.00 14.000
7 0K310M000
0.00 14.085 14.000 6
R=1000 0.00 CL=26M 16.412
18.015 5
24.1 18.100
Terminal Building Access Road Access Building Terminal 0.00 18.100
4
430
R350
0.00 18.100
3 R=1000
CL=26M
0.00 18.100 L
2
R125
0.00 18.100
T4 sta. T4
1
0K030M000
0.00 18.100 18.100 0K 0.000 40.000 30.000 20.000 10.000 -10.000 DL=-20.000 CURVE CHAINAGE GRADIENT GL RL
Source: METI Study Team 3-28
5) Route 3
g) Between T4 Station and Commercial/Cargo Station
The alignment between T4 station and Commercial/Cargo station is the same as Route 1 described above.
h) Between Commercial/Cargo Station and Aerocity 1 Station
Aerocity 1 station, Aerocity 2 station, and Aerocity 3 station in Aerocity are underground stations for landscape reasons. Therefore, it is necessary to arrange a transition section from elevated to underground between Commercial/Cargo station and Aerocity 1 station. In addition, the APM route needs to cross IGI Road in this section. In case the transition section is arranged on the north side of IGI Road, although APM route will cross IGI Road under the ground, it is difficult to cross under the ground since the Airport Express line runs under the ground of IGI Road. From the above, the APM route will cross over IGI Road in an elevated structure (CP 2), and the transition section is set on the south side of IGI Road.
i) Aerocity 1 Station, Aerocity 2 Station, and Aerocity 3 Station
Aerocity 1 station, Aerocity 2 station, and Aerocity 3 station are underground stations for landscape reasons. The depth of Aerocity 1 station from the ground level to the rail level is 15.0 m assuming a general underground station. APM route crosses under the Airport Express line after Aerocity 2 station (CP 4). Therefore, Aerocity 2 station is located deeper than a general underground station, and the depth from the ground level to the rail level is 25.8 m. The depth of Aerocity 3 station from the ground level to the rail level is 17.38 m to ensure the minimum gradient of 2 ‰ in the underground section.
j) Between Aerocity 3 Station and T1 Station
The APM route is at underground section at the runway crossing (CP 5). In order to prevent the impact load of landing airplane from affecting the APM shield tunnel, the location of the APM route should be avoided under the runway.
k) T1 Station
T1 station is located as an underground structure on the west side of the station of Metro Magenta line. The depth of T1 station from the ground level to the rail level is 15.0 m assuming a general underground station.
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Figure 3-15 Outline of Route 3
Source: METI Study Team
3-30
Figure 3-16 Route 3 Profile
0.00 -15.000
T1 sta. T1 -15.000
0.00 -15.000 6K090M000
1
120
-15.000 0.00
L
6K
0.00 -15.000 -15.000 -15.001 9
890 -15.180 0.00 R120
CL=2M R=1000 8
0.00 -15.380
7
0.00 -15.580
6
-15.780 0.00
5
0.00 -15.980
4
-16.180 0.00
3 2
-16.380 0.00 2
Runway
R300 0.00 -16.580
1
-16.780 0.00
5K
-16.980 4K920M000 `5K600M000 0.00
9
0.00 -17.180
8 4K650M000
-17.379 -17.380 0.00 Aerocity3 sta. Aerocity3
7 CL=2M
R=1000
-17.452 -17.380 L 0.00
6
0.00 -19.596
5
-21.812 R=1000 0.00 4K185M000 CL=24M
4
22.2
0.00 -24.027
Metro Airport Express Airport Metro -25.728 3
-25.800
0.00 -25.800
2
220 4K040M000
0.00 -25.800
Aerocity2 sta. Aerocity2 R=1000 CL=24M
R80 L 1
0.00 -25.798 -25.800
-25.728 4K
990 -23.816 0.00
R=1000 9 CL=24M
0.00 -21.612
8
0.00 22 -19.408
7
R100
-17.204 0.00
6 3K450M000
0.00 -15.072 -15.000 Aerocity1 sta. Aerocity1
5
R=1000
CL=24M 0.00 -15.000 L -14.968
4
0.00 -13.538
3
0.00 R=1000 -12.077 CL=16M 2
R40
0.00 -10.615
1
-9.154 14.6 0.00
R40
3K
-7.692 0.00
Taxiway 9
2K830M000
-6.231 0.00
-5.500 -5.258 8
0.00 -2.600 750 7
R=1000 CL=44M 0.00 3.200
58 6
9.000 0.00 8.662
5
0.00 9.714
R=1000 CL=52M 4
10.429 0.00
3
11.143 0.00
2
11.857 7.1 0.00
1
R500 12.571 0.00
2K
13.286 Road 0.00
9
13.992 14.000 0.00
8
1K530M000
0.00 14.000 CL=8M
R=1000 7
1K680M000 `2K310M000
14.000 0.00 Commercial/Cargo sta. Commercial/Cargo
R500 6
14.000 0.00
5
14.000 0.00
4
14.000 0.00
3
R30
14.000 0.00
2 L
0.00 14.000 R30
1
0.00 14.000
1K
14.000 0.00
9
14.000 0.00
8
14.000 0.00
7 0K310M000
14.000 14.085 0.00 6
R=1000 CL=26M 16.412 0.00
18.015 5
24.1 18.100
Terminal Building Access Road Access Building Terminal 18.100 0.00
4 430
R350
0.00 18.100
3 R=1000
CL=26M
0.00 18.100 L
2
R125
18.100 0.00
T4 sta. T4
1
0K030M000
0.00 18.100 18.100 0K 0.000 20.000 10.000 -30.000 -20.000 -10.000 DL=-40.000 GRADIENT RL CURVE CHAINAGE GL
Source: METI Study Team 3-31
Planning for Railway System and Rolling Stock
To realize the smooth operation of the APM system, the following subsystems shall be installed in the APM system as per Figure 3-17:
- Rolling Stock
- Power Supply System
- Signalling System
- Communication System
Figure 3-17 Overview of APM System Configuration
OCC Train Operation carried out by ATS & Telecommunication System Power System Operation carried out by P-SCADA Legend Facilities Management carried out by F-SCADA Power Line Network for Telecommunication Signalling Line Communication Line Network for Signalling Radio Wave
Wayside Facilities Station Facilities and Signalling System Telecommunication System Lights Depot Facilities ATP System Telecommunication System Drainage system Lights, Escalator, Pumps, ATO System CCTV System Interlocking System PA System and more ... UPS, HVAC, Elevator, and more ... Radio Radio
Antenna for Antenna for Signalling Telecommunication Rolling Stock Stations and Depot Run under ATP/ATO limitation Contact Line Driven by Fed Electricity Power Switch Controlled by Operator and OCC Run on Track Beam Machine
Track Guiderail
Substation
Supplied from Airport Root Bus Wayside Signal
Source: METI Study Team
(1) Rolling Stock
6) Main Specifications
Table 3-29 shows the main specifications of the APM rolling stock for this project. The train operation plan and design of power supply system were based on these specifications, and these study results (refer to Sections 3.4.3(2) and 3.4.4) justify the conformity of these specifications to the requirements of this project.
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Table 3-29 Main Specification of APM Rolling Stock for this Project Item Train Mc1 Mc2 Train Configuration Mc1-Mc2 All motor cars, Two cars per train fixed configuration (Married Pair) Longitudal Length 23,500 11,750 11,750 (Coupler head-to-head) (Coupler head-to-surface) (Coupler head-to-surface) Car Width 2,795 Car Height 3,795 Floor Level from Track 1,145 Level Wheelbase 6,700 Tare Weight 30.8 t 15.4 t 15.4 t Maximum Weight 46.0 t 23.0 t 23.0 t Maximum Passenger See latter part Capacity (AW2) Electricity Type 750 V DC, Rigid Multiple Conductor, Contact Line Main Controller VVVF Inverter with Regenerative Braking Function Traction Motor AC Squirrel-Cage Type 3-phase Induction Motor, 115 kW * 4 sets/train Braking Equipment Electric Command Type Electromagnetic Straight Air Brake Equipment with Load Compensating Control and Regenerative Braking Function Maximum Operation 80 km/h Speed Starting Acceleration 3.5 km/h/s Rate Deceleration Rate Maximum Service Brake: 3.5 km/h/s (with Load Compensating Control) Emergency Brake: 4.5 km/h/s (with Load Compensating Control) Safety Brake: 4.5 km/h/s (without Load Compensating Control) Maximum Gradient 60 ‰ Minimum Radius 30 m Car Structure Light Aluminum Alloy, Double-skin Structure Seat See latter part Door 2 sets / side / car (Total 8 sets per train) Emergency Door 1 set / front mask (Total 2 sets per train) Air Conditioner Roof Installation Type Unit Cooler Heater Reflector Type Aluminum Sheathed Heater Bogie Side Guide Type, Axle Turning Bogie with 4 Guiding Wheels Source: METI Study Team
7) Seat Arrangement
The passenger capacity of the train consists of the seating passenger capacity and the standing passenger capacity, and generally, increasing the seats decreases the total passenger capacity. Normally, the total length of airport APM is around 2 km to 3 km, so less quantity of seats in the car does not degrade the passenger service quality. However, the line length will be longer than other airport APM system, e.g., Route 1 will be over 5.0 km and Route 2 will be
3-33 over 7.0 km. Therefore, it will be needed to prepare enough seats in the train. Considering this situation, a total of five seat arrangements are proposed and compared below to choose the best alternative.
l) Alternative 1: Standard of Airport APM
Figure 3-18 Standard Seat Arrangement for Airport APM
24.71m2 is Available 24.71m2 is Available for Standing Passenger for Standing Passenger
Source: METI Study Team
Table 3-30 Passenger Capacity, Quantity of Seat, and Maximum Weight for Alternative 1 Item Mc1 Mc2 Total Passenger Capacity 106 106 212 Quantity of Seat 8 8 16 Maximum Weight [t] 22.82 22.82 45.64 Source: METI Study Team
Although this alternative has a problem as per above, this alternative is proposed because it is the standard arrangement. This alternative will provide the best transportation ability among all alternatives.
m) Alternative 2: Adopt Foldable Seat Partially
Figure 3-19 Seat Arrangement in Case of Foldable Seat Adopted Partially
22.15m2 is Avai Seat closing for Standing Pa
Seat opening
Source: METI Study Team
3-34
Table 3-31 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 2 Seat Opening Seat Closing Item Mc1 Mc2 Total Mc1 Mc2 Total Passenger Capacity 94 94 188 96 96 192 Qty. of Seat 22 22 44 8 8 16 Maximum Weight [t] 21.98 21.98 43.96 22.12 22.12 44.24 Source: METI Study Team
The seat arrangement of this alternative adopts the “Foldable Seat” partially which provides the seat quantity variation at peak hour and off-peak hour. Although there is not so significant difference of the passenger capacity between seat opening case and closing case, this alternative will provide enough wide space for airport users who have large luggage.
n) Alternative 2.5: Adopt Foldable Seat for All Seats
Figure 3-20 Seat Arrangement in Case of Foldable Seat Adopted for All Seats
24.45m2 is Avail Seat closing for Standing Pa
Seat opening
Source: METI Study Team
Table 3-32 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 2.5 Seat Opening Seat Closing Item Mc1 Mc2 Total Mc1 Mc2 Total Passenger Capacity 94 94 188 97 97 194 Qty. of Seat 22 22 44 0 0 0 Maximum Weight [t] 21.98 21.98 43.96 22.19 22.19 44.38 Source: METI Study Team
This alternative is the expanded proposal of Alternative 2.
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o) Alternative 3: Zig Zag Arrangement
Figure 3-21 Zig Zag Seat Arrangement
21.85m2 is Available for Standing Passenge
Source: METI Study Team
Table 3-33 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 3 Item Mc1 Mc2 Total Passenger Capacity 101 101 202 Qty. of Seat 14 14 28 Maximum Weight [t] 22.47 22.47 44.94 Source: METI Study Team
This alternative provides both enough quantity of seats and enough wide space at the car center.
p) Alternative 4: Connect the Different Seat Arrangement Cars
Figure 3-22 Seat Arrangement in Case of Connecting the Different Seat Arrangement Cars
24.71m2 is Available for Standing Passenger
Source: METI Study Team
3-36
Table 3-34 Passenger Capacity, Qty. of Seat, and Maximum Weight for Alternative 4 Item Mc1 Mc2 Total Passenger Capacity 106 94 202 Qty. of Seat 8 22 30 Maximum Weight [t] 22.82 21.98 44.80 Source: METI Study Team
According to the demand forecast study results (refer to Section 3.4.1), the property of this APM passenger can be classified simply into two classes, i.e., terminal transit user (long distance, few passengers), and commercial user (short distance, much passengers). Therefore, it will be effective to divide the car for each user, that is, Mc1 is for commercial user, and Mc2 is for terminal transit user.
q) Discussion Result
As a result of the discussion with the counterpart, Alternative 2 was selected as the primary specification because the counterpart would like to conform to the variation of demand.
(2) Power Supply System
8) Basic Requirements
r) Classification of the Facility of Power Supply System
The electricity demand of APM system is classified into two classes like in the MRT as follows:
- Electricity for Driving of Train
- Electricity for Driving of Auxiliary and/or Service Facilities
The load for train driving is always varied instantaneously and has low load factor. On the other hand, the load for auxiliary and/or service facility driving is highly stable and has high load factor. Therefore, it is effective to install two individual types of electricity transformation/supplying station for each purpose like in the MRT examples. The electricity station for train driving is called Substation Equipment for Traction or “SET”, and for auxiliary and/or service facility driving, it is called Substation Equipment for Passenger service or “SEP”.
In the APM application, the coverable section length of one SET is around 2 km to 3 km, so Route 1 and Route 3 need 2 SETs and Route 2 needs 3 SETs. On the other hand, all stations need the installation of SEP because all stations have facilities of signalling, communication, lighting, HVAC, and so on.
s) Reliability Requirement
N-1 criteria shall be applied to the electricity power supply system for the train driving and the significant loads for continuing the train operation and/or assuring of system safety. That means that the normal operation shall not be interrupted by any single point failure. In case of double failure or a more serious situation, the degraded operation which depends on the seriousness of failure shall be carried out.
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t) Electricity Demand for Train Driving
Figure 3-23 Time Development of Peak Power Consumption for Train Driving
Traction Peak Power Consumption 16000.0
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0 Traction Peak Power Consumption [kW] Traction Power Peak
2000.0
0.0 2025 2030 2035 2040 2045 2050 2055 Route 1 With 4594.0 4898.3 5758.6 5758.6 5758.6 6031.3 6031.3 Route 2 With 6494.6 6920.4 8122.4 8122.4 8122.4 8502.9 8502.9 Route 3 With 5315.6 6017.5 6681.4 7001.8 7001.8 7001.8 7001.8 Route 1 Without 6810.8 8037.0 9412.5 9633.9 9872.4 9872.4 10085.7 Route 2 Without 9597.9 11304.7 13215.0 13522.1 13852.8 13852.8 14148.4 Route 3 Without 6681.4 7926.5 9374.0 9374.0 9374.0 9665.6 9665.6
Source: METI Study Team
Figure 3-23 shows the analysis result of peak power consumption of train driving according to the specification of the APM rolling stock (refer to Section 3.4.3 (1)) and train operation plan (refer to Section 3.4.4). The calculation condition for the capacity of SET was according to N-1 criteria and the data in FY2055. The reason of choosing FY2055 data for calculation condition is to avoid the future additional investment due to increase of transportation demand because there is no way to reinforce the power system facility except for replacement.
Although the options of power supply to the train are 750 V DC and 600 V AC-3p, the 750 V DC system was selected because in case of 600 V AC system, serious voltage drop will be assumed by low voltage of original supplied power and adding of AC impedance to the contact line.
u) Electricity Demand for Auxiliary Facility Driving
The load condition for one station is assumed as follows:
Table 3-35 Auxiliary Load Station Class Auxiliary Load [kW] Elevated Station 400 Underground Station 2,500 Source: Detailed Project Report for Ahmedabad Metro Rail Project (Phase-I), prepared by DMRC
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v) Power Source for APM System
The electricity power for driving the whole APM system will be supplied from the substation which is operated and managed by the airport: Aerocity substation. The location of Aerocity substation is around (28º33’0.89”N, 77º6’93”E), and it can supply 11 kV and 33 kV electricity power to the airport facilities. The 11 kV system managed by Aerocity substation can supply 5.0 MW per feeder, then the power supply system for this APM system will be designed considering supply by 11 kV system.
Figure 3-24 Location of Aerocity Substation
Source: Google Earth
9) System Configuration of Power Supply System
Figure 3-25 to Figure 3-30 show the system configurations of the power supply system for this APM system which includes the consideration of the above technical conditions.
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Figure 3-25 Single Line Diagram for Whole APM System (Route 1 / With Case)
Source: METI Study Team
3-40
Figure 3-26 Single Line Diagram for Whole APM System (Route 1 / Without Case)
Source: METI Study Team
3-41
Figure 3-27 Single Line Diagram for Whole APM System (Route 2 / With Case)
Source: METI Study Team
3-42
Figure 3-28 Single Line Diagram for Whole APM System (Route 2 / Without Case)
Source: METI Study Team
3-43
Figure 3-29 Single Line Diagram for Whole APM System (Route 3 / With Case)
Source: METI Study Team
3-44
Figure 3-30 Single Line Diagram for Whole APM System (Route 3 / Without Case)
Source: METI Study Team
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w) Common Technical Features among All Cases
- Loop circuit configuration is adopted to assure receiving from over two circuits at 750 V DC bus and 11 kV AC bus.
- To reuse the regenerated electricity efficiency and to prevent the loss of regenerative braking, the regenerative inverters are installed in each SET.
- To protect the contact line from overvoltage, the regenerative resistances are installed in each SET.
- To assure the power supplying ability to the vital auxiliary facilities in case of power system failure situation, UPS backed-up system and normal system are installed for each voltage class. And then, these systems shall be sectioned in the failure situation.
x) Technical Difference among All Cases
Table 3-36 Difference Between Each Single Line Diagram Item Metro Route 1 Route 2 Route 3 SET Capacity [kW] With 5,800 (Commercial/Cargo) 4,600 (Commercial/Cargo) 6,200 (Commercial/Cargo) 5,000 (Aerocity) 4,600 (Aerocity) 6,200 (Aerocity 2) 4,200 (T1) Without 10,000 (Commercial/Cargo) 7,800 (Commercial/Cargo) 8,400 (Commercial/Cargo) 8,200 (Aerocity) 7,800 (Aerocity) 8,400 (Aerocity 2) 6,800 (T1) SEP Capacity [kW] With and 400 (T4/El.) 400 (T4/El) 400 (T4/El) Without 400 (Commercial/Cargo/El.) 400 (Commercial/Cargo/El) 400 (Commercial/Cargo/El) 400 (Aercocity/El.) 400 (Aerociy/El) 2,500 (Aerocity 1/El) 2,500 (T1/UG) 400 (T1/El) 2,500 (Aerocity 2/UG) 2,500 (Aerocity 3 /UG) 2,500 (T1/UG) Qty. of Feeder With 3 (Commercial/Cargo) 3 (Commercial/Cargo) 3 (Commercial/Cargo) between each SET 3 (Aerocity) 2 (Aerocity) 4 (Aerocity 2) and Aerocity S/S 2 (T1) Without 4 (Commercial/Cargo) 3 (Commercial/Cargo) 4 (Commercial/Cargo) 4 (Aerocity) 3 (Aerocity) 5 (Aerocity 2) 3 (T1) Source: METI Study Team
10) Time Development of Electricity Energy Consumption
Figure 3-31 Time Development of Electricity Energy Consumption per Day for Each Case
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APM System Total Energy Consumption 250000
200000
150000
100000
50000 Total Energy Total Energy Consumption [kWh/day] 0 2025 2030 2035 2040 2045 2050 2055 With Route 1 68056.1 69374.1 73307.7 73307.7 73307.7 74620.6 74620.6 With Route 2 38769.5 40381.2 45191.5 45191.5 45191.5 46797.0 46797.0 With Route 3 178985.7 182280.3 185574.9 187222.2 187222.2 187222.2 187222.2 Without Route 1 78569.5 85186.3 93001.2 94314.1 95741.2 95741.2 97028.7 Without Route 2 51626.0 59717.5 69274.0 70879.5 72624.6 72624.6 74199.1 Without Route 3 185574.9 192176.9 200400.6 200400.6 200400.6 202126.3 202126.3
Source: METI Study Team
Figure 3-31 shows the electricity energy consumption for the whole APM system per one day operation which is calculated under the conditions of the specifications of APM rolling stock (refer to Section 3.4.1 (1) Table 3-29), operating plan (refer to Section 3.4.4), and loading conditions of auxiliary facilities (refer to Table 3-35). The trend of this figure is different from the peak demand (refer to Figure 3-23) because generally, the load factor of auxiliary facilities is high enough (80% is adopted in this study) and the existence of underground stations is different by route.
(3) Signalling System
11) Basic Requirements
The fundamental functions of signalling system for APM to assure safe operation are basically same as in the MRT example. Therefore, the signalling system for APM consists of the following four functions:
Table 3-37 Fundamental Functions of Signalling System for APM System Name Main Functions Automatic Train Protection To avoid crash accident and derailment accident, ATP always sets the safety (ATP) speed limit, generates braking pattern according to the safety speed limit, and output the appropriate braking command automatically if the train speed exceeds to the braking pattern. Automatic Train Operation 1. ATO always sets the target train speed and generates powering and braking (ATO) command automatically according to the comparison between the actual speed and the target speed to avoid exceeding the actual train speed to the braking pattern generated by ATP, therefore the target train speed is always under the braking pattern
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System Name Main Functions assure designated trip time assure the riding comfort optimize the power consumption assure the stopping accuracy in the station area. 2. ATO coordinates the opening/closing timing of train door and PSD automatically. Automatic Train Supervision ATS provides the total train operation environment, especially (ATS) enable to trace the train position with operation number set the train proceeding route automatically according to programmed train operation timetable, or enable to set the train proceeding route manually, and output the route command generated by the above two procedures (route integrity checking is carried out by SSI). Solid State Interlocking (SSI) 1. SSI establishes the train proceeding route according to the following inputs to avoid crash accidents and derailment accidents: Route command provided by ATS: Check target The position of all trains on entire line: Check evidence The position of all track switches: Check evidence Other established train proceeding routes: Check evidence and other check evidences. 2. SSI sends the information of established train proceeding route to ATP which sets the safety speed limit according to this information. 3. SSI sends the control commands to track switches and wayside signals to configure the established route. Source: METI Study Team
12) System Configuration of Signalling System for this APM Project
To realize the functions stated in Table 3-37, it is proposed to adopt communication-based train control (CBTC) in this project.
Up to a few years ago, loop coil system (conventional type) was adopted in APM project normally. Loop coil system applies the mutual electromagnetic induction between the loop coil installed on ground side and the antenna installed on vehicle side, and this system provides the way for carrying out of train detection function and transmission of speed limitation information from ground to onboard. However, several technical problems were identified as follows (refer to Figure 3-32 in detail):
Blocks in the system are sectioned by the loop coil end. Therefore, the block position is fixed, and the minimum headway is also limited by this constraint. Although shortening of block length is effective for shortening of headway, the quantity and cost of loop coil controller will be increased, and the replacement work of loop coil will be needed. Therefore, the relationship between the headway and cost is explicitly a trade-off, and the constraint of minimum headway which was set in the construction phase will keep existing up to the operation termination phase.
The speed limitation signal transmitted from loop coil to onboard has generally a 1-by-1 relationship between the designated speed and the frequency of transmitted radio wave. Also, this relationship is 3-48
digitized. Therefore, the speed limitation signal received by onboard side controller is a digitized number, and it makes iterative braking and notch-off operation. As a result of this operation, the riding comfort will not be assured at the tolerable level.
Figure 3-32 Comparison between Conventional Type and CBTC
Speed Legend Safety Margin 50kph Speed Limit Braking Pattern 30kph 퐿퐶 ATO Target Speed Actual Speed ATP50 ATP30 ATP01 0kph Chainage BFB Boundary of Fixed Block BMB Boundary of Moving Block Conventional BFB BFB BFB BFB BFB BFB
Clearance will be reduced by using CBTC CBTC BMB
Safety Margin Speed
50kph 퐿퐶 퐿0 = + 7. 푉 7. 2 2 푉퐿0 푉퐿 푥 푉퐿0 2훽 푋퐴 :− Speed퐿퐶 − limit (Online− 푥 ) 2훽
: Train head position Chainage
푥 푋퐴 = : Pattern starting point (Online) 7. 2 푉퐿0 푋0 푋퐴 − 퐿퐶 − Source2훽 : METI Study Team
The technical features of CBTC are mainly two points as follows:
Adopting the moving block (or fixed block which is sectioned very short).
Onboard device-based train control (speed limitation and braking pattern are generated in onboard device based on the clearance from preceeding train).
Due to these technical features, the problems stated above will be solved by introducing CBTC. In this project, adopting CBTC is preferable from the viewpoint of the ease of expansion of the transportation ability and the service quality for passenger.
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Figure 3-33 Configuration of Proposed Signalling System (Ground Side)
OCC Large Display
Signalling Facility Monitor
ATS Storage ATS Data Time chart Server Editor ATS Printer
to Backbone Operation Transmission Console Network
ATS LAN
SSI LAN
CBTC SSI SCR (not specified Controller Controller the location)
Signal Control LAN
SCR in Terminal Station SCR in Intermediate Station SCR in Interlocking Station SCR in Intermediate Station SCR in Terminal Station
SSI CBTC Station CBTC Station SSI CBTC Station CBTC Station SSI CBTC Station Terminal Tx/Rx Control Tx/Rx Control Terminal Tx/Rx Control Tx/Rx Control Terminal Tx/Rx Control
to PAS to PAS to PAS to PAS to PAS /PIDS /PIDS /PIDS /PIDS /PIDS
Wayside Wayside Wayside Signal Signal Signal PSD PSD PSD PSD PSD
Switch Switch Switch Station Station Station Station Station Machine Machine Machine Control Tx/Rx Control Tx/Rx Control Tx/Rx Control Tx/Rx Control Tx/Rx
Loop Coil for Loop Coil for Loop Coil for SW Control SW Control SW Control LCX Cable for CBTC LCX Cable for CBTC LCX Cable for CBTC LCX Cable for CBTC LCX Cable for CBTC Source: METI Study Team
Figure 3-34 Configuration of Proposed Signalling System (Onboard Side)
Check In / Check Out Signal Runnable Distance, Location Adjustment Onboard CBTC
TD Tx/Rx Actual Chainage, Actual Speed Actual Chainage Runnable Distance Actual Speed Location Adjustment Location Adjustment
Actual Speed Feedback
Speed Limit Powering Command Runnable Onboard Distance Onboard VVVF
ATP Controller Location ATO Controller Inverter Check In / Adjustment Braking Command Check Out Signal
Stopping Position Stop Brake Operation Status Regenerative Regenerative Starting Command Stopping Detection Brake Command Brake Feedback
Open/Close Command Onboard Door Status Feedback Station ATO Brake Control Stopping Position, Starting Command, Door Open/Close Command Controller Unit
Stop Brake Operation Status, Stopping Detection, Door Status Feedback Pneumatic Braking Command Controlled Motor Current CBTC Antenna
to BOU to BOU to Motor to Motor from TG/PG from TG/PG TD Tx Station Location TD Tx Control Adjustment Tx/Rx Tx/Rx
Source: METI Study Team
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Specifically, the configuration shown in Figure 3-33 and Figure 3-34 is proposed. The specific technical features of this project are as follows:
Leaky Coaxial Cable (LCX) is adopted to provide the communication way between ground side and onboard side.
Loop coil technology is adopted partially to the train detection function for the interlocking control.
The designated route of this project will include underground section, so the multi-path propagation will be assumed in the tunnel section when the space wave technology is adopted. Therefore, adopting LCX is preferable.
There is no variation of the control regulation for track switches from the conventional type SSI, so it is not practical to change the input information for controlling it because any changes will have the risk of new technical development. In general, the same manner is adopted in case of implementing CBTC to the straddled-type monorail which uses the loop coil normally.
(4) Communication System
The fundamental functions of communication system for APM to assure the highly stable train operating environment are completely same as in MRT. Therefore, the communication system for APM consists of the following three services:
Figure 3-35 Fundamental Services of Communication System Required Services Required Functions Corresponding System Communication service for train Operational command Radio system operation safety Emergency protection Communication service for Monitoring of passenger Closed-Circuit Television passenger Information provision to (CCTV) system passenger Passenger Announcement System (PAS) Passenger Information Display System (PIDS) Clock System System administration and common Communicate between each Telephone services related department Backbone Transmission Common network services Network (BTN) Operation Control Center (OCC) Source: METI Study Team
13) Radio System
In this project, the functions of radio system stated in Table 3-38, which are same as in the MRT example are proposed. To provide the environment for executing the following functions, it is needed to implement the communication way between ground side and onboard, and so the system configuration of radio system shown in Figure 3-36 is proposed. LCX should be adopted for the communication way because the line for this project will include the underground section.
Operational command: audio conversation service between train operator / train driver, train operator /
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passenger, and train driver / passenger shall be implemented.
Emergency protection: train shall ping the emergency protection signal to OCC and other related facilities when the onboard sensing devices detect some emergency situation, e.g., doors are opened when train is running.
Train status monitoring: train always sends the system status data, e.g., fault status to the train operational console implemented in OCC.
Train control command: reset, restart, and other necessary train control command shall be implemented by this function because the train has a little potential of stopping between stations due to some trouble.
Table 3-38 Functions and Communication Direction of Radio System Item Terminal 1 Direction Teminal 2 Operational command OCC Onboard intercom Emergency protection Onboard device OCC Train status monitoring Onboard device OCC Train control command OCC Onboard device Source: METI Study Team
Figure 3-36 System Configuration of Radio System
ATS Storage P-SCADA Storage OCC
ATS Console P-SCADA Console Audio Console
ATS Data P-SCADA Audio Server Server Tx/Rx
Backbone Transmission Network (BTN)
LCX Base Commercial LCX Base Aerocity Station Station LCX LCX
Onboard COM Server Onboard Intercom Devices
Source: METI Study Team
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14) CCTV System
Figure 3-37 System Configuration of CCTV System
Source: METI Study Team
Figure 3-37 shows the system configuration of CCTV system for this project. The detailed installation locations of CCTV camera are as follows:
Station/concourse
Station/platform
Rolling stock/interior
Also, the movie which is transmitted from the CCTV installed in stations can be monitored and recorded in real time.
The movie captured by the onboard CCTV camera should be recorded to the onboard recording device with removable storage to reduce the communication load of LCX radio system.
15) PAS and PIDS
The contents of guidance for passenger which are handled by Passenger Announcement Ssytem (PAS) and Passenger Information Display System (PIDS) are shown below. Also, the specific system configurations of PAS and PIDS are shown in Figure 3-38.
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Table 3-39 Passenger Guidance Handled by PAS Speaker Location Guidance for Passenger Station / Platform Basic line information (Stopping station, Standard trip time, Safety guidance, and so on) Train approaching announcement PSD alarm (Opening and Closing) Interrupted announcement (in Emergency) Station / Concourse Basic line information (Stopping station, Standard trip time, Safety guidance, and so on) Train approaching announcement Interrupted announcement (in Emergency) Onboard Basic line information (Stopping station, Standard trip time, Safety guidance, and so on.) Next station (Station name, Door opening side, and so on) Door alarm (Opening and Closing) Inturrupted announcement (in Emergency) Source: METI Study Team
Table 3-40 Passenger Guidance Handled by PIDS Speaker Location Guidance for Passenger Station / Platform Basic line information (Stopping station, Standard trip time, Safety guidance, and so on) Train operation timetable Guidance for emergency evacuation Advertisement (Option) Station / Concourse Basic line information (Stopping station, Standard trip time, Safety guidance, and so on) Train operation timetable Guidance for emergency evacuation Advertisement (Option) Onboard Basic line information (Stopping station, Standard trip time, Safety guidance, and so on) Next station (Station name, Door opening side, and so on) Guidance for emergency evacuation Advertisement (Option) Source: METI Study Team
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Figure 3-38 System Configuration of PAS and PIDS
Source: METI Study Team
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16) Clock System
Figure 3-39 System Configuration of Clock System
Source: METI Study Team
The fundamental requirement of the clock system is synchronizing the clock of the facilities which need internal clock in the APM system with the designated standard time. Therefore, the master unit installed in the OCC should transmit the clock pulse, and the slave units installed in each significant point (e.g., station) will receive it. Then, the standard clock information is shared between the master unit and slave units, and the synchronizing should be carried out by this clock information. Also, each slave unit should transmit the standard clock information to each facility installed near it to synchronize them. As a result of this process, the facilities in the APM system can be synchronized with the designated standard time.
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17) Telephone System
Figure 3-40 System Configuration of Telephone System
Source: METI Study Team
Figure 3-40 shows the telephone system configuration for this APM project. The Private Branch eXchanger (PBX) and Main Distribution Facility (MDF) are installed in each significant point (e.g., station), and the telephones are connected to the nearest MDF. To minimize the infrastructure of communication system, it is effective to share Backbone Transmission Network (BTN) as telephone system network, so adoption of Internet Protocol (IP) telephone is preferable.
18) OCC
Table 3-41 Overview of Each Console Installed in OCC Item Functions and Other Descriptions ATS This system provides the monitoring and control environment for train operation. P-SCADA Abbreviation of Power-SCADA This system provides the monitoring and control environment for operating of power supply system. F-SCADA Abbreviation of Facility-SCADA This system provides the monitoring and control environment for operating of auxiliary facilities. Network Monitoring Console This system provides the monitoring and control environment for radio system, telephone system, backbone transmission network, and other
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Item Functions and Other Descriptions communication network systems. PAS/PIDS Console This system provides the monitoring and control environment for PAS / PIDS, as well as editing environment for the contents of announcement and/or display. CCTV Console This system provides the control environment for large display and CCTV cameras. Audio Console This system provides the environment for communicating with the person who rides on the train (attendant and/or passenger). Telephone This system provides the environment for contacting with all significant points along the line. Source: METI Study Team
Figure 3-41 Proposed OCC Layout
CCTV Large display ATS Large display
P-SCADA Large display Printer P-SCADA Desk ATS Desk F-SCADA Desk TEL FAX Service Management Operation Desk Network Management Management Audio CCTV PAS/PIDS Meeting Desk Desk Desk Console Console Library
All system monitor
Library
Source: METI Study Team
Figure 3-41 shows the device layout of OCC, and Table 3-41 shows the overview of the function of each device. The manager of the train operator is stationed at the center of OCC, and the consoles and working desks are placed around there. To share significant information among all staffs in the OCC without any misunderstanding, the large display for P-SCADA, ATS, and CCTV should be installed.
Train Operation
(1) Train Operation Policy
This APM project expects many passengers from neighboring commercial facilities such as visitors and employees in addition to the terminal transit passengers. However, the original intent of APM introduction is to improve the service for airport passengers moving between terminals.
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Terminal transit passengers have large luggage with time restrictions. On the other hand, as mentioned above, the demand of visitors and commuters is more than that of terminal transfer. There is a risk that passengers traveling between terminals cannot move smoothly due to crowding of these passengers. In order to eliminate such problems, a dedicated platform is proposed for terminal transit passenger.
Figure 3-42 Proposed Platform of T1 Station and T4 Station
T1 station Dedicated Platform for Airport passenger
Tail track will be used for train stabling.
Source: METI Study Team
(2) Runcurve and Trip Time
Runcurves for each route were calculated under the alignment conditions (refer to Section 3.4.1), the specification conditions of rolling stock (refer to Section 3.4.3(1)), and the following conditions:
- Stopping duration for intermediate stations is 1 min 0 sec,
- Although the train will run on the turnout section which is turned to the normal position in the actual operating situation, 20 km/h speed limitation should be applied in the turnout section for this analysis,
- The value which is cut out from the first digit of the calculation result of 127 × 0.08 + [km/h] 12 (R: Radius of curvature [m]) should be applied for the speed limitation� in𝑅𝑅 the� curve section,100� e.g.,
127 × 30 × 0.08 + = 27.6 [km/h] 20.0 [km/h] should be applied in the R = 30 m curve section, 12 � � 100� - Although the maximum performance of rolling stock is applied to the powering control phase, the standard braking performance in this analysis should be 2.2 km/h/s to ensure riding comfort, and
- Notch-off operation should not be applied to this analysis because the riding comfort will be too bad when the notch-off operation is applied to the APM system which has larger running resistance than MRT.
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19) Route 1
Figure 3-43 Runcurve and Electricity Consumptipn of East Bound Operation on Route 1
100 1000
80 800
60 600 [kW]
40 400 Power 20 200 Speed 0 0 T4 Commercial/Cargo Aerocity T1 Power
Speed [km/h] Speed 0 1000 2000 3000 4000 5000 -20 -200
-40 -400 -60 Direction -600 -80 -800 Chainage [m]
Source: METI Study Team
Figure 3-44 Runcurve and Electricity Consumption of West Bound Operation on Route 1
100 1000
80 800 [kW] 60 600
40 400 Power
20 200 Speed 0 0 Power
Speed [km/h] Speed 0 1000 Commercial/Cargo 2000 3000 Aerocity 4000 5000 T1 -20 T4 -200
-40 -400
-60 Direction -600
-80 -800 Chainage [m]
Source: METI Study Team
Figure 3-45 ST Curve for Route 1
ST Curve for Route 1 East Bound ST Curve for Route 1 West Bound 6000 6000
T1 T1
5000 5000
4000 4000 Aerocity Aerocity
3000 3000 CHAINAGE [M] CHAINAGE [M] 2000 2000 Commercial/cargo Commercial/Cargo
1000 1000
T4 T4 0 0 0 100 200 300 400 500 600 0 100 200 300 400 500 600 TRIP TIME [SEC] TRIP TIME [SEC]
Source: METI Study Team
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Table 3-42 Overview of Route 1 Analysis Result Item East Bound West Bound Trip Time [min:sec] 09:13 09:22 Average Speed [km/h] 34.4 33.8 Source: METI Study Team
20) Route 2
Figure 3-46 Runcurve and Electricity Consumptipn of East Bound Operation on Route 2
100 1000
80 800
60 600 [kW]
40 400 Power 20 200 Speed 0 0 T4 Commercial/Cargo Aerocity T1 Power
Speed [km/h] Speed 0 1000 2000 3000 4000 5000 6000 7000 -20 -200
-40 -400 -60 Direction -600 -80 -800 Chainage [m]
Source: METI Study Team
Figure 3-47 Runcurve and Electricity Consumptipn of West Bound Operation on Route 2
100 1000
80 800 [kW] 60 600
40 400 Power
20 200 Speed 0 0 Power
Speed [km/h] Speed 0 1000 2000 3000 4000 5000 6000 7000 -20 T4 Commercial/Cargo Aerocity T1 -200
-40 -400 -60 Direction -600 -80 -800 Chainage [m]
Source: METI Study Team
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Figure 3-48 ST Curve for Route 2
ST Curve for Route 2 East Bound ST Curve for Route 2 West Bound 8000 8000 T1 T1 7000 7000
6000 6000
5000 5000
4000 Aerocity 4000 Aerocity
CHAINAGE [M] 3000 CHAINAGE [M] 3000
2000 Commercial/Cargo 2000 Commercial/Cargo
1000 1000
T4 T4 0 0 0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800 TRIP TIME [SEC] TRIP TIME [SEC]
Source: METI Study Team
Table 3-43 Overview of Route 2 Analysis Result Item East Bound West Bound Trip Time [min:sec] 11:33 11:38 Average Speed [km/h] 36.9 36.7 Source: METI Study Team
21) Route 3
Figure 3-49 Runcurve and Electricity Consumptipn of East Bound Operation on Route 3
100 1000 80 800
60 600 [kW] 40 400
20 200 Power 0 0 0 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400 4800 5200 5600 6000 6400 Speed -20 -200 T4 Commercial/Cargo Aerocity 1 Aerocity 2 Aerocity 3 T1 Power
Speed [km/h] Speed -40 -400 -60 -600 -80 -800 Direction -100 -1000 -120 -1200 Chainage [m]
Source: METI Study Team
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Figure 3-50 Runcurve and Electricity Consumptipn of West Bound Operation on Route 3
100 1000
80 800 [kW] 60 600
40 400 Power
20 200 Speed 0 0 Power
Speed [km/h] Speed 0 1000 2000 3000 4000 5000 6000 -20 -200 T4 Commercial/Cargo Aerocity 1 Aerocity 2 Aerocity 3 T1 -40 -400
-60 Direction -600
-80 -800 Chainage [m]
Source: METI Study Team
Figure 3-51 ST Curve for Route 3
ST Curve for Route 3 East Bound ST Curve for Route 3 West Bound 7000 7000
T1 T1 6000 6000
5000 5000 Aerocity 3 Aerocity 3
Aerocity 2 Aerocity 2 4000 4000 Aerocity 1 Aerocity 1
3000 3000 CHAINAGE [M] CHAINAGE [M]
2000 2000 Commercial/Cargo Commercial/Cargo
1000 1000
T4 T4 0 0 0 100 200 300 400 500 600 700 800 900 0 100 200 300 400 500 600 700 800 900 TRIP TIME [SEC] TRIP TIME [SEC]
Source: METI Study Team
Table 3-44 Overview of Route 3 Analysis Result Item East Bound West Bound Trip Time [min:sec] 13:23 13:37 Average Speed [km/h] 27.2 26.7 Source: METI Study Team
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(3) Peak Ratio and its Demand
It is necessary to estimate the demand at peak time in order to formulate the operation plan. Demand forecast is calculated for each trip purpose with different characteristics of peak time to set the peak ratio for each trip purpose. Peak ratio setting and its basic idea are summarized as follows:
Table 3-45 Setting of Peak Ratio and Its Basic Idea Passenger Description Transit As shown in Figure 3-52, an average number of flights are scheduled from 6:00 a.m. to 8:00 p.m. for departure and from 9:00 a.m. to 11:00 p.m. for arrival. Since there is a flight schedule at midnight, the peak rate is set to 7%. Airport Passenger and Although the flight schedule is 24 hours, APM passengers do not have late-night Meeters flights due to transfer from Delhi Metro. Therefore, the peak rate is set to 8% because it can be assumed that it is larger than the transit passenger but less than the commuter passenger. Commuter Apply a general commuter railway peak rate of 10% for each direction. The morning commuting peak rate reaches 20% to 30% in Tokyo when the travel pattern is simply from suburbs to city center in a large city. Tokyo railway network is one of the examples, but it can be said to be a special case. Shopping visitor Set it to 7% because continuous passengers are expected except in early morning and late night. Source: METI Study Team
Figure 3-52 Hourly Flight Schedule Arrival Departure
5 Source: DIAL Master Plan
In addition to the above, peak days of the week must also be considered for transit passengers. According to the results of the shuttle bus between T1 and Aerocity station operated by Delhi Metro in October 2017, the maximum recorded passenger in a day in a month was approximately 1.4 times of the average number of passengers per day. Therefore, transit passengers are multiplied by 1.4 PPHPD and the estimation results are summarized in Table 3-46 and Table 3-47 below for transit passengers and charged passengers such as visitor and commuter, respectively.
Table 3-46 Result of PPHPD for Transit Passenger Routes 1, 2 Route 3 With case Without case With case Without case 3-64
2025 370 370 370 370 2035 590 590 590 590 2055 685 685 685 685 Source: METI Study Team
Table 3-47 Result of PPHPD for Charged Passenger Routes 1, 2 Route 3 With case Without case With case Without case 2025 987 2,598 1,048 1,796 2035 1,607 4,591 1,696 3,108 2055 1,803 5,015 1,906 3,401 Source: METI Study Team
(4) Headway and Required Number of Rolling Stock
Operation headway is determined by the abovementioned scheduled speed, rolling stock capacity, and PPHPD divided into transit passenger and charged passenger as follows:
Table 3-48 Summary of Specification Route 1 Route 2 Route 3 Average speed 28.1 km/h 31.4 km/h 23.5 km/h Rolling stock capacity 116 person/vehicle Train set 2 vehicles/train set Source: METI Study Team
Although it is possible to deal with PPHPD with 30 min headway in 2025, since the current shuttle bus service operates at 20 min headway, the service level must be kept at 20 min headway. When the demand cannot be dealt with 20 min headway, the number of operations should be increased.
Based on the above policy, the operation headway and the required number of vehicles in 2025, 2035, and 2055 are summarized inTable 3-49, Table 3-50 and Table 3-51, respectively.
Table 3-49 Headway and Required Number of Rolling Stock in 2025
Transit Commuter&Visitor Total Operating Required Operating Required Required Case PPHPD Headway [sec] Train No. Train No. PPHPD Headway [sec] Train No. Train No. Train No. With/Route 1 370 1200 3 2 987 600 6 3 6 With/Route 2 370 1200 3 2 987 600 6 3 6 With/Route 3 370 1200 3 2 1048 600 6 4 7 Without/Route 1 370 1200 3 2 2598 257 14 6 10 Without/Route 2 370 1200 3 2 2598 257 14 7 11 Without/Route 3 370 1200 3 2 1914 360 10 6 10 Source: METI Study Team
Table 3-50 Headway and Required Number of Rolling Stock in 2035
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Transit Commuter&Visitor Total Headway Operating Required Headway Operating Required Required Case PPHPD [sec] Train No. Train No. PPHPD [sec] Train No. Train No. Train No. With/Route 1 590 900 4 2 1607 400 9 4 7 With/Route 2 590 900 4 2 1607 400 9 5 9 With/Route 3 590 900 4 3 1696 400 9 5 10 Without/Route 1 590 900 4 2 4591 150 24 10 14 Without/Route 2 590 900 4 2 4591 150 24 11 15 Without/Route 3 590 900 4 3 3269 200 18 10 15 Source: METI Study Team
Table 3-51 Headway and Required Number of Rolling Stock in 2055
Transit Commuter&Visitor Total Headway Operating Required Headway Operating Required Required Case PPHPD [sec] Train No. Train No. PPHPD [sec] Train No. Train No. Train No. With/Route 1 685 900 4 2 1803 360 10 4 7 With/Route 2 685 900 4 2 1803 360 10 5 9 With/Route 3 685 900 4 3 1906 360 10 6 11 Without/Route 1 685 900 4 2 5015 133 27 11 15 Without/Route 2 685 900 4 2 5015 133 27 13 18 Without/Route 3 685 900 4 3 3589 189 19 10 15 Source: METI Study Team
Maintenance Facility Plan
Although the proposed system is regarded as an airport facility which transports the airport passengers between airport terminals, it is desirable to carry out scheduled vehicle maintenance in the same manner as the rail-based general public transport system. This is to prevent accidents and/or troubles and secure the safety and reliability of the system.
As an example of vehicle maintenance of the public transportation system in India, the schedule of vehicle maintenance of DMRC is shown in Table 3-52 below. In the case of DMRC, except for some trains which are stabled at the station, trains are accommodated at the stabled tracks in the depot and daily internal cleaning and daily check are carried out at nighttime and in the following morning, respectively. Light maintenance (service check) and heavy maintenance (overhaul) are carried out at the maintenance workshop in the depot. Furthermore, the train is washed periodically by the train wash plant on the wash track when train returns to the depot.
Table 3-52 Train Maintenance Schedule in DMRC S/No Activity Interval Downtime 1 Daily Check - 30 minutes 2 A Service Check 5,000 km, (15 days) 2 hours 3 B1 Service Check 15,000 km, (45 days) 8 hours 4 B2 Service Check 30,000 km, (90 days) 8 hours 5 B4 Service Check 60,000 km, (180 days) 8 hours 6 B8 Service Check 120,000 km, (360 days) 16 hours 7 B16 Service Check 240,000 km, (720 days) 16 hours 8 C1 Overhaul 420,000 km, (3.5 years) - 3-66
S/No Activity Interval Downtime 9 C2 Overhaul 840,000 km, (7.0 years) - 10 C3 Overhaul 1,560,000 km, (10.5 years) - 11 C5 Overhaul 2,250,000 km, (15 years) - 12 Daily Internal Cleaning Every turn around Activity not (Turn around in Platform) performed 13 Daily Internal Cleaning Daily 1 (Stabling Yard) 14 Internal Light Cleaning Weekly - 15 Monthly Heavy Cleaning Monthly 6 (Exterior & Interior + Roof) 16 External Washing Daily (Automatic Train Wash 2 (Window Cleaning) Plant) 17 Pest and Rodent Control Bi-monthly 1 hour 18 Air Dust Cleaning Half yearly - Source: Report of the Sub-Committee on Operations and Maintenance Systems for Metro Railways (Government of India Ministry of Urban Development, November 2013)
Generally, the depot of metro is constructed on the ground on a flat and broad area located along the main line. The stabling yard, maintenance workshop, train wash line, and warehouse for spare parts, etc., are installed in the depot. In most cases, the main line is elevated or underground. And the depot and main line are connected with the approach track which has a gradient section.
Meanwhile, in the case of airport APM, whose number of required cars is relatively small, “online depot” is generally adopted. Online depot has simplified maintenance facility and is installed on the extension of tail tracks of end stations or on the side track branched from main line. Since the online depot is allocated on the same level with the main line, it can be connected by short and level approach track. For the simplification of the facility of the online depot, the trains are parked at the stations at nighttime so that the stabling capacity in the online depot can be reduced. Also, the trains are washed manually so that an automatic train wash plant can be omitted.
The premise for the maintenance facility plan in this study is as follows:
- Depot capacity is planned based on the number of trains of Route 2 case in 2055 which is the highest number. The numbers of trains including spares in the with DMRC Phase 4 project case and without DMRC Phase 4 project case are 9 and 16, respectively.
- Since the space of surrounding areas of T1 underground station and T4 elevated station is limited, the online depot is not allocated at these stations. However, the tail track will be used for train parking during off-peak hours.
- The trains detached from operation service are accommodated in the depot. Since the proposed system operates 24 hours a day, the trains are not to be parked in the intermediate stations. In order to enable train parking in the station, it is necessary to have the function of bi-direction train operation and allocate the crossover tracks appropriately. However, in this project, the underground section consists of two single track tunnels and the crossover tracks are not installed except in the vicinity of T1.
- The concept of online depot is adopted and the depot facility is simplified. Train is washed manually and the train wash plant is not installed. Maintenance track and train wash track double as the stabling track.
For the maintenance facility plan, the following three plans are proposed:
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Table 3-53 Maintenance Facility Plan-A Location and Size Description The depot is installed on artificial ground which is constructed at the planned parking space located at the western side of Aerocity. Three tracks whose level is the same as the main line are installed. The facility consists of the stabling tracks (for 3 trains), train wash line (for 1 train), light maintenance track (for 1 train), and heavy maintenance track (for 1 train)
Source: METI Study Team
Table 3-54 Maintenance Facility Plan-B Location and Size Description The depot is installed on the ground of the planned parking space located at the western side of Aerocity. The depot is connected with the main line by the approach track which includes a gradient section. The facility consists of the stabling tracks (for 12 trains), train wash line (for 1 train), light maintenance track (for 1 train), and heavy maintenance track (for 1 train)
Source: METI Study Team
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Table 3-55 Maintenance Facility Plan-C Location and Size Description The space below the flyover for aircraft is used. Approach track is diverted from the main line on the ground section. The facility consists of the stabling tracks (for 5 trains), train wash line (for 1 train), light maintenance track (for 1 train), and heavy maintenance track (for 1 train) The heavy maintenance area shall be located outside of the flyover to secure the suitable height.
Source: METI Study Team
Table 3-56 Selection of Maintenance Facility Plan Route With DMRC Phase 4 Section between T1 to Without DMRC Phase 4 Section between Aerocity T1 to Aerocity Route 1 Because the number of trains is small, the Because the number of trains is not small, the maintenance facility plans A or C whose maintenance facility plan B which has large concept is similar to online depot are capacity is proposed. proposed. Route 2 Ditto Ditto Route 3 Ditto Ditto Source: METI Study Team
Effectiveness for Stable Energy Supply by Implementation of the
Project
The modal shift of transportation between the terminals from bus to APM reduces the amount of fossil fuel used and reduces greenhouse gas emissions. In this section, the carbon dioxide emission reduction amount in 2025 is forecasted for six cases as follows: with Phase 4 of DMRC (With case) or without Phase 4 of DMRC (Without case) for each route 1, 2 and 3 which are currently under consideration. The effectiveness on Japan's stable supply of energy due to the implementation of the project is examined.
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Method of Predicting the Amount of Carbon Dioxide (Greenhouse Gas) Reduced by Installation of APM
Based on the JICA Climate - FIT Version 2.0 (3. Transport / Railway (Passenger) / Modal Shift), the amount of carbon dioxide to be reduced by this project implementation will be predicted. The gap of greenhouse gas (GHG) emissions between the case of using the existing transportation (bus) and the case of modal shift from bus to APM is analyzed.
Reduced amount of GHG emission due to the project implementation is calculated as follows:
ERy = Bey - PEy
ERy: GHG emission reduction through the project in year y (t-CO2e/y)
BEy: GHG emission from the baseline scenario in year y (t-CO2e/y)
PEy: GHG emission from the project senario in year y (t-CO2e/y)
(1) Calculation of Baseline Emission
Baseline emissions were calculated based on the number of passengers of bus in 2025 and GHG emissions in mileage by APM. The number of bus passengers in 2025 was calculated from the average monthly number of bus users in October 2017. Current transportation between terminals is only by bus; therefore, the share of bus is 100% in the current transportation. The formulas are shown below.
BEy = × , × ,
𝑖𝑖 𝑦𝑦 𝑖𝑖 𝑦𝑦 𝑃𝑃𝑃𝑃𝑃𝑃 𝑖𝑖 = ∑ �𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵× 𝑀𝑀×𝑀𝑀 ,𝐸𝐸𝐸𝐸× � ,
𝑖𝑖 𝑦𝑦 𝑦𝑦 𝑖𝑖 𝑦𝑦 𝑃𝑃𝑃𝑃𝑃𝑃 𝑖𝑖 BPKMy ∑: Passenger�𝑃𝑃 𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 transportati𝑀𝑀𝑀𝑀 on volume𝐸𝐸𝐸𝐸 /activity� by APM in year y (passenger-km/year)
Py : Number of passengers transported by bus in year y (passenger/year)
BTDPy : Average trip distance of the passenger of APM in year y (km)
MSi,y : Share of passengers by transportation mode i in the baseline scenario in year y (%)
EFPKM,i : CO2 emission factor per passenger kilometer for transport mode i (t-CO2/passenger-km)
The CO2 emission factor per kilometer of each transportation can be calculated from the CO2 emission factor and average boarding rate per traveling kilometer of each transportation before the project is implemented. In this section, based on Sustainable Transport: Based on A Sourcebook for Policy-makers in Developing Cities (GTZ, 2007), the
CO2 emission coefficient of bus of “0.000025 (t-CO2/passenger-km)” is used.
EFPKM,i = EFKM, i/ORi
EFPKM,i : CO2 emission factor per passenger kilometer for transport mode i (t-CO2/passenger-km)
EFKM,i : CO2 emission factor of transport mode i (t-CO2/km)
ORi : Average occupation rate of transport mode i (passenger/vehicle)
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(2) Calculation of Project Emission
Project emission is calculated based on the annual electricity consumption after project implementation and CO2 emission coefficient of power. The calculation formula is shown below. Regarding EFelec, the average of “936 t -
CO2 / MWh" of India 's electricity CO2 emission factor from 2008 to 2010 was used from Appendix 3 of the climate change countermeasure support tool (JICA Climate - FIT) Version 2.0.
PEy = ECPJ, y×EFelec
ECPJ,y: Annual electricity consumption after project implementation (MWh/year)
EFelec: CO2 emission coefficient of power (t-CO2/MWh)
Input Data
The following data is used for the calculation. Year y is 2025.
Table 3-57 Input Data for Calculation Parameter Route 1 Route 2 Route 3 Description With7 Without8 With Without With Without Number of passengers Py transported by bus in year y 2,483,458 2,483,458 2,483,458 2,483,458 2,483,458 2,483,458 (passenger/year) Average trip distance of the BTDPy passenger of APM in year y 657,948 1,256,799 912,679 1,256,799 819,235 1,285,267 (km) Annual electricity ECPJ,y consumption by APM 24,857.5 28,697.5 14,160.6 18,856.4 65,374.5 67,781.2 (MWh/year) Source: METI Study Team
Regarding Py (the number of passengers of bus in 2025), it is calculated based on the monthly average of the number of bus passengers in October 2017, i.e., about 1,400 passengers/day between T1 and T3 and about 3,000 passengers/day between Aerocity and T1. Considering that the annual number of airport passengers increased by 5.6% on average over the past ten years, the number of users of bus in 2025 is 2,483,458 passengers/year.
Result of Calculation
The calculation results are shown in Table 3-58 below. Reduction of GHG emission is expected for the With case of Routes 1 and 2 and Without case of Routes 1, 2, and 3. Since this result is a reference value, detailed calculations are necessary in the future, but it is obvious that installation of APM will contribute to the reduction of GHG emissions.
Table 3-58 Calculation Result Route 1 Route 2 Route 3 Route With Without With Without With Without Reduction 17,583,042 51,169,328 43,410,677 23,200,066 -10,327,139 16,354,462 （tCO2/year） Source: METI Study Team
7 With DMRC Phase4 Project between T1 and Aerocity 8 Without DMRC Phase4 Project between T1 and Aerocity 3-71
Evaluation of Environmental and Social Impacts
Present Environmental and Social Conditions
In this section, the analysis of the environmental and social status of the project site is described. The Environmental Impact Assessment (EIA) report on the extension of the India Gangdi Internationl Airport (IGIA) including the installation of the Automated People Mover (APM) was prepared on July 14, 2017. The EIA report was prepared in accordance with the TOR described in vide letter No. F. No. 10-72 / 2016-IA-III issued by the Ministry of the Environment Forest and Climate Change on November 28, 2016. In this section, the EIA report was used as a reference for the current status analysis. In the EIA report, the radius of 10 km is centered on the airfield marking point, and the survey target area described in this section is the range of 10 km radius shown in the figure below.
The project site, IGIA, is located at the airport reference point (ARP) latitude 28°34'07" N, longitude 77° 06'44" E. The average elevation of the mean sea level (MSL) is about 227 m. Safdarjung Airport is located at a distance of about 8.8 km from IGIA. The nearest station is Shahabad Mohammadpur located at 3.9 km. Also, there is a national highway (NH - 8) connecting Delhi and Jaipur 2 km in the east. Each position is shown in the figure below.
Figure 4-1 Study Area Map of the Project
Source: METI Study Team, Prepared from EIA Report
4-1
Current State of the Natural Environment
(1) Geology
IGIA is located at the South West District of Delhi. Majority of the district is under the yamuna alluvial plain and a small part of the district has quartzites on the eastern border of the district. The major drainage of the district is the Najafgarh drain. Najafgarh drain originated from the Najafgarh Jheel on the Delhi-Haryana border and meets the Yamuna River. The area is characterized by unconsolidated quaternary alluvial deposits belonging to middle to late Pleistocene age. The area comprises silt and clay mixed with kankar in varying proportions. Only 18 km2 area is covered by the denudational hills, especially in the eastern part of the district.
Figure 4-2 Geological Feature of the Project Site
Source: METI Study Team, Referred from the Groundwater Environment in Delhi, India 4-2
(2) Soil
It has been observed that the pH of the soil in the study area ranged from 7.2 to 8.2. The electrical conductivity was observed to be in the range of 84 μmhos/cm to 350 μmhos/cm. The bulk density of the eight soil samples under observation ranges between 1.0 to 1.2 gm/cc, and confirms the moderately fine texture of the soils of the area under study.
(3) Temperature
The winter season starts from December and continues until the end of February. During this season, mean maximum temperature is observed at 29.2 °C in the month of February and mean minimum temperature at 3.1 °C in the month of January. Both the day and night temperatures increase rapidly during the onset of pre-monsoon season from March to May. During pre-monsoon, the mean maximum temperature is observed at 44.8 °C (May) with the mean minimum temperature at 8.1°C (March). An appreciable drop in the mean maximum temperature is recorded with the onset of monsoon. The mean maximum temperature during monsoon season is recorded at 45.3 °C in the month of June and mean minimum temperature is observed in the month of September at 20.9 °C. By the end of September with the onset of post monsoon season (October-November), day temperatures drop slightly with the mean maximum temperature at 36.7 °C in the month of October and mean minimum temperature is observed at 8.8 oC in the month of November.
Table 4-1 Climatological Data in Delhi Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Mean Max. Temp. 25.4 29.2 35.8 42.2 44.8 45.3 40.7 37.9 38 36.7 32.3 26.7 (°C) Mean Min. Temp. 3.1 4.3 8.1 14.4 20.3 21.8 23 23 20.9 14.5 8.8 4.1 (°C) Rainfall 18.6 19.6 11.7 8.8 24.1 76.4 215.2 233.1 105.2 13.6 7.2 7.3 (mm) Source: EIA Report
1) Wind speed and direction
Generally, light to moderate winds prevail throughout the year with slightly stronger winds in the pre-monsoon period and in the early monsoon season. Winds are light and variable in the post-monsoon and winter seasons and normally blow from directions between northwest and west.
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Figure 4-3 Site Specific Windrose (Post-Monsoon and Partly Winter 2016)
Source: EIA Report
(4) Protected Area
There is one wildlife sanctuary in the southeastern part of Delhi, but there are no national parks and wildlife sanctuary in the study area of the EIA report. The figure below shows the location map of Delhi's National Park and Wildlife Sanctuary.
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Figure 4-4 Location of National Park and Wildlife Protected Area
Source: METI Study Team, Prepared from the Wildlife Institute of India
(5) Water Quality
Water quality survey was conducted from two points of the surface water and eight points of ground water in the EIA study area. The sampling points are shown in the table and figure below.
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Figure 4-5 Water Sampling Locations
Source: EIA Report
22) Groundwater
Since it was compared with the IS: 10500-2012 drinking water standard in the EIA report, it was also compared with the IS: 10500-2012 drinking water standard in this section. The results are shown in the table below. In this standard, “requirement (acceptable limit)” and “permissible limit in the absence of alternate source” are set, and permissible limits are loose standards. Permissible limit is shown in parenthesis in the table.
Although it exceeds the acceptable limit, those meeting the permissible limit are shown in gray, and those exceeding the permissible limit are shown in yellow. Although the total hardness of the point GW 5 exceeds the allowable standard, the other items satisfy at least the permissible limit, and it is assumed that the contamination of the groundwater is of less concern.
Table 4-2 Groundwater Quality Sr. Parameter UO IS: 10500 GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 No. M Limits 1 pH - 6.5-8.5 7.3 7.6 8.0 7.9 7.6 7.3 7.3 7.4 2 Color Haz 5(15) 2 2 1 1 2 2 2 1 3 Taste - Agreeable Ag Ag Ag Ag Ag Ag Ag Ag 4 Odor - Agreeable Ag Ag Ag Ag Ag Ag Ag Ag 5 Conductivity µS/c $ 1970.0 2310.0 916.0 290.0 1962.0 268.0 2010.0 1296.0 m 6 Turbidity NT 1(5) 2 3 2 2 3 3 4 2 7 TDS mg/l 500(2000) 1203.0 1490.0 600.0 190.0 1962.0 174.0 1242.0 812.0 8 Total Hardness mg/l 200(600) 584.0 244.0 128.0 120.0 797.0 116.0 596.0 472.0 as CaCO3
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9 Total Alkalinity mg/l 200(600) 352.0 480.0 410.6 91.2 456.8 64.0 364.0 35.2
10 Calcium as Ca mg/l 75(200) 147.2 49.4 33.6 38.4 192.3 35.2 168.0 100.8
11 Magnesium as mg/l 30(100) 52.5 29.4 10.7 5.8 76.8 6.8 42.8 53.5 Mg 12 Residual mg/l 0.2(1.0) <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 Chlorine 13 Boron as B mg/l 0.5(1.0) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01
14 Chloride as Cl mg/l 250(1000) 399.9 439.6 25.5 25.5 826.3 17.0 422.6 209.9
15 Sulphates as mg/l 200(400) 32.4 40.0 4.1 19.4 121.4 40.2 33.4 34.5 SO4 16 Fluoride as F mg/l 1.0(1.5) 0.3 0.4 0.5 0.2 0.2 0.3 0.2 0.7
17 Nitrates as NO3 mg/l 45(NR) 32.7 27.9 11.1 0.8 29.7 2.1 32.7 26.5
18 Sodium as Na mg/l $ 182.0 410.0 146.2 11.7 456.2 6.9 185.4 79.8
19 Potassium as K mg/l $ 4.3 14.0 9.0 2.8 3.4 1.9 3.6 1.7
20 Phenolic mg/l 0.001(0.00 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 Compounds 2) 21 Cyanides mg/l 0.05(NR) <0.02 <0.02 <0.02 <0.02 <0.02 <0.02 <0.02 <0.02 22 Anionic mg/l 0.2(0.1) <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 Detergents
23 Mineral Oil mg/l 0.5(NR) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 24 Cadmium as Cd mg/l 0.003(NR) <0.003 <0.003 <0.003 <0.003 <0.003 <0.003 <0.003 <0.003
25 Arsenic as As mg/l 0.01(0.05) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01
26 Copper as Cu mg/l 0.05(1.5) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 27 Lead as Pb mg/l 0.01(NR) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 28 Manganese as mg/l 0.1(0.3) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 Mn 29 Iron as Fe mg/l 0.3(NR) <0.01 <0.01 0.03 <0.01 <0.01 <0.01 0.03 <0.01 30 Total mg/l 0.05(NR) <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 Chromium as Cr
31 Selenium as Se mg/l 0.01(NR) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01
32 Zinc as Zn mg/l 5(15) <0.01 0.20 0.19 <0.01 0.20 0.05 0.19 0.16 33 Aluminium as mg/l 0.03(0.2) 0.20 <0.01 <0.01 0.20 <0.01 0.06 <0.01 <0.01 Al 34 Mercury as Hg mg/l 0.001(NR) <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001
35 Pesticides mg/l Absent Absent Absent Absent Absent Absent Absent Absent Absent 36 E.Coli - Absent Absent Absent Absent Absent Absent Absent Absent Absent 37 Total Coliforms MP 10 Absent Absent Absent Absent Absent Absent Absent Absent *Onsite results $ Limits not specified, OU: Unobjectionable
Source: EIA Report
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23) Surface Water
For surface water, IS: 2296-1982 was referred to as the standard for comparing results. The results are shown in the table below. The standard is classified into five classes by water use and are as follows; Class A: Drinking water source without conventional treatment but after disinfection, Class B: Outdoor bathing, Class C: Drinking water source with conventional treatment followed by disinfection, Class D: Fish culture and wildlife propagation, and Class E: Irrigation, industrial cooling or controlled waste disposal. It was compared with the criteria of Class A and Class C, which are strict standards.
Although it exceeds the standard of Class A, those meeting the standard of Class C are shown in gray, and those exceeding the standard of Class C are shown in yellow. Both SW1 and SW2 resulted in high total hardness. However, others meet at least the criteria of Class C and it is assumed that the concern of contamination of surface water is small.
Table 4-3 Surface Water Quality Sr. No. Parameters UOM IS: 2296-1982 IS: 2296-1982 SW1 SW2 Class A Class C 1 pH - 6.5-8.5 6.5-8.5 7.2 7.0 2 Color Hazen 10 300 3 2 3 Conductivity µS/cm $ 2050.0 1960.0 4 Total Dissolved Solids mg/l 500 1500 1310.0 1270.0 5 Dissolved Oxygen mg/l 6.0 4.0 5.4 5.6 6 Biological Oxygen Demand mg/l 2.0 3.0 <3 <3 7 Chemical Oxygen Demand mg/l $ $ <5 <5 8 Total Hardness as CaCO3 mg/l 300 $ 424.0 416.0 9 Total Alkalinity as CaCO3 mg/l $ $ 492.0 456.0 10 Calcium as Ca mg/l 200 $ 62.4 139.2 11 Magnesium as Mg mg/l 100 $ 65.1 16.5 12 Chloride as Cl mg/l 250 600 312.0 300.6 13 Residual free Chlorine mg/l $ $ <0.2 <0.2 14 Phosphates as PO4 mg/l $ $ 0.31 0.62 15 Sulphates as SO4 mg/l 400 400 83.8 86.6 16 Fluoride as F mg/l 1.5 1.5 0.7 0.4 17 Nitrates as NO3 mg/l $ 50 2.5 18.6 18 Sodium as Na mg/l $ $ 266.4 248.2 19 Potassium as K mg/l $ $ 16.4 15.9 20 Total Boron as B mg/l $ $ 0.12 0.18 21 Phenolic Compounds mg/l 0.002 0.005 <0.001 <0.001 22 Cyanides mg/l 0.05 0.05 <0.02 <0.02 23 Oil and Grease mg/l $ 0.1 <1.0 <1.0 24 Cadmium as Cd mg/l 0.01 0.01 <0.01 <0.01 25 Arsenic as As mg/l 0.05 0.2 <0.01 <0.01 26 Copper as Cu mg/l 1.5 1.5 <0.01 <0.01 27 Lead as Pb mg/l 0.1 0.1 <0.01 <0.01 28 Iron as Fe mg/l 0.3 50 <0.01 <0.01 29 Chromium as Cr+6 mg/l 0.05 0.05 <0.05 <0.05 30 Selenium as Se mg/l 0.01 0.05 <0.01 <0.01 31 Zinc as Zn mg/l 15 15 0.73 <0.01 32 Aluminium as Al mg/l $ $ <0.01 <0.01 33 Mercury as Hg mg/l 0.001 $ <0.001 <0.001 34 SAR -- $ $ 5.63 5.30 35 Insecticides mg/l Absent Absent Absent Absent 36 Anionic Detergents as MBAs mg/l 0.2 1.0 <0.02 <0.02 37 Total Coliform MPN/100 ml 50 5,000 5 4 $: Limits not specified, UO: Un-Objectionable
Source: EIA Report
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(6) Noise
Noise survey was conducted at 12 points in the EIA study area. Measuring points are shown in the figure below.
Figure 4-6 Noise Monitoring Locations
Source: EIA Report
Measurement results and aircraft noise standards are shown in the table below. Values exceeding the standard are shown in yellow. Aircraft noise at point N1 where the IGIA is located meets the standard, but at all the other points, only Lnight, or both Lday and Lnight exceeded the reference value. Noise concerning the operation of the APM is considered to be small as compared with the noise caused by the operation of the aircraft, so it is assumed that noise control related to aircraft operation is necessary.
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Table 4-4 Noise Levels in the Study Area Result Standard
Leq Leq Area Category A: Industrial Area No. Location B: Commercial Ldn Area Lday Lnight Lday Lnight C: Residentail Area D: Silence Area N1 Airport site 72.6 68.0 75.4 75 70 A N2 Near Rajnagar 71.6 67.7 74.9 55 45 C (Funnel Area) N3 Pochanpur 68.1 64.3 74.9 55 45 C (Funnel Area) N4 Ambar Hai 56.0 52.9 59.9 55 45 C N5 Bindapur 54.8 51.9 58.9 55 45 C N6 Mehramnagar 74.5 71.5 78.5 55 45 C (Funnel Area) N7 Munirka 66.3 63.1 70.1 65 55 B (Funnel Area) N8 Mahipalpur 74.1 70.3 77.5 55 45 C (Funnel Area) N9 Rajokri 52.4 49.4 56.4 55 45 C N10 Kapashera 60.1 57.0 64.0 55 45 C N11 Vasantkunj 73.4 69.3 76.6 55 45 C (Funnel Area) N12 Basantgaon 71.3 67.4 74.6 55 45 C (Funnel Area) Source: EIA Report
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(7) Air Quality
Air quality survey was conducted at eight points in the EIA study area. Sampling points are shown in the figure below.
Figure 4-7 Ambient Air Quality Monitoring Locations
Source: EIA Report
The measurement results and reference values are shown in the table below. Comparing it with the environmental air quality standard, National Ambient Air Quality (NAAQ) Standard, values exceeding the standard are shown in yellow. Since results including the minimum value and the maximum value was compared in the EIA report. The maximum value and the minimum value were also compared with the reference value in this section.
At all points, the concentrations of PM10 and PM2.5 exceeded the reference values, and SO2, NO2, CO, and O3 satisfied the reference values. It is assumed that it is necessary to clarify the source of PM10 and PM2.5 and to take measures as necessary.
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Table 4-5 Summary of Ambient Air Quality Results
All values are given in g/m
No. Location PM10 PM2.5 SO2 NO2 CO O3 Min Max Avg 98% Min Max Avg 98% Min Max Avg 98% Min Max Avg 98% Min Max Avg 98% Min Max Avg 98% AAQ1 Airport Site 241.1 380.4 277.5 363.2 116.7 151.9 137.2 151.1 9.2 12.7 11.3 12.7 36.4 44.9 42.6 44.9 1112 1203 1158 1197 43.0 47.4 45.6 47.1 AAQ2 Pochanpur 136.4 244.8 161.1 232.7 69.1 97.4 77.8 93.1 11.1 13.3 12.4 13.2 20.5 24.4 23.2 24.4 623 716 673 715 19.1 20.7 19.8 20.4 AAQ3 Ambar Hai 115.9 275.6 177.0 262.5 75.4 211.8 96.1 203.6 10.4 12.6 11.3 12.3 16.9 25.7 24.0 25.4 434 502 467 501 22.2 23.3 22.7 23.2 AAQ4 Bindapur 248.1 365.9 265.6 352.2 105.3 172.4 121.4 169.1 8.8 10.3 9.6 10.2 38.9 42.7 41.8 42.7 1112 1179 1150 1178 44.1 46.0 44.8 45.8 AAQ5 Vasanth Vihar 148.2 247.5 173.4 235.5 71.4 152.5 88.9 145.5 7.9 10.1 9.2 10.0 24.2 28.3 27.0 28.0 521 584 559 582 25.6 27.6 26.4 27.3 AAQ6 Mahipalpur 317.5 480.4 347.0 456.3 162.1 256.8 182.8 243.5 12.6 14.2 13.4 14.1 43.0 48.6 46.2 48.5 1633 1698 1671 1694 52.0 53.8 52.8 53.7 AAQ7 Rajokri 136.2 202.1 150.9 198.8 57.6 100.4 67.7 96.4 8.9 10.8 9.9 10.7 29.7 32.6 30.3 32.4 367 426 395 425 31.2 32.8 31.9 32.6 AAQ8 Kapashera 149.5 260.4 173.3 237.6 90.6 162.5 99.2 150.6 8.6 10.3 9.5 10.1 29.9 34.9 32.9 34.8 732 819 779 818 35.4 38.0 36.1 36.8 Range 115.9-480.4 57.6-256.8 7.9-14.2 16.9-48.6 367-1698 19.1-53.8 NAAQ Standards 100 60 80 80 2000 100 Source: EIA Report
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Current State of Social Environment
In this section, with reference to the EIA report, the distance from ARP is divided into 0-3 km, 3-7 km, 7-10 km, 0- 10 km, and the respective distribution of population of population, social structure, education, occupation are explained. Distance from ARP and its area are shown in the figure below.
Figure 4-8 Distance from ARP and Its Area
Source: METI Study Team, Prepared from EIA Report
(1) Population
As per details from Census 2011, Delhi has a population of 1.68 crores, an increase from the figure of 1.39 crores in the 2001 Census. Total population of Delhi as per the 2011 Census was 16,787,941 of which male and female were 8,987,326 and 7,800,615, respectively. In 2001, total population was 13,850,507 in which males were 7,607,234 while females were 6,243,273. The total population growth in this decade (2001-2011) was 21.21% while in the previous decade (1991-2001), it was 46.31%. The population of Delhi formed 1.39% of India in 2011. In 2001, the figure was 1.35%. Distribution of population is shown in the table below.
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Table 4-6 Distribution of Population Distance from ARP Particulars 0-3 km 3-7 km 7-10 km 0-10 km No. of Households 103,181 378,330 481,236 962,747 Male Population 249,642 922,658 1,176,056 2,348,356 Female Population 221,767 800,430 1,017,037 2,039,234 Total Population 471,409 1,723,088 2,193,093 4,387,590 Male Population (0-6 years) 28,914 101,550 141,535 271,999 Female Population (0-6 years) 24,733 87,702 121,456 233,891 Total Population (0-6 years) 53,647 189,252 262,991 505,890 % of 0-6 years population 11.38 10.98 11.99 11.53 Average Household Size 4.57 4.55 4.56 4.56 % of males to the total population 52.96 53.55 53.63 53.52 % of females to the total population 47.04 46.45 46.37 46.48 Sex Ratio (no. of females per 1000 males) 888 868 865 868 Child Sex Ratio (no. of females per 1000 males (0-6 years)) 855 864 858 860 Density 4,542 8,648 10,199 8,469 Source: EIA Report
(2) Social Structure
In the study area, as per the 2011 Census, 12.79% of the population belongs to the scheduled castes (SC) and scheduled tribes (ST). About 87.21% of the population belongs to other backward castes (OBC) and general category. Overall, the data of social stratification reveals that the SC’s percentage to population is more than 12%. The distribution of population by social structure is shown in the table below.
Table 4-1 Distribution of Population by Social Structure Distance from ARP Particulars 0-3 km 3-7 km 7-10 km 0-10 km Scheduled caste population 58,181 2,03,308 2,99,628 5,61,117 Scheduled tribe population 0 0 0 0 Scheduled caste (SC) population % to the total population 12.34 11.80 13.66 12.79 Scheduled tribes (ST) population % to the total population 0.00 0.00 0.00 0.00 Total SC and ST population 58,181 2,03,308 2,99,628 5,61,117 % to the total SC and ST population 12.34 11.80 13.66 12.79 OBC (Other Backward Castes) and general population 4,13,228 15,19,780 18,93,465 38,26,473 % of OBC (Other Backward Castes) and general 87.66 88.20 86.34 87.21 population Total population 4,71,409 17,23,088 21,93,093 43,87,590 Source: EIA Report
(3) Literacy level
The data of the study area reveals that literacy rate is 88.49% as per the 2011 Census, which is found to be more than Delhi’s rate of literacy (Delhi 86.2%). The distribution of literates and literacy rate in the study area is given in the table below.
Table 4-7 Distribution of Literates and Literacy Rates Distance from ARP Particulars 0-3 km 3-7 km 7-10 km 0-10 km Male Population 249,642 922,658 1,176,056 2,348,356 Female Population 221,767 800,430 1,017,037 2,039,234 Total Population 471,409 1,723,088 2,193,093 4,387,590 Male Population (0-6 years) 28,914 101,550 141,535 271,999
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Female Population (0-6 years) 24,733 87,702 121,456 233,891 Total Population (0-6 years) 53,647 189,252 262,991 505,890 Total Population above 7 years 417,762 1,533,836 1,930,102 3,881,700 Male Literates (7+ years) 209,353 768,092 942,752 1,920,197 Female Literates (7+ years) 169,948 606,144 738,652 1,514,744 Total Literates (7+ years) 379,301 1,374,236 1,681,404 3,434,941 Male Literacy Rate (%) to the Total Literates 55.19 55.89 56.07 55.90 Female Literacy Rate (%) to the Total Literates 44.81 44.11 43.93 44.10 Average Male Literacy to the Total Population 50.11 50.08 48.84 49.47 (%) Average Female Literacy to the Total 40.68 39.52 38.27 39.02 Population (%) Total Literacy Rate (%) to the Total Population 90.79 89.59 87.11 88.49 Source: EIA Report
(4) Occupation
The occupational structure of work participation rate of the residents in the study area is studied with reference to main workers, marginal workers, and non-workers. The main workers include ten categories of workers defined by the Census Department consisting of cultivators, agricultural laborers, those engaged in livestock, forestry, fishing, mining, and quarrying; manufacturing, processing and repairs in household industry; and other than household industry, construction, trade and commerce, transport and communication and other services.
The marginal workers are those workers engaged in some work for a period of less than six months during the reference year prior to the census survey. The non-workers include those engaged in unpaid household duties, students, retired persons, dependents, beggars, vagrants, etc.; institutional inmates or all other non-workers who do not fall under the above categories.
Total work participation rate in the project study area is 35.44% and the non-workers constitute to 64.56% of the total population. In comparison with the study area, work participation rate in Delhi is greater (Delhi 33.3%). The distribution of workers by occupation indicates that the non-workers are the predominant population.
The percentage of the main workers to the total workers is 95.21% and the marginal workers constitute to 4.79% of the total workers. The occupational structure of the study area is shown in the table below.
Table 4-8 Occupational Structure Distance from ARP Particulars 0-3 km 3-7 km 7-10 km 0-10 km Total Population 471,409 1,723,088 2,193,093 4,387,590 Total Workers 159,382 614,100 781,326 1,554,808 Total Main Workers 153,433 582,220 744,664 1,480,317 Total Marginal Workers 5,949 31,880 36,662 74,491 Total Non-workers 312,027 1,108,988 1,411,767 2,832,782 Work Participation Rate (%) 33.81 35.64 35.63 35.44 % of Main Workers to Total Workers 96.27 94.81 95.31 95.21 % of Marginal Workers to Total Workers 3.73 5.19 4.69 4.79 % of Non-workers to Total Population 66.19 64.36 64.37 64.56 Source: EIA Report
Future Forecast (In case of no development)
If the project is not implemented, the following impacts are expected:
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- Number of people who use IGIA will be increased in the future. Areas located in/around IGIA at the urban area of India will be more crowded; and negative impact for future economic development is suspected.
- Due to the increasing number of buses for transportation between terminals, traffic jam and greenhouse gas (GHG) emission increase is suspected.
Positive Environmental Impacts of the Projects
Buses are used for terminal-to-terminal movement, but installation of APM contributes to the reduction of GHG emissions. In the future, detailed calculations are necessary, but the amount of carbon dioxide reduction was calculated in Section 3.5 of this report.
Adverse Environmental and Social Impacts of the Projects
Examination of Environmental and Social Consideration Checklist and its Result
The checklist (road, railway, bridge) of "JBIC’s Guidelines for Confirmation of Environmental and Social Considerations" was examined for the impact of this project on the environmental and social aspects. The results are shown in the table below.
Table 4-9 Environmental Checklist
Environmental Items Main Check Items Confirmation of Environmental Considerations Category
① Have ESIA reports been officially The EIA report had been already prepared in completed? Have EIA reports been written in English in July 2017. official language or well-used language in the sight country? ② Have EIA reports been approved by The EIA report had been submitted and EC authorities of the host country’s government? procedure is going through the procedures. (1) ESIA and ③ Have EIA reports been unconditionally The EIA report would be approved with the Environmental Permits approved? If conditions are imposed on the application of EC. approval of EIA reports, are the conditions
satisfied? ④ In addition to the above approvals, have Nothing more than the above matters. other required environmental permits been obtained from the appropriate regulatory authorities of the host country’s government? ① Is the project accepted in a manner that is The public hearing of the project was held on June socially appropriate to the country and locality 19, 2017. throughout the preparation and implementation 1 Permits and Explanation stages of the project based on sufficient consultations with stakeholders, such as local residents, conducted via disclosure of project (2) Explanation to the information and potential impacts? Public ② Are the records of such consultations with The record of public hearing on June 19, 2017 is the stakeholders, such as local residents, mentioned in the EIA report. prepared? ③ Are the written materials for the disclosure To be confirmed prepared in a language and form understandable to the local residents?
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Environmental Items Main Check Items Confirmation of Environmental Considerations Category
④ Are ESIA reports available at all times for To be confirmed perusal by stakeholders such as local residents, and copying of the reports permitted? ⑤ Are proper responses made to the comments The responses to the comments from the public of the public and regulatory authorities? and regulatory authorities are reflected to the finalized EIA report. ① Is there a possibility that air pollutants Air pollutants are not emitted from the vehicle. emitted from various sources, such as vehicle traffic will affect ambient air quality? Does ambient air quality comply with the host (1) Air Quality country’s ambient air quality standards? ② Where industrial areas already exist near the There are no industrial areas near the route. route, is there a possibility that the project will make air pollution worse? ① Is there a possibility that soil runoff from the Measures for soil runoff are considered. bare lands resulting from earth moving activities, such as cutting and filling, will cause water quality degradation in downstream water areas? ② Is there a possibility that surface runoff from It is assumed that there is little possibility of water roads will contaminate water sources, such as source contamination due to effluent drainage groundwater? from the road surface. ③ Do effluents (including sanitary wastewater The mitigation measures are necessary to be (2) Water Quality and rainwater drainage) from various facilities, considered.
such as stations and parking areas/service areas comply with the host country’s effluent standards and ambient water quality standards? ④ Are adequate measures taken to prevent To be confirmed contamination of surface water and groundwater by these effluents? Is there a possibility that the effluents from the project will cause areas that do not comply with the host 2 Mitigation Measures 2 Mitigation country’s ambient water quality standards? ① Are wastes from various facilities, such as Waste is appropriately treated in accordance with stations and parking areas/service areas the comprehensive waste management plan. properly treated and disposed of in accordance with the laws and regulations of the host country? (3) Waste ② Are surplus soil from the tunnel and subway Hazardous wastes are privately treated in construction contaminated with heavy metals accordance with the related law. derived from natural wastes? Are they properly treated and disposed in accordance with the laws and regulations of the host country? ① Has the soil at the project site been To be confirmed (4) Soil contaminated in the past, and are adequate measures taken to prevent soil contamination? ① Do noise and vibrations from vehicle and Noise and vibration from APM are not considered (5) Noise and Vibration train traffic comply with the host country’s but it would be of small impact compared with standards? that of the aircraft ① Are there any odor sources? Are adequate Source of odor is not expected. (6) Odor odor control measures taken? ① Is the project site located in protected areas No impact because there is no protected site in designated by the host country’s laws or and around the project site. (1) Protected Areas international treaties? Is there a possibility that the project will significantly affect the protected areas? 3 Natural
Environment ① Does the project cause significant Impact is limited because there are no biologically (2) Ecosystem conversion or significant degradation of forests important forests and habitant in the project site. 4-17
Environmental Items Main Check Items Confirmation of Environmental Considerations Category
with important ecologically value (including primary forests and natural forests in tropical areas) and habitats with important ecological value (including coral reefs, mangrove wetlands and tidal flats)? ② In case the projects involve a significant conversion or degradation of natural habitats including natural forests, is the avoidance of impacted considered preferentially? If the impacts are unavoidable, will the appropriate mitigation measures be taken? ③ Will the evaluation of the impacts on natural habitats by the project and consideration for the offset measures be carried out based on expert’s opinion? ④ Is illegal logging in the forest avoided? ⑤ Does the project site encompasses the protected habitats of endangered species designated by the country’s laws or international treaties? ⑥ Are adequate protection measures taken to Since the site is within the existing airport area, prevent impacts, such as disruption of migration there is little invasion of animals. routes and habitat fragmentation of wildlife and livestock? ⑦Is there a possibility that installation of roads Since the site is within the existing airport area, it will cause impacts, such as destruction of forest, is assumed that deforestation, poaching, poaching, desertification, reduction in wetlands desertification, and drying of wetlands will not areas, and disturbance of ecosystems due to occur. It is assumed that there is no effect on the introduction of exotic (non-native invasive) ecosystem due to the introduction of alien species, species and pests? Are adequate measures for pests, etc. preventing such impacts considered? ⑧ In case the project site is located at Since the site is within the existing airport area, it undeveloped areas, is there a possibility that the is not an undeveloped area. new development will result in extensive loss of natural environments? ⑨ If any adverse impacts on ecosystem are It is assumed that there is no serious impact on the predicted, are adequate measures taken to ecosystem. reduce the impacts on ecosystem? ① Is there a possibility that alteration of There is no surface water in the site, and it is assumed that the influence on the flow of the (3) Hydrology topographic features due to the installation of structures, such as tunnels will adversely affect groundwater is small. surface water and groundwater flows? ① Is there a soft ground on the route that may Since the route is within the existing airport area, cause slope failures or landslides? Are adequate it is assumed that collapsing of the earth and lands measures considered to prevent slope failures or and landslides will not occur. landslides, where needed? ② Is there a possibility that civil works, such To be confirmed. (4) Topographic and as cutting and filling will cause slope failures or Geological Condition landslides? Are adequate measures considered to prevent slope failures or landslides? ③ Is there a possibility that soil runoff will Measures for soil runoff are considered. result from cut and fill areas, waste soil disposal sites, and borrow sites? Are adequate measures taken to prevent soil runoff? ① Are involuntary resettlement and loss of Since the site is within the existing airport area,
E no new involuntary resettlement will occur. (1) Resettlement means of livelihoods avoidable by project 4 Social ¥ implementation? If unavoidable, are efforts
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Environmental Items Main Check Items Confirmation of Environmental Considerations Category
made to minimize the impacts caused by the resettlement and loss of means of livelihoods? ② Are the people affected by the project provided with adequate compensation and supports to improve their standard of living, income opportunities, and production levels or at least to restore them to pre-project levels? Also, is prior compensation at full replacement cost provided as much as possible? ③ Is the participation of the people affected and their communities promoted in planning, implementation, and monitoring of involuntary resettlement action plans and measures against the loss of their means of livelihood? In addition, will appropriate and accessible grievance mechanisms be established for the people affected and their communities? ④ Is the resettlement action plan (including livelihood restoration plan as needed) prepared and disclosed to the public for the project which will results in a large-scale resettlement or large-scale loss of means of livelihood? Does the resettlement action plan include elements required in the standard of the international financial institution benchmarked in its environmental reviews? ⑤ In preparing a resettlement action plan, is consultation made with the affected people and their communities based on sufficient information made available to them in advance and are explanations given in a form, manner, and language understandable to the affected people? ⑥ Has appropriate consideration been given to vulnerable social groups, such as women, children, the elderly, the poor, and ethnic minorities in the resettlement action plan? ⑦ Are agreements with the affected people obtained prior to the resettlement? ⑧ Is the organizational framework established to properly implement resettlement? Are the capacity and budget secured to implement the resettlement action plan? ⑨ Is a plan developed to monitor the impacts of resettlement? ① Where roads or railways are newly installed, Since the site is within the existing airport area, is there a possibility that the project will affect there is no influence on the area in which the the existing means of transportation and the residents live, and the means of living. associated workers? Is there a possibility that the project will cause significant impacts, such as extensive alteration of existing land uses, (2) Living and changes in sources of livelihood, or Livelihood unemployment? Are adequate measures considered for preventing these impacts? ② Is there a possibility that the project will adversely affect the living conditions of inhabitants other than the affected inhabitants? Are adequate measures considered to reduce the impacts, if necessary?
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Environmental Items Main Check Items Confirmation of Environmental Considerations Category
③ Is there a possibility that the project will Since the site is within the existing airport area, adversely affect road traffic in the surrounding there is no adverse effect on road traffic in the areas (e.g., by causing increases in traffic surrounding area. congestion and traffic accidents)? ④ Is there a possibility that roads and railways Since the site is within existing airport area, there will impede the movement of inhabitants? is no influence on the movement of the residents. ⑤ Is there a possibility that structures The possibility of this project causing sun shading associated with roads (such as bridges) will and radio interference is small enough. cause a sun shading and radio interference? ⑥ Has appropriate consideration been given to Since this site is within the existing airport area, it vulnerable social groups, such as women, is assumed that the influence on the socially children, the elderly, the poor, ethnic minorities vulnerable is small. and indigenous peoples? ① Is there a possibility that the project will There are no precious heritages or historical sites damage the local archeological, historical, around the site, and it is assumed that there is little fear of damaging it. (3) Cultural Heritage cultural, and religious heritage sites? Are adequate measures considered to protect these sites in accordance with the host country’s laws? ① Is there a possibility that the project will It is assumed that the adverse effect on the (4) Landscape adversely affect the local landscape? Are landscape accompanying the implementation of necessary measures taken? this project is small. ① Are the impacts to ethnic minorities and Since this project is implemented within the indigenous peoples avoidable by project existing airport area, the impact on ethnic implementation? If unavoidable, are efforts minorities and indigenous peoples is small. made to minimize the impacts and to compensate for their losses? ② If the project has adverse impacts on indigenous peoples' various rights in relation to land and resources, are such rights respected? ③ Is the indigenous people’s plan prepared and (5) Ethnic Minorities and made public? Does the indigenous people’s plan Indigenous Peoples include elements required in the standard of the international financial institution benchmarked in its environmental reviews? ④ In preparing the indigenous people’s plan, is consultation made with the affected ethnic minorities and indigenous peoples based on sufficient information made available to them in advance and are explanations given in a form, manner, and language understandable to them? ⑤ Are the free, prior, and informed consents of the indigenous people obtained? ① Is the project proponent not violating any It must be carried out under the Law of laws and regulations associated with the Occupational Safety Relations. working conditions of the host country, which the project proponent should observe in the project? (6) Working ② Are tangible safety considerations in place It must be carried out under the Law of Environment for individuals involved in the project, such as Occupational Safety Relations. (Including Work Safety) the installation of safety equipment which prevents industrial accidents, and management of hazardous materials? ③ Are intangible measures being planned and It must be carried out under the Law of implemented for individuals involved in the Occupational Safety Relations. project, such as the establishment of a safety and health program, and safety training
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Environmental Items Main Check Items Confirmation of Environmental Considerations Category
(including traffic safety and public sanitation) for workers? ① Is there a possibility that diseases, including Since the inflow of workers is assumed by the communicable diseases, such as HIV will be implementation of this project, it is necessary to introduced due to immigration of workers reduce the risk of disease occurrence. associated with the project? Are adequate (7) Community Health, considerations given to public health, if Safety and Security necessary? ② Are appropriate measures being taken to Since this project is implemented within the ensure that security guards involved in the existing airport area, the security risk by the project do not violate the safety of other security personnel is considered to be small. individuals involved, or the local residents? ① Are adequate measures considered to reduce In the EIA report, the following measures were impacts during construction (e.g., noise, considered. vibrations, turbid water, dust, exhaust gases, [Noise] and wastes)? - Provision of silencers on the construction machineries.
- Vehicles and construction equipment with internal combustion engines without proper silencer will not be allowed to operate at the construction site.
- Machinery and vehicles will be maintained regularly, with particular attention to silencers and mufflers, to keep construction noise levels at a minimum.
- Workers in the vicinity of high noise levels shall wear earplugs, helmets and be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 90 dB(A) per 8-hour shift.
[Water Quality]
(1) Impacts during - Efforts will be made to conserve water. Construction
5 Others - Appropriate sanitation facilities to be provided for the construction workers to reduce impact on water quality.
- Entire waste water will be treated and reused for landscaping and horticulture, flushing, HVAC activities.
- Control of spillage of fuel oil and storage of oil barrels on cemented floor.
- Waste oil generated during maintenance of construction equipment will be collected and disposed to approved waste oil recyclers for recycling and reuse.
- Runoff from fuelling area, vehicle parking areas, etc., will be passed through oil interceptor.
- A sediment trap will be provided to prevent the discharge of excessive suspended solids.
- Suitable drainage network would be made to ensure proper draining of wastewater from the construction sites, so that such water does
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Environmental Items Main Check Items Confirmation of Environmental Considerations Category
not form stagnant pools nor aggravate soil erosion.
[Air Emission]
- Installation of batch mix plant at isolated place and providing cover shed around the plant.
- Providing dust suppression system in loading and unloading areas and camouflaging with physical barrier.
- Providing appropriate stack height for the DG sets for natural dispersion of pollutants and use of low sulphur diesel.
- Pollution under Control Certificate will be mandatory for all vehicles approaching to the site. Any vehicle not meeting the vehicular pollution standards will not be allowed within the construction site and for the construction activity.
- Temporary access roads leading to construction sites be sprinkled with water for dust suppression to reduce emission of dust, if required.
[Waste]
- Waste management systems will be in place to ensure the compliance with SWM, HWM, E-waste, BMW, C&D waste, battery waste through the Comprehensive Waste Management Plan.
- Dust bins will be placed at requisite locations at the construction site and there will be segregation of wastes before disposal.
- All metal, paper, and plastic wastes, debris and cuttings shall be collected from the site as soon as a particular construction activity is over. ② If construction activities adversely affect the Negative impacts to the natural environment are natural environment (ecosystem), are adequate limited but the following measures are measures considered to reduce impacts? considered. - Proper selection of plant species to avoid bird strikes in the airport area;
- Proper landscape management plans will be adopted using water efficient landscaping systems; and
- Any animal, if trapped during the development, will be relocated/released in coordination with the Forest Department. ③ If construction activities adversely affect the Since the work place is within the airport premises social environment, are adequate measures and it is far from the living environment, no considered to reduce impacts? adverse effect is assumed. However, indirect effects such as traffic congestion due to increase in construction vehicles are assumed. (2) Measures to Prevent ① Are adequate contingency plans and To be confirmed and considered Accidents mitigation measures developed to cover both 4-22
Environmental Items Main Check Items Confirmation of Environmental Considerations Category
the soft and hard aspects of the project, such as accident prevention programs, installation of prevention facilities and equipment, and safety education for workers? Are adequate measures for emergency response to accidental events considered? ① Are the monitoring programs and An environmental monitoring program has been environmental management plans of the project prepared. Also, confirm the effect of prepared? implementation of mitigation measures by monitoring. Performed by direct measurement, quantitative information is recorded, and compared with reference value, limit value, etc. ② Are the items, methods and frequencies Items, methods, and frequencies of environmental included in the monitoring program judged to monitoring during construction and during be appropriate? service are decided. It is planned under the following objectives:
- Verify effectiveness of planning decisions taken for mitigation measures;
- Measure effectiveness of mitigation measures and operational procedures;
(3) Monitoring - Confirm statutory compliance; and - Identify unexpected changes. ③ Does the proponent establish an adequate Costs have been estimated, but since organization, monitoring framework (organization, personnel, equipment, budget and their continuity personnel, equipment, and adequate budget to have not been established, a further study is sustain the monitoring framework)? necessary. ④ Are any regulatory requirements pertaining This was not mentioned in the EIA report, and it to the monitoring report system identified, such is necessary to be confirmed and discussed. as the format and frequency of reports from the proponent to the regulatory authorities? ⑤ Are the results of the monitoring planned to This was not mentioned in the EIA report, and it be disclosed to the stakeholders of the project? is necessary to be confirmed and discussed. ⑥ Is there a processing mechanism in place, This was noy mentioned in the EIA report, and it for solving problems related to environmental is necessary to be confirmed and discussed. and social considerations pointed out by third parties? ① Where necessary, pertinent items described Since this project is implemented within the in the Forestry Projects checklist should also be existing airport area, it is assumed that there is no checked (e.g., projects including large areas of large-scale deforestation. deforestation). (1) Reference to ② Checklist of Other Where necessary, pertinent items described If necessary, it is needed to be considered in the Sectors in the Power Transmission and Distribution additional check items in the checklist on Lines checklist should also be checked (e.g., transmission/distribution. projects including installation of power Note
6 transmission lines and/or electric distribution facilities). ① If necessary, the impacts to transboundary Suppression of GHG emissions is assumed to be or global issues should be confirmed, if possible. (2) Note on Using necessary (e.g., the project includes factors that Environmental Checklist may cause problems, such as transboundary waste treatment, acid rain, destruction of the ozone layer, or global warming). Source: METI Study Team
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Proposed Project and Alternative
In the EIA report, as an alternative for the development of the airport, the only consideration will be “No Development”. However, from the following point of view, it is not recommended.
- Continued operation of the airport in sub-optimal conditions for safety, security and environmental standards and passenger comfort;
- Inability to cater for forecasted future demand and civil aviation requirements and policy. It will also impact air traffic management, airline and passenger growth and domestic and international connectivity;
- Potential decreased income from tourism and general industry as the existing facilities would not suffice the demand forecasted; and
- Failure to achieve positive socio-economic benefits in the provision of jobs and the generation of revenue for the local community.
Environment Department of DIAL
Five people are assigned in DIAL's Environmental Department. The organizational chart is shown in the figure below. The EIA report was compiled by DIAL's Environmental Department.
Figure 4-9 Organizational Structure of the Environmental Department in DIAL Head
Complaints Environment Environment Airport Noise Monitoring and Sustainability Source: METI Study Team
Outlines of Relevant Environmental Laws, Rules, and Regulations in
India
Environment Regulations in India
Legislations in India related to environment are shown in the table below.
Table 4-10 Environment Regulations in India Legal Rule Name Description Environmental Protection The Environmental (Protection) Established in 1986. It is the basic law on environmental protection and regulates Act the central government and state authority for prevention, management and reduction of environmental pollution. The Environmental Protection Established in 1986. It is enacted based on the Environmental Protection Law. Rules Regulate the conditions for installation of factories and emission standards of pollutants discharged from factories. The Forest Act Established in 1980. Forest Protection Law Air Pollution Prevention
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The Air (Prevention and Established in 1981. Act for the prevention, control, and reduction of air Control of Pollution) Act pollution. India Central Pollution Control Board (CPCB: Central Pollution Control Boards) and the State Pollution Control Committee: defines the authority of the (SPCB: State Pollution Control Boards). For example, the State Pollution Control Committee has designated the pollution control area and has been authorized to restrict industrial activities in that area. The Air (Prevention and Established in 1982. Control of Pollution) Rules Water Pollution Prevention The Water (Prevention and Established in 1974. It is a law aimed at preventing and restricting water pollution Control of Protection) Act and improving water quality, regulating standards for water quality and drainage. In addition to establishing the authority and functions of the central and state pollution control committee for water pollution control regulations, it also specifies arrangements for setting river as a drainage channel and installation of drainage. The Water (Prevention and Established in 1975. Detailed function of the Indian Central Pollution Control Control of Pollution) Rules Committee (CPCB). It also stipulates when analyzing water quality at the analytical institution owned by the Indian Central Pollution Control Committee (CPCB). Waste Treatment The Hazardous Wastes Established in 1989. Regulations concerning management and processing (Management concerning general waste except for wastewater, exhaust gas, and radioactive and Handling) Rules waste, regulated by individual laws and regulations. The Bio-medical Waste Established in 1998. Regulations on the management of transportation, (Management collection, storage, and treatment of the waste discharged in the course of medical and Handling) Rules diagnosis, treatment, epidemiological research, production and experiment of biological products. The Municipal Solid Wastes Established in 2000. Basic rules on management of municipal waste such as (Management and Handling) garbage disposal discharged from general households, business operators. Rules The Batteries (Management and Established in 2001. Importers, distributors, and recyclers responsible for Handling) Rules production, processing, sale, purchase, and use of lead-acid batteries are clearly stated. E-waste (Management and Enforced in 2012. Regarding recycling and disposal of waste electrical and Handling) Rules electronic equipment, the responsibilities of each entity such as manufacturers and recycling facilities, the process of obtaining permission of recycling facilities, the storage method, the items subject to regulation, the use of harmful substances in products. Source: Report of Investment Climate in India, 2017, JBIC (Japanese Report)
Environmental Impact Assessment
To implement projects with significant impact on the environment, an environmental certification (EC: Environmental Clearance) is needed. EC is prescribed in the notification based on Article 5, Paragraph 3 of the Environment Protection Act (Environmental Impact Assessment Notification - 2006 (issued in September 2006) (hereinafter referred to as EIA Notice)).
Projects that fall under the following conditions are obligated to acquire ECs.
a) About 39 new projects are targeted by the EIA Notice Schedule
b) Extended construction of existing projects (corresponding to 39 types). However, only when the scale after expansion is greater than the threshold value specified in the Schedule of Notice.
a) Projects exceeding the constraint conditions indicated in the notification in accordance with the content modification of the project corresponding to 39 projects.
Depending on the health of the people, degree of impact on resources, and size of the project, projects needing to
4-25 acquire ECs are classified as "A" or "B", and the process of acquiring EC differs depending on the classification.
For projects falling under Category A, it is necessary to acquire EC from the central government (MoEF) with the recommendation of the Environmental Appraisal Committee ("EAC") established by the central government. On the other hand, projects that fall under Category B need to acquire EC from State Environment Impact Assessment Authority ("SEIAA") established by the central government at the state level. SEIAA will issue ECs on the recommendation of the State-level Expert Appraisal Committee ("SEAC"). In a state where SEIAA or SEAC does not exist, even in the project of classification B, EC will be acquired by the same process as classification A. The flow of application procedures for EIA and EC is shown in the figure below.
Figure 4-10 Flowchart for Obtaining the EIA Application and EC
Source: METI Study Team, Referred from the Environmental Impact Assessment Notification 2006
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Matters to be Completed by Related Authorities in Indonesia to Realize
the Projects
Acquisition of EC
This project is classified as "Category A" by the Environmental Impact Assessment Notification 2006, and acquisition of EC is necessary for the implementation of the project. As of January 2018, the EIA report has been finalized and submitted to MoEF. According to DIAL's Environmental Department, acquisition is scheduled in January or early February 2018. The table of contents of the EIA report is shown in the table below.
Table 4-11 Table of Contents of the EIA Report Chapter Title 1 Introduction 2 Project Description 3 Description of the Environment 4 Anticipated Environmental Impacts and Mitigation Measures 5 Analysis of Alternatives 6 Environmental Monitoring Program 7 Additional Studies 8 Project Benefits 9 Environment Management Plan 10 Summary and Conclusions 11 Disclosure of Consultants Source: EIA Report
Procedure of JBIC’s Environmental and Social Consideration
Assuming application of public funds in Japan, it is necessary to confirm that projects are carried out in consideration of the impact on local communities and the natural environment. JBIC establishes requirements for environmental and social considerations required for projects subject to environmental and social consideration confirmation procedures, judgment standards, investments and loans in the "JBIC’s Guidelines for Environmental and Social Considerations".
Prospective projects are screened prior to funding and classified into categories according to the degree of potential environmental impact. An Environmental Review is then conducted to verify that the environmental and social impacts have been considered in a proper manner. After funding has been approved, projects are monitored to assess the actual impact. Procedure for confirmation of environmental and social considerations is shown in the figure below.
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Figure 4-11 Procedure of JBIC’s Environmental and Social Consideration
Source: JBIC Annual Report 2017
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Financial and Economic Evaluation
Project Cost Estimate
Approach of the Project Cost Estimate
The project costs were estimated by multiplying the unit prices based on the cost estimates collected from a few similar projects, by quantities calculated from designs in the Study, which were estimated separately for foreign and local currencies. Also, the project costs were estimated for the three routes, two cases each.
Estimate Conditions
- Base Year of Estimation
Base year was 2018.
- Exchange Rate
JPY 1 = INR 0.568
- Price Escalation
The price escalation considered in the financial analysis was 4% in local currency.
- Unit Price
The unit price consisted of not only the direct construction cost but also the cost for common temporary structures (transportation, installation and safety), site management cost, and administrative cost.
- System Design Cost
Since the contract was expected to be a design-build, design cost was included in the system installation cost.
- Operation and Maintenance Cost
Operation and maintenance costs were considered in the financial analysis. Yardstick method was applied to estimate the operation and maintenance cost, considering five items of maintenance for track, power supply, rolling stock, running operation, and station operation. Each scale and parameter considered in the calculation of the five items is shown in Table 5-1.
The calculation method published by the Ministry of Land, Infrastructure, and Transport in 2017 was applied. Calculation formula was based on data from ten underground railway companies in Japan, and part of the parameters was adjusted to apply to overseas projects.
5-1
Table 5-1 Items and Parameters Required in Yardstick Method for the O&M Cost Estimate Running Station Track Power Supply Rolling Stock Operation Operation Item Track Line Inspection and Train operation Station operation maintenance maintenance for overhaul and management for main tracks power supply, system such as and depot signal, and OCC communication Parameter Track length Power line length Number of Route length Number of (km) (single- km) rolling stocks (km) stations Annual passengers carried Train kilometer Source: METI Study Team
- Electricity Cost required by Operation
Each case is studied and presented in Chapter 3
Result of Project Cost Estimate
The results of project cost estimates for every case in the Study are shown in Table 5.1.2. In addition to the costs of civil, E&M system and rolling stock, consultant service cost and physical contingency are shown in the table. The consultant service cost was estimated to be 8% of the contractor’s contract amount (3% for design and procurement and 5% for construction supervision). The physical contingency was estimated to be 5%.
5-2
Table 5-2 Project Cost Estimate
Amount Equivalent Amount OM Expense Electricity Additional Investment 1000 JPY 1000 Rs 1000 JPY 1000 Rs 1000 JPY/yr 1000 JPY/yr civil 14,118,240 4,936,930 22,803,902 12,961,738 387,000 74,000 1 train (2 cars) in 2040 EM 14,756,000 2,005,995 18,172,599 10,393,305 Rolling Stock 2,148,000 144,000 2,401,343 1,364,923 Route1 Total 43,378,000 24,720,000 ① + Consultant With 2,482,000 567,000 3,470,000 1,978,000 Service Cost Physical 1,675,000 383,000 2,342,000 1,335,000 Contingency civil 14,118,240 4,936,930 22,803,902 12,961,738 562,000 90,000 2 train (4 cars) in 2030 EM 14,756,000 2,006,223 18,173,000 10,393,533 2 train (4 cars) in 2030 Rolling Stock 3,580,000 240,000 4,002,238 2,274,872 Route1 Total 44,979,000 25,630,000 ② + Consultant Without 2,596,000 575,000 3,598,000 2,050,000 Service Cost Physical 1,753,000 388,000 2,429,000 1,384,000 Contingency civil 4,581,225 4,492,900 12,485,694 7,096,868 440,000 38,000 1 train (2 cars) in 2030 EM 19,136,000 2,628,621 23,648,000 13,505,523 2 train (4 cars) in 2030 Rolling Stock 2,148,000 144,000 2,401,343 1,364,923 Route2 38,535,000 21,967,000 ③ + Consultant With 2,069,000 581,000 3,083,000 1,757,000 Service Cost Physical 1,397,000 392,000 2,081,000 1,186,000 Contingency civil 4,581,225 4,492,900 12,485,694 7,096,868 632,000 64,000 2 train (4 cars) in 2030 EM 19,136,000 2,628,621 23,648,000 13,505,523 4 train (8 cars) in 2030 Rolling Stock 3,938,000 264,000 4,402,462 2,502,359 Route2 40,536,000 23,105,000 ④ + Consultant Without 2,212,000 591,000 3,243,000 1,848,000 Service Cost Physical 1,493,000 399,000 2,189,000 1,248,000 Contingency civil 30,114,040 6,157,070 40,946,324 23,273,890 415,000 190,000 1 train (2 cars) in 2030 EM 17,170,000 2,302,529 21,052,000 12,061,957 2 train (4 cars) in 2030 Rolling Stock 2,148,000 144,000 2,401,343 1,364,923 Route3 64,400,000 36,701,000 ⑤ + Consultant With 3,955,000 688,000 5,152,000 2,936,000 Service Cost Physical 2,669,000 465,000 3,478,000 1,982,000 Contingency civil 30,114,040 6,157,070 40,946,324 23,273,890 568,000 201,000 2 train (4 cars) in 2030年 EM 17,170,000 2,302,529 21,052,000 12,061,957 1 train (2 cars) in 2040年 Rolling Stock 3,222,000 216,000 3,602,014 2,047,385 1 train (2 cars) in 2050年 Route3 65,600,000 37,383,000 ⑥ + Consultant Without 4,040,000 694,000 5,248,000 2,991,000 Service Cost Physical 2,727,000 468,000 3,542,000 2,019,000 Contingency Source: METI Study Team
5-3
Preliminary Financial Analysis
As to the preliminary financial analysis, the financial internal rate of return (FIRR) was calculated. The preliminary financial analysis aims at evaluating the Project’s financial profitability through calculation of the FIRR. The FIRR is a discount rate at which the present value of two cashflows, i.e., benefit and cost, becomes equal, as defined in the following equation: where n n t t Ct : Cost in year “t” n : project life (year) C /(1+ r) − B /(1+ r) = 0 ∑ t ∑ t Bt : Benefit in year “t” r : discount rate (= FIRR) t=0 t=0 t : year
Basic Assumptions Used
The project life for the analysis is set at 30 years after the commercial operation, taken into account the economic life of civil structure. Based on the principle of discounted cashflow analysis method, constant price was used for the cashflow.
Based on the prevailing income tax rule in the country, corporate tax rate of 25% and decline balance method were used in calculating depreciation of the assets (civil structure: 30 years, 10%, rolling stock and E&M: 15 years, 15%). Undepreciated balance at the end of project life was written in the end of cashflow as minus capital cost.
Financial Benefit
(1) Farebox
Farebox revenue collected from the use of Automated People Mover Table 5-3 Fares of Delhi Metro Fares (Sun. – (APM) was regarded as financial benefit of the APM project. Fare Distance Fares (Mon. Holidays) Zone – Sat.) (INR) of the APM project was assumed as same as the fare of Delhi Metro (INR) effective from October 1, 2017, which was determined in May 2016 0–2 km 10.0 10.0 under the 4th Fare Fixation Committee (please refer to Table 5-3). It 2–5 km 20.0 10.0 is assumed that the fare will be collected from the visitors and 5–12 km 30.0 20.0 commuters and not from transit passengers. 12–21 km 40.0 30.0 21–32 km 50.0 40.0 Distance between stations and fares of each route are shown in 32 km– 60.0 50.0 Tables 5-4 and 5-5 (these tables show fares from Monday to Source: 4th Fare Fixation Committee Saturday only).
Table 5-4 Distance between Stations and Fares (Route 1 and Route 2) Route 1 Route 2 Distance Distance Fares (INR) Fares (INR) ( (km) (km) Terminal 1 ⇔ Aerocity 1.67 10.0 3.52 20.0 Terminal 1 ⇔ Commercial 3.67 20.0 5.66 30.0 Terminal 1 ⇔ Terminal 4 5.14 30.0 7.13 30.0 Aerocity ⇔ Commercial 2.00 20.0. 2.14 20.0 Aerocity ⇔ Terminal 4 3.47 20.0 3.61 20.0 Commercial ⇔ Terminal 4 1.47 10.0 1.47 10.0 Source: METI Study Team
5-4
Table 5-5 Distance between Stations and Fares (Route 3) Route 3 Distance Fares (INR) (km) Terminal 1 ⇔ Commercial 4.56 20.0 Terminal 1 ⇔ Aerocity 1 3.26 20.0 Terminal 1 ⇔ Aerocity 2 2.05 20.0 Terminal 1 ⇔ Aerocity 3 1.44 10.0 Terminal 1 ⇔ Terminal 4 6.09 30.0 Commercial ⇔ Aerocity 1 1.30 10.0 Commercial ⇔ Aerocity 2 2.51 20.0 Commercial ⇔ Aerocity 3 3.12 20.0 Commercial ⇔ Terminal 4 1.53 10.0 Aerocity 1 ⇔ Terminal 4 2.83 20.0 Aerocity 2 ⇔ Terminal 4 4.04 20.0 Aerocity 3 ⇔ Terminal 4 4.65 20.0 Source: METI Study Team
(2) Farebox Revenue
Based on the demand forecast and abovementioned assumptions, annual farebox revenues of each case were estimated (please refer to Table 5-6).
Table 5-6 Annual Farebox Revenue by Cases (Unit: USD 1,000 per year) Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 2025 4,820.7 7,076.4 5,121.7 9,285.6 5,166.4 9,221.9 2035 7,634.2 11,580.9 8,056.3 15,360.5 8,127.6 15,919.6 2055 8,642.8 12,919.2 9,081.8 16,994.2 9,215.7 17,580.7 Source: METI Study Team
Calculation of Financial Internal Rate of Return (FIRR)
Based on the cost and benefit shown in Table 5.1 and 5.2.2, respectively, the team calculated the FIRR by cases. As shown in the table, FIRRs were calculated as negative values under all cases.
The results indicated that farebox revenue by the APM project is not enough to cover the capital cost, replacement cost, operation and maintenance cost, and electricity cost. In order to implement the Project, part of cost needs to be covered by the User Development Fee (UDF) and/or subsidy from the Government of India to cover part of the capital cost. Also, it is quite important to procure concessional loans.
Table 5-7 Results of the Preliminary Financial Analysis (FIRR) Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 FIRR -8.46% -6.66% -9.42% -4.91% -9.00% -5.34% Source: METI Study Team
5-5
Planned Project Schedule
Project Implementation Schedule
The project implementation schedule varies depending on the project scheme. However, there is no chance of direct appointment of contractor(s) or supplier(s)/ manufacturer(s) for such big project since it is not allowed according to the Operation, Maintenance and Development Agreement (OMDA). In this regard, it is difficult to reduce the period required for contractor procurement. Implementation schedule can be divided into the following four stages; “Preparation”, “Design”, “Tender/ Procurement”, “Construction”, “Operation and Management”. Although there are many patterns of implementation schedule in case of Public-Private Partnership (PPP) scheme, this option (PPP) is not considered since private finance will not be available for this project due to the reasons describe in Chapter 9. Here, the implementation schedule for traditional “Design-Build” scheme is introduced. Activities and durations of each activity in each stage are shown in Table 6-1:
Table 6-1 Activity in Each Stage
Stage Activity Duration
Preparation - Implementation of the feasibility study, preparation of Dependent on the project scheme. DPR, and other documents required for appraisal It takes 1.5~2 years to get the finance in - Preparation of TOR for consulting services for design and case of project financing preparation of bidding documents
Design - Procurement of consultant(s) 18 months for the design-build scheme. - Design, preparation of bidding documents
Tender/ - Pre-qualification (PQ) PQ：3 months - Tender Procurement Tender preparation：3 months - Technical/ financial evaluation, contract negotiation Evaluation：3 months
Contract negotiation：3 months
Construction - Construction period for civil/ building works At least 4 years as underground section is - Design/ manufacture/ delivery of manufacture included in the scope. - Commissioning, Test run 6 months for the test run
Operation and After commencement of operation, - Operation and management of the Project Management Permanently Source: METI Study Team
“Preparation” is a period required for consensus Figure 6-1 Demand forecast of airport terminals building among the stakeholders and for appraisal for financing. When it comes to public works, legal development, and formation of implementation organization have to be done during this period. But such activities are not required in this project since this project will be implemented by Delhi International Airport Limited (DIAL) who is a private airport operator. Time required for appraisal for financing is not clear so far, since there is no clear vision for financing of this project. In case of Yen Source: Airport Master Plan (Proposed by DIAL)
6-1
Loan project by JICA, at least one year is required for receiving loans. The procedure for financing includes feasibility study and subsequent appraisal. In case of corporate finance from JBIC, it will take several months for financing procedure, while approximately one year is required in case of project finance from JBIC. Time required for design and construction (18 and 48 months, respectively) is a mimimum time; however, tender period can be reduced slightly if decision making goes smoothly taking advantages of the fact that DIAL is a private organization.
In accordance with the master plan, DIAL is now revising, the airport demand forecast indicates the figure of 109 million passengers per year by 2034. Based on this figure, the expansion of Terminal 1 and new construction of Terminal 4 are proposed in the revised master plan. DIAL has an intention to complete the inter-terminal transportation system by year 2025 when the final terminal operation phase will begin.
Figure 6-1 shows the implementation schedule in case that Automated People Mover (APM) operation will commence by year 2025. According to this schedule, at least consultant procurement has to be completed by the end of 2018. Therefore, detailed study has to be conducted and DIAL has to pass the financial appraisal after deciding the financial source by the end of 2018.
Figure 6-2 Implementation Schedule
2017 2018 2019 2020 2021 2022 2023 2024 2025
Phase Prep E/S Phase Construction Phase Tender
Preparation Work Detailed Study+ Consultant Commercial Operation Procurement Commencement Basic Design & Tender Doc Preparation Design and (18month) Tender Process Contractor Procurement (12 month)
Construction Construction (54 months) Phase
Source: METI Study Team
Schedule for Confirmation of Environmental and Social Consideration
Procedure in India
The procedure flow for approval of Environmental Impact Assessment (EIA) report (acquisition of EC) is shown in Figure 6-1. Currently, the EIA report has been finalized and submitted to the Ministry of Enviroment & Forestry (MoEF), waiting for EC acquisition results. According to the Environmental Department of DIAL, it is scheduled to acquire in January 2018. If revision is required from When request for modification of EIA report comes from MoEF, it is necessary to request EC acquisition to MoEF again in addition to corrective action work.
6-2
Figure 6-3 Flowchart for EC Approval
Source: METI Survey Team, Referred to the Environmental Impact Assessment Notification, 2006
Procedure of JBIC’s Environmental and Social Consideration
The flow of environmental and social consideration procedures for receiving the Japan Bank of International Cooperation (JBIC) investment is shown in Figure 4-11. First, the Project is categorized in accordance with the screening form of JBIC. Since this project is implemented within the existing airport area, land acquisition, involuntary resettlement movement, and development of protected areas are not planned. The possibility of serious and undesirable effects on the environment is assumed to be minimal. Therefore, the category classification is assumed to be "Category B".
After categorization, environmental check is conducted in accordance with JBIC's environmental checklist. The EIA report has already been prepared, and the content of the report almost covers the environmental checklist. Also, since this project is implemented within the existing airport area, it is assumed that there is little possibility that serious and undesirable effects on the environment will be pointed out in the implementation of the checklist.
6-3
Implementing Organization
Outline of the Implementing Organization of the Project
The Indira Gandhi International Airport (IGIA) is being operated by the Delhi International Airport Limited (DIAL) since 2006, in accordance to the Operation, Management, and Development Agreement (OMDA) signed by the Airport Authority India (AAI) and DIAL. DIAL is a special purpose vehicle (SPV) and has been formed by four companies/organizations, i.e.: GMR group (capital contribution ratio of 54%), AAI (24%), Fraport (10%), and Eraman Malaysia (10%). GMR group is the lead member of the special purpose company 54% 26% (SPC) and is one of the major infrastructure business firms in India and currently operating two other airports, namely: Hyderabad and Mactan Airport in Cebu, Philippines. It also develops several electric generation plants domestically and 10% 10% internationally, and some highway projects as well. Fraport is one of the major airport operators in the world and currently operating Frankfurt Airport in Germany and several other international airports. Eraman Malaysia joins as an DIAL advisor for retail shops. Concession agreement is valid for 30 years from 2006, and another 30 years extension is possible upon the mutual agreement between two parties (AAI and DIAL).
The organizational chart of DIAL is shown in Figure 7-1. It consists of fifteen departments and employees approximately 1,500. Among these departments, the department who the Study Team had discussion on the Project is the Ground Access and Connectivity Department. In addition, the Commercial Property Development Department is in-charge of the development of Aerocity. Figure 7-1 Organization Chart of DIAL
Chief Executive Officer
Commercial Dept. Commercial Property Legal Dept. (Aero) Development Dept. P&C Dept. Financial Dept. Development Dept. Strategic Planning Dept. Security Dept. Ground Access & Quality & Service Connectivity Dept. Operation Dept. Delivery Dept. Information Dept. Project and Engineering Commercial Dept. (Non- Aero) Dept Human Resource Dept.
Source: Prepared by METI Study Team based on the information provided by DIAL
There are nine companies on the list of related companies in the DIAL Annual Report for the fiscal year of 2015. Each of these companies operates in different fields related to airport operation such as cargo, duty-free shops, parking, etc. The list of related companies is shown in Table 7-1 together with their capital contribution ratio of DIAL.
7-1
Table 7-1 List of Related Companies Sr. No Name of Company Capital Contribution Ratio of DIAL 1 Wipro Airport IT Services Ltd. 26.00% 2 Celevi Delhi Cargo Terminal Management India Pvt. 26.00% Ltd. 3 Delhi Aviation Fuel Facility Pvt. Ltd. 26.00% 4 Travel Food Services (Delhi T3) Pvt. Ltd. 40.00% 5 Delhi Duty Free Services Pvt. Ltd. 49.90% 6 TIM Delhi Airport Advertisement Pvt. Ltd. 49.90% 7 Delhi Airport Parking Services Pvt. Ltd. 49.90% 8 Delhi Aviation Services Private Ltd. 50.00% 9 East Delhi Waste Processing Company Limited 48.99% Source: Annual Report of DIAL, 2015-2016
Implementing Organization of the Project
It is expected that the Department of Ground Access and Connectivity will lead this project since the inter-terminal transportation system to be developed is the facility to connect outside of the airport security zone (land side). Although the organization of project implementation depends on the project scheme, SPV will be formed for construction and operation and management.
7-2
Technical Advantages of the Japanese Company
Possible Form of Japanese Firms’ Participation to the Project (Investment, Provision of Material/Equipment, Operation and Maintenance (O&M), etc.)
As will be described later in this report, it is considered that forming a special purpose company (SPC), who is responsible for O&M, is the most realistic scheme. The form of participation of Japanese firms differs depending on the risks the SPC has to pay. In case that the Automated People Mover (APM) is considered as public transportation and is required to be qualified as railway operator, other railway operators like the Delhi Metro Rail Corporation (DMRC) have to join an SPC or the SPC needs to sublet the task (operation and maintenance works) to the qualified operator.
The basic form of Japanese firm participation to the Project is either one of the following two options:
- Construction works of infrastructure and provision of material and equipment under Engineering, Procurement, and Construction (EPC) contract with the SPC, and
- Maintenance works of APM system and rolling stock under the maintenance contract with the SPC.
In case that APM is considered as an airport facility (not public transport facility) and that Japanese firm is considered to be qualified as APM operator, operation works may be additionally assigned to the Japanese firm. Japanese firm has a good track record to perform as APM operation and maintenance works overseas in airports.
There are issues to overcome and realize this project such as achieving positive equity internal rate of return (IRR). Advantages of Japanese Firms in this Project (Technical and Financial Aspects)
Requirements of this Project are described below. APM system satisfies all of these requirements without any issues.
1) APM system needs to secure good punctuality and safety as it is responsible for inter-terminal transportation system. Passengers with suitcase need to be safely and comfortably transferred to/from terminal to terminal without delay even in peak hour,
2) Proper capacity is required since it transports passengers who visit Aerocity,
3) Twenty-four hours driverless operation is possible. In order to meet the economical and convenience requirements, system capacity needs to be flexibly adjusted for demand fluctuation,
4) Alignment needs to be flexibly designed since route goes between the limited spaces inside the Aerocity. Smaller curve radius and steeper slope are favorable,
5) APM system needs to contribute to improve the airport convenience for wide range of passengers,
6) It needs to qualify to have cutting-the-art image appropriate for airport in capital region and needs to be reliable based on actual past performances, and
7) Flexible for possible route change such as extension and route shift in response to future airport renovation.
8-1
In addition to above, Japanese technologies have the following advantages in developing APM system:
- Japanese manufacturers have been providing APM system for long time in many projects in transportation field and have abundant technical and operational know-hows.
- Both single-car operation and married-car operation are possible. Flexible service provision is possible. - Track surface can be used for evaluation passage as side-guide is applied.
Table 8-1 Example of introduction of APM by Japanese Supplyer Distance Num of Airport Country Year (km) Stations Supplyer Hartsfield-Jackson Atlanta USA 2009 2.2 3 MHI9 Dubai Airport UAE 2008 5.2 2 MHI Hong Kong Intl Airport China 1998 1.1 2 MHI Singapore Changi Singapore 2006 6.0 7 MHI Incheon Intl Airport Korea 2008 0.8 2 MHI Miami Airport USA 2010 1.1 4 MHI Orland Airport Australia 2017 2.3 2 MHI Washington Dulles USA 2010 3.5 4 MHI Tampa USA 2017 2.3 3 MHI Source: METI Study Team
Table 8-2 Comparison between Cable Type APM and Rubber Tire APM Item Cable Type APM Rubber Tire APM Alignment Min Curve: 50m Min Curve: 30m Operation Max speed: 50 km/h Max speed: 80 km/h Acceleration: 0.5 m/s2 Acceleration: 1.0 m/s2 Trip time: 16mins Trip time: 12 min Demand to 6,000 to 15,000 Competitor One supplier. Multiple suppliers. O&M cost to be high. O&M cost to be low. Past Record 7 installed in the airport. 61 installed in the airport. 3 developed as urban transit. 68 developed as urban transit. 2 installed in casino. Evaluation Fair Good Flexible, faster, more capacity and low initial & OM cost. Source: METI Study Team
On the other hand, there are no financial advantages if financial source comes from Japan. Provided that the competitor is Bombardier from Germany and that the international bank in India requires buyer’s credit or two-step- loan as conditions for loan, both countries (e.g., Japan and Germany) have to follow the guideline of Organisation
9 MHI: Mitsubishi Heavy Industries 8-2 for Economic Co-operation and Development (OECD). In addition, since the number of rolling stock is much less than those of Delhi Metro, APM rolling stock will be manufactured in the domestic factory of the manufacturer.
8-2
Supplementary Cashflow Analysis
Cashflow Analysis
This section examines financial viability of the APM project (Case 1, 2, 5 and 6 under single truck operation) through calculation of Equity IRR. Equity IRR measures the returns for the equity, taking financing cost into consideration. Results of equity IRR calculation enable for us to understand more realistic cashflow projection from view point of DIAL as investor.
Assumptions
The cost of equity refers to a target equity return at which the appropriateness of an equity investment can be justified by comparing with the Equity IRR of a project. A rate of 15% is used as cost of DIAL’s equity in US Dollar base. This rate is also used as the discount rate to calculate net present values (NPV).
Capital cost, additional/replacement cost, operation and maintenance cost and electricity cost used in this section are all estimated based on single truck operation. All prices and costs are expressed in US Dollar. Project life is assumed 30 years after the commencement of commercial operation in 2026.
“JBIC’s buyer’s credit” and “DIAL’s corporate bond issuerance” are assumed as funding options for this APM project. Terms and conditions of the loan and the bond are assumed as follows. Terms and conditions of corporate bond is assumed as same as US Dollar-based corporate bond issued by DIAL in 2016.
Table A1-1 Terms and Conditions of Buyer’s Credit and Corporate Bond Buyer’s Credit Corporate Bond Currency US Dollar US Dollar Debt Equity Ratio 85:15 100:0 Interest 5.00%* 6.125% 10 years mutuality Repayment Period 14 years (bullet redemption) 7 years Gracec Period - (same as construction period) Note: Interest rate of buyer’s credit will be decided based on loan appraisal. Interest rate will be significantly differs depending on credit rating, availability of guarantee and collateral to be provided by DIAL’s shareholding companies, covenants, and etc. While no reference information available, this analysis tentatively uses 5.0% as weighted average interest rate of JBIC’s loan and commercial banks (co- financers). Source: METI Study Team
The same assuptions as FIRR calculation in Chapter 5 are applied for such as corporate tax ratio, demand forecast, APM fare and etc.
Appendix1-1
Calculation Results of Equity IRR
As described in Chapter 5, farebox revenue generated from this APM project is not enough to compensate massive capital investment cost. Thereby without collection of UDF (User Development Fee) from airport users and/or subsidy from central/local governments, this APM project is financially not sustainable.
Calculated equity IRRs are negative under all cases. Also, net present values of cashflow discounted using cost of equity of 15% are all negative. As shown in the following table, net fiscal burden to be born by DIAL is obviously smaller when using buyer’s credit. Case 2 using buyer’s credit is judged to be better alternative among other cases.
Table A1-2 Results of Net Present Values Calculation (Unit: USD million)
Case Case 1 (Route 1 w/h Case 2 (Route 1 w/o Case 5 (Route 3 w/h Case 6 (Route 3 Funding Option Metro Phase 4) Metro Phase 4) Metro Phase 4) w/o Metro Phase 4)
Buyer’s Credit - 67.8 - 66.4 - 104.6 - 95.9
Corporate Bond - 77.3 - 76.6 - 119.2 - 110.9
Source: METI Study Team
Figure A1-1 Equity IRR Cashflow (Case 2, Buyer’s Credit)
20,000 LEGEND 10,000 Farebox Revenue Parking Bldg. Revenue 0 Premium Service Revenue Revenue from UDF -10,000 Capital Investment (Equity) O&M Cost Electricity Cost -20,000 Loan/Bond Repayment Interest Payment -30,000 Corporate Tax Residual Value -40,000 Net Cashflow
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Source: METI Study Team
To make the project financially feasible (achieve equity IRR= 15%), study team analyzed following three scenarios;
Scenario 1: User Development Fee Collection
Scenario 2: Introduce Premium Service, and development of Parking Building for revenue enhancement
Scenario 3: Fiscal Support from Governments
(1) Scenario 1: User Development Fee Collection
User Development Fee (UDF) is levied at the Indian airports under Rule 89 of Aircraft Rules, 1937 as a measure to increase revenues of the airport operator. The UDF is levied to bridge any revenue shortfall so that the airport operator is able to get a fair rate of return on investment. The amount of UDF varies from airport to airport. The rate of UDF at airports is determined by the Airports Economic Regulatory Authority of India (AERA) for major airports (including Delhi International Airport) and by the Ministry of Civil Aviation (MoCA) for non-major airports.
It is assumed that UDF will be collected from all airport passengers for 30 years from commencement of APM
Appendix1-2 operation in 2026 to end of project life in 2055. With reffering to UDF actually levied at Delhi Airport*1, UDF collected from international flight passengers are assumed to be twice higher than domestic flight passengers
Domestic and international flight passengers forecasts are quoted from “IGIA, Mater Plan Review Report 2015- 2016” Base Case Forecast (2019 - 2035). From 2035 on ward, the Study team forecasted growth rates as follows, in reference to above-mentioned forecast.
Figure A1-2 Domestic and international flight passengers forecasts and their growth rates
180,000 9.0% Domestic (1,000) International (1,000) 160,000 8.0% Domestic (% change) International (% change) 140,000 7.0% DIAL's Master Plan Team's Estimate 120,000 6.0% 100,000 5.0% Team's Estimate 80,000 4.0% 60,000 3.0% 40,000 2.0% DIAL's Master Plan 20,000 1.0% 0 0.0% 2031 2019 2021 2023 2025 2027 2029 2033 2035 2037 2039 2041 2043 2045 2047 2049 2051 2053 2055
Source: IGIA, Mater Plan Review Report 2015-2016 and METI Study Team
Following table summarized required UDF to make project feasible by cases and by funding options. Case 2 using buyer’s credit suppress UDF inexpensively (international: USD 0.407 /pax= INR 26.2, domestic: USD 0.204 /pax= INR 13.1).
Table A1-3 Required UDF by Cases and Funding Options (Unit: USD / pax) Case 1 Case 2 Case 5 Case 6 International 0.41 0.41 0.64 0.59 Buyer’s Credit Domestic 0.21 0.20 0.32 0.30
International 0.47 0.47 0.73 0.69 Corporate Bond Domestic 0.24 0.24 0.37 0.34 Source: METI Study Team
1 UDFs levied at Delhi Airport as of June 2017 were 462 - 933 Rp. from international flight passengers and 207 – 415 Rp. from domestic flight passengers. Appendix1-3
Figure A1-3 Domestic and international flight passengers forecasts and their growth rates
80,000 LEGEND 60,000 Farebox Revenue Parking Bldg. Revenue 40,000 Premium Service Revenue Revenue from UDF 20,000 Capital Investment (Equity) O&M Cost Electricity Cost 0 Loan/Bond Repayment Interest Payment -20,000 Corporate Tax Residual Value -40,000 Net Cashflow
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Source: METI Study Team
UDFs levied at the Delhi airport were significantly reduced from INR 462 – 933 to INR 90 for international flight passengers and from INR 207 – 415 to INR 10 since 1st July 2017 (cost recovery for airport facility development/ rehabilitation executed by DIAL seems more or less completed).
Taking recent reduction in UDF, UDF increase by INR 13 – 26 required for this APM project is judged to be reasonable.
(2) Scenario 2: Introduce Premium Service, and development of Parking Building for revenue enhancement
Under this scenario, i) DIAL will introduce premium services for selected transit passengers (e.g. business class and first class seat passengers), and collect USD 5 – 10 per transit passengers from airline companies. 20% of transit passengers are assumed to use premium services; and ii) DIAL or third parity operator will develop car parking building besides Aerocity. Passengers using this parking building will have rights to use APM for free. Parking fee is assumed to be INR 104 for short-time use (up to 30 min., 40,000 cars per day) and INR 234 for longer-time use (30 – 120 min., 1,000 cars per day), and INR 1,534 for daily use (24 hours, 1,000 car per day) which is 30% higher than the current airport parking fee. 30% of parking fee is regarded as APM revenue.
When introducing above services for revenue enhancement, and also increase APM fare for commuters and visitor by 226%, DIAL could secure enough profitability under Case 2 using buyer’s credit (equity IRR= 15%)2.
2 Note should be taken that additional cost required for introducing premium service is not included in this analysis. Appendix1-4
Figure A1-4 Equity IRR Cashflow under Scenario 2 (Case 2, Buyer’s Credit)
20,000 LEGEND 15,000 Farebox Revenue Parking Bldg. Revenue 10,000 Premium Service Revenue 5,000 Revenue from UDF Capital Investment (Equity) 0 O&M Cost Electricity Cost -5,000 Loan/Bond Repayment Interest Payment -10,000 Corporate Tax Residual Value -15,000 Net Cashflow
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Source: METI Study Team
(3) Scenario 3: Fiscal Support from Governments
This scenario requires fiscal support from government. Under this scenario, it is expected that government will finance, build and own part of project facilities, then allow DIAL to use these facilities for APM operation. DIAL responsible for operation and maintenance of project facilities and will have right to receive revenue from APM operation.
Under the Case 2 using buyer’s credit, when central and/or local government born initial capital cost of infrastructure and E&M equipment (System), and replacement cost of E&M equipment, DIAL could secure 15% of equity IRR with 31% fare increase compared with DMRC fare level (DIAL born initial capital cost and replacement/ additional investment cost of rolling stock).
Figure A1-5 Equity IRR Cashflow under Scenario 3 (Case 2, Buyer’s Credit)
20,000 LEGEND 15,000 Farebox Revenue Parking Bldg. Revenue 10,000 Premium Service Revenue 5,000 Revenue from UDF Capital Investment (Equity) 0 O&M Cost Electricity Cost -5,000 Loan/Bond Repayment Interest Payment -10,000 Corporate Tax Residual Value -15,000 Net Cashflow
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Source: METI Study Team
Appendix1-5
Table A1-4 Equity IRR Cashflow under Scenario 1 (Case 2, Buyer’s Credit, international: USD 0.407 /pax= INR 26.2, domestic: USD 0.204 /pax= INR 13.1) Financial Statement of APM Project for Delhi International Airport Sensitivity Analysis Finance for Civil Work Finance for E&M Finance Source Secnario Capital Cost (Civil) 100% Add./Replacement Investment (System) 100% DER for Development 85 15 DER for Development 85 15 Equity IRR 15.0% 15% CAPEX (Civil Works) Buyer's Credit Project Case Case2 (Route1 w/o Metro Phase-4) Capital Cost (System) 100% Add./Replacement Investment (Rolling Stock) 100% Interest Rate 5.00% per year Interest Rate 5.00% per year FIRR 10.0% CAPEX (E&M) Buyer's Credit Transit Passenger Not Charge Holiday Rate Yes Capital Cost (Rolling Stock) 100% O&M Cost (Excl. Electricity Cost) 100% Repayment Period (excl. GP) 14 years Repayment Period (excl. GP) 14 years
DIAL's Net Present Value 124 Add.Replecement Buyer's Credit Parking Bldg. Rev. No Fare Level/ Ridership 100% Base Case Grace Period 7 years Grace Period 7 years DIAL's Discout Rate 15.0% UDF ($/passenger) International 0.407 Domestic 0.204 (Unit: USD 1,000) 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Profit and Loss Statement Operating Income and Expenses Operating Income Revenue from Transit Passengers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Farebox Revenue from Commuters 0 0 0 0 0 0 0 3,363 3,646 3,928 4,211 4,493 4,776 5,059 5,341 5,624 5,906 5,927 5,948 5,970 5,991 6,012 6,033 6,054 6,076 6,097 6,118 6,139 6,160 6,182 6,203 6,224 6,245 6,266 6,288 6,309 Farebox Revenue from Visitors 0 0 0 0 0 0 0 2,981 3,083 3,184 3,285 3,387 3,488 3,589 3,690 3,792 3,893 3,924 3,956 3,987 4,019 4,050 4,081 4,113 4,144 4,175 4,207 4,238 4,269 4,301 4,332 4,364 4,395 4,426 4,458 4,489 Revenue from Parking Bldg. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Revenue from UDF 0 0 0 0 0 0 0 28,734 30,000 31,170 32,272 33,293 34,316 35,340 36,365 37,387 38,388 39,377 40,352 41,311 42,252 43,171 44,068 44,940 45,784 46,598 47,380 48,128 48,840 49,514 50,147 50,739 51,287 51,790 52,246 52,654 Operating Expenses O&M Cost 0 0 0 0 0 0 0 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 Electricity Cost 0 0 0 0 0 0 0 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 Depreciation 0 0 0 0 0 0 0 31,038 27,048 23,590 20,591 17,987 15,726 13,760 12,050 10,561 10,322 9,032 7,909 6,932 6,080 19,135 6,094 5,317 4,643 4,057 3,549 3,106 2,721 2,386 2,710 7,870 6,743 5,779 4,955 6,275 Net Operating Profit (Loss) 0 0 0 0 0 0 0 -302 5,338 10,350 14,836 18,843 22,511 25,885 29,004 31,899 33,522 35,854 38,005 39,994 41,839 29,755 43,746 45,447 47,018 48,470 49,814 51,057 52,206 53,268 53,630 49,114 50,842 52,361 53,693 52,834
Non-Operating Income and Expenses Interest Payment 0 0 0 0 0 0 0 11,475 10,625 9,775 8,925 8,075 7,225 6,375 5,525 4,675 3,975 3,260 2,380 1,500 620 657 1,070 942 814 685 557 443 345 246 148 917 1,648 1,475 1,301 1,128
Profit (Loss) before Corporate Tax 0 0 0 0 0 0 0 -11,777 -5,287 575 5,911 10,768 15,286 19,511 23,479 27,224 29,547 32,594 35,625 38,494 41,219 29,098 42,676 44,505 46,205 47,785 49,257 50,614 51,862 53,022 53,482 48,197 49,193 50,886 52,392 51,706 Corporate Tax 0 0 0 0 0 0 0 0 0 144 1,478 2,692 3,822 4,878 5,870 6,806 7,387 8,149 8,906 9,623 10,305 7,275 10,669 11,126 11,551 11,946 12,314 12,653 12,965 13,255 13,370 12,049 12,298 12,721 13,098 12,927
Profit (Loss) after Corporate Tax 0 0 0 0 0 0 0 -11,777 -5,287 432 4,433 8,076 11,465 14,633 17,609 20,418 22,160 24,446 26,718 28,870 30,914 21,824 32,007 33,379 34,654 35,839 36,943 37,960 38,896 39,766 40,111 36,148 36,895 38,164 39,294 38,780 Cashflow Statement Cashflow from Operating Activity Operating Income 0 0 0 0 0 0 0 6,345 6,729 7,112 7,496 7,880 8,264 8,648 9,032 9,415 9,799 9,852 9,904 9,957 10,009 10,062 10,115 10,167 10,220 10,272 10,325 10,377 10,430 10,482 10,535 10,588 10,640 10,693 10,745 10,798 Revenue from UDF 0 0 0 0 0 0 0 28,734 30,000 31,170 32,272 33,293 34,316 35,340 36,365 37,387 38,388 39,377 40,352 41,311 42,252 43,171 44,068 44,940 45,784 46,598 47,380 48,128 48,840 49,514 50,147 50,739 51,287 51,790 52,246 52,654 O&M Cost and Electricity Cost 0 0 0 0 0 0 0 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 Interest Payment 0 0 0 0 0 0 0 -11,475 -10,625 -9,775 -8,925 -8,075 -7,225 -6,375 -5,525 -4,675 -3,975 -3,260 -2,380 -1,500 -620 -657 -1,070 -942 -814 -685 -557 -443 -345 -246 -148 -917 -1,648 -1,475 -1,301 -1,128 Corporate Tax 0 0 0 0 0 0 0 0 0 -144 -1,478 -2,692 -3,822 -4,878 -5,870 -6,806 -7,387 -8,149 -8,906 -9,623 -10,305 -7,275 -10,669 -11,126 -11,551 -11,946 -12,314 -12,653 -12,965 -13,255 -13,370 -12,049 -12,298 -12,721 -13,098 -12,927 Net cash from operating activities 0 0 0 0 0 0 0 19,261 21,761 24,022 25,024 26,063 27,191 28,393 29,659 30,979 32,483 33,477 34,627 35,802 36,994 40,959 38,101 38,696 39,296 39,896 40,492 41,067 41,618 42,152 42,822 44,018 43,638 43,944 44,249 45,055
Cashflow from Investing Activities Initial Working Capital -4,060 Initial Capital Investment (Civil) 0 0 -8,320 -33,280 -33,280 -33,280 -24,960 Initial Capital Investment (E&M) 0 0 -5,068 -23,362 -32,635 -32,635 -24,476 Consulting Service -838 -3,351 -3,351 -3,351 -3,351 -3,351 -2,513 Additional/Replacement Investment (Civil) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Additional/Replacement Investment (E&M) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 -23,169 0 0 0 0 0 0 0 0 0 -40,830 0 0 0 0 Net cash from Investing Activities -838 -3,351 -16,738 -59,993 -69,265 -69,265 -56,009 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 -23,169 0 0 0 0 0 0 0 0 0 -40,830 0 0 0 0
Cashflow from Financing Activities Cash from Equity 838 3,351 5,359 11,847 13,238 13,238 13,988 0 0 0 0 0 0 0 0 0 1,059 0 0 0 0 3,475 0 0 0 0 0 0 0 0 0 6,124 0 0 0 0 Long term Loan Drawdown 0 0 11,380 48,146 56,028 56,028 42,021 0 0 0 0 0 0 0 0 0 6,002 0 0 0 0 19,693 0 0 0 0 0 0 0 0 0 34,705 0 0 0 0 Commercial Bond Drawdown 0 0 0 0 0 0 0 Principle Repayment (Loan) 0 0 0 0 0 0 0 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -17,600 -17,600 -17,600 -17,600 -600 -2,570 -2,570 -2,570 -2,570 -2,570 -1,969 -1,969 -1,969 -1,969 -1,969 -3,471 -3,471 -3,471 -3,471 Bond Redemption 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Net cash from Financing Activities 838 3,351 16,738 59,993 69,265 69,265 56,009 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -9,938 -17,600 -17,600 -17,600 -17,600 22,568 -2,570 -2,570 -2,570 -2,570 -2,570 -1,969 -1,969 -1,969 -1,969 38,860 -3,471 -3,471 -3,471 -3,471
Net Cashflow 0 0 0 0 0 0 0 2,262 4,762 7,022 8,024 9,064 10,191 11,394 12,660 13,980 15,483 15,878 17,028 18,202 19,394 40,359 35,532 36,127 36,727 37,327 37,922 39,097 39,648 40,183 40,852 42,049 40,167 40,473 40,779 41,584 Cash Balance (end of period) 0 0 0 0 0 0 0 2,262 7,024 14,046 22,071 31,135 41,326 52,719 65,379 79,359 94,842 110,720 127,748 145,950 165,344 205,703 241,234 277,361 314,088 351,415 389,337 428,435 468,083 508,266 549,118 591,167 631,334 671,807 712,586 754,170
Equity IRR Cashflow -838 -3,351 -5,359 -11,847 -13,238 -13,238 -13,988 2,262 4,762 7,022 8,024 9,064 10,191 11,394 12,660 13,980 14,424 15,878 17,028 18,202 19,394 36,884 35,532 36,127 36,727 37,327 37,922 39,097 39,648 40,183 40,852 35,924 40,167 40,473 40,779 45,147 Balance Sheet Asset Net Cash 0 0 0 0 0 0 0 2,262 7,024 14,046 22,071 31,135 41,326 52,719 65,379 79,359 94,842 110,720 127,748 145,950 165,344 205,703 241,234 277,361 314,088 351,415 389,337 428,435 468,083 508,266 549,118 591,167 631,334 671,807 712,586 754,170 Fixed Assets 838 4,188 20,927 80,919 150,185 219,450 275,459 244,421 217,373 193,783 173,192 155,205 139,479 125,719 113,669 103,109 99,847 90,815 82,906 75,975 69,895 73,928 67,834 62,517 57,874 53,816 50,268 47,161 44,440 42,054 39,343 72,303 65,560 59,780 54,825 48,550 Total Assets 838 4,188 20,927 80,919 150,185 219,450 275,459 246,683 224,397 207,829 195,263 186,339 180,805 178,438 179,048 182,467 194,689 201,535 210,654 221,925 235,239 279,631 309,068 339,878 371,962 405,231 439,605 475,596 512,523 550,320 588,462 663,470 696,894 731,588 767,411 802,720 Liability Loan 0 0 11,380 59,525 115,553 171,581 213,601 196,602 179,602 162,603 145,604 128,604 111,605 94,606 77,606 60,607 49,609 32,010 14,410 -3,190 -20,789 -1,696 -4,266 -6,835 -9,405 -11,974 -14,544 -16,513 -18,482 -20,452 -22,421 10,315 6,844 3,374 -97 -3,567 Bond 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Liability 0 0 11,380 59,525 115,553 171,581 213,601 196,602 179,602 162,603 145,604 128,604 111,605 94,606 77,606 60,607 49,609 32,010 14,410 -3,190 -20,789 -1,696 -4,266 -6,835 -9,405 -11,974 -14,544 -16,513 -18,482 -20,452 -22,421 10,315 6,844 3,374 -97 -3,567 Equity Equity 838 4,188 9,547 21,394 34,632 47,870 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 62,917 62,917 62,917 62,917 62,917 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 72,517 72,517 72,517 72,517 72,517 Retained Earnings 0 0 0 0 0 0 0 -11,777 -17,064 -16,632 -12,199 -4,123 7,342 21,975 39,584 60,003 82,163 106,608 133,327 162,197 193,111 214,935 246,941 280,320 314,974 350,813 387,756 425,716 464,612 504,379 544,490 580,638 617,533 655,697 694,991 733,771 Total Equity 838 4,188 9,547 21,394 34,632 47,870 61,858 50,081 44,794 45,226 49,659 57,735 69,200 83,833 101,442 121,861 145,080 169,526 196,244 225,114 256,028 281,327 313,334 346,713 381,366 417,205 454,148 492,109 531,005 570,771 610,883 653,155 690,049 728,214 767,508 806,287
Appendix1-6
Table A1-5 Equity IRR Cashflow under Scenario 2 (Case 2, Buyer’s Credit, with Premium Service and Car Parking Building plus 201% fare increase)
Financial Statement of APM Project for Delhi International Airport Sensitivity Analysis Finance for Civil Work Finance for E&M Finance Source Secnario Capital Cost (Civil) 100% Add./Replacement Investment (System) 100% DER for Development 85 15 DER for Development 85 15 Equity IRR 15.0% 15% CAPEX (Civil Works) Buyer's Credit Project Case Case2 (Route1 w/o Metro Phase-4) Capital Cost (System) 100% Add./Replacement Investment (Rolling Stock) 100% Interest Rate 5.00% per year Interest Rate 5.00% per year FIRR 9.9% CAPEX (E&M) Buyer's Credit Transit Passenger Premium Service Holiday Rate Yes Capital Cost (Rolling Stock) 100% O&M Cost (Excl. Electricity Cost) 100% Repayment Period (excl. GP) 14 years Repayment Period (excl. GP) 14 years
DIAL's Net Present Value 128 Add.Replecement Buyer's Credit Parking Bldg. Rev. Yes Fare Level/ Ridership 201% Base Case Grace Period 7 years Grace Period 7 years DIAL's Discout Rate 15.0% UDF ($/passenger) International 0.000 Domestic 0.000 (Unit: USD 1,000) 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Profit and Loss Statement Operating Income and Expenses Operating Income Revenue from Premium Service 0 0 0 0 0 0 0 10,723 11,327 11,931 12,536 13,140 13,744 14,348 14,952 15,557 16,161 16,291 16,421 16,551 16,682 16,812 16,942 17,072 17,202 17,333 17,463 17,593 17,723 17,853 17,984 18,114 18,244 18,374 18,504 18,634 Farebox Revenue from Commuters 0 0 0 0 0 0 0 6,761 7,328 7,896 8,464 9,032 9,600 10,168 10,735 11,303 11,871 11,914 11,956 11,999 12,042 12,084 12,127 12,169 12,212 12,255 12,297 12,340 12,382 12,425 12,468 12,510 12,553 12,595 12,638 12,681 Farebox Revenue from Visitors 0 0 0 0 0 0 0 5,992 6,196 6,400 6,603 6,807 7,011 7,214 7,418 7,622 7,825 7,888 7,951 8,014 8,077 8,140 8,203 8,266 8,329 8,392 8,456 8,519 8,582 8,645 8,708 8,771 8,834 8,897 8,960 9,023 Revenue from Parking Bldg. 0 0 0 0 0 0 0 11,218 11,600 11,981 12,362 12,743 13,125 13,506 13,887 14,268 14,650 14,768 14,886 15,004 15,122 15,240 15,358 15,476 15,594 15,712 15,830 15,948 16,066 16,184 16,302 16,420 16,538 16,656 16,774 16,892 Revenue from UDF 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Operating Expenses O&M Cost 0 0 0 0 0 0 0 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 Electricity Cost 0 0 0 0 0 0 0 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 Depreciation 0 0 0 0 0 0 0 31,038 27,048 23,590 20,591 17,987 15,726 13,760 12,050 10,561 10,322 9,032 7,909 6,932 6,080 19,135 6,094 5,317 4,643 4,057 3,549 3,106 2,721 2,386 2,710 7,870 6,743 5,779 4,955 6,275 Net Operating Profit (Loss) 0 0 0 0 0 0 0 -687 5,060 10,275 15,032 19,392 23,411 27,133 30,601 33,847 35,842 37,487 38,963 40,294 41,500 28,798 42,193 43,324 44,352 45,291 46,154 46,950 47,689 48,378 48,408 43,602 45,083 46,400 47,578 46,613
Non-Operating Income and Expenses Interest Payment 0 0 0 0 0 0 0 11,475 10,625 9,775 8,925 8,075 7,225 6,375 5,525 4,675 3,975 3,260 2,380 1,500 620 657 1,070 942 814 685 557 443 345 246 148 917 1,648 1,475 1,301 1,128
Profit (Loss) before Corporate Tax 0 0 0 0 0 0 0 -12,161 -5,564 501 6,107 11,317 16,186 20,759 25,076 29,172 31,867 34,227 36,583 38,794 40,880 28,141 41,123 42,382 43,539 44,606 45,597 46,507 47,345 48,132 48,260 42,685 43,434 44,925 46,277 45,485 Corporate Tax 0 0 0 0 0 0 0 0 0 125 1,527 2,829 4,046 5,190 6,269 7,293 7,967 8,557 9,146 9,699 10,220 7,035 10,281 10,596 10,885 11,152 11,399 11,627 11,836 12,033 12,065 10,671 10,859 11,231 11,569 11,371
Profit (Loss) after Corporate Tax 0 0 0 0 0 0 0 -12,161 -5,564 376 4,580 8,488 12,139 15,569 18,807 21,879 23,900 25,670 27,437 29,096 30,660 21,106 30,842 31,787 32,654 33,455 34,198 34,880 35,508 36,099 36,195 32,014 32,576 33,694 34,708 34,114 Cashflow Statement Cashflow from Operating Activity Operating Income 0 0 0 0 0 0 0 34,694 36,451 38,208 39,965 41,722 43,479 45,236 46,993 48,750 50,507 50,861 51,215 51,568 51,922 52,276 52,630 52,984 53,338 53,691 54,045 54,399 54,753 55,107 55,461 55,814 56,168 56,522 56,876 57,230 Revenue from UDF 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O&M Cost and Electricity Cost 0 0 0 0 0 0 0 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 Interest Payment 0 0 0 0 0 0 0 -11,475 -10,625 -9,775 -8,925 -8,075 -7,225 -6,375 -5,525 -4,675 -3,975 -3,260 -2,380 -1,500 -620 -657 -1,070 -942 -814 -685 -557 -443 -345 -246 -148 -917 -1,648 -1,475 -1,301 -1,128 Corporate Tax 0 0 0 0 0 0 0 0 0 -125 -1,527 -2,829 -4,046 -5,190 -6,269 -7,293 -7,967 -8,557 -9,146 -9,699 -10,220 -7,035 -10,281 -10,596 -10,885 -11,152 -11,399 -11,627 -11,836 -12,033 -12,065 -10,671 -10,859 -11,231 -11,569 -11,371 Net cash from operating activities 0 0 0 0 0 0 0 18,877 21,484 23,966 25,171 26,475 27,865 29,329 30,857 32,440 34,223 34,702 35,346 36,027 36,740 40,241 36,936 37,104 37,297 37,512 37,747 37,987 38,230 38,485 38,905 39,884 39,319 39,473 39,663 40,388
Cashflow from Investing Activities Initial Working Capital -4,060 Initial Capital Investment (Civil) 0 0 -8,320 -33,280 -33,280 -33,280 -24,960 Initial Capital Investment (E&M) 0 0 -5,068 -23,362 -32,635 -32,635 -24,476 Consulting Service -838 -3,351 -3,351 -3,351 -3,351 -3,351 -2,513 Additional/Replacement Investment (Civil) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Additional/Replacement Investment (E&M) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 -23,169 0 0 0 0 0 0 0 0 0 -40,830 0 0 0 0 Net cash from Investing Activities -838 -3,351 -16,738 -59,993 -69,265 -69,265 -56,009 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 -23,169 0 0 0 0 0 0 0 0 0 -40,830 0 0 0 0
Cashflow from Financing Activities Cash from Equity 838 3,351 5,359 11,847 13,238 13,238 13,988 0 0 0 0 0 0 0 0 0 1,059 0 0 0 0 3,475 0 0 0 0 0 0 0 0 0 6,124 0 0 0 0 Long term Loan Drawdown 0 0 11,380 48,146 56,028 56,028 42,021 0 0 0 0 0 0 0 0 0 6,002 0 0 0 0 19,693 0 0 0 0 0 0 0 0 0 34,705 0 0 0 0 Commercial Bond Drawdown 0 0 0 0 0 0 0 Principle Repayment (Loan) 0 0 0 0 0 0 0 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -17,600 -17,600 -17,600 -17,600 -600 -2,570 -2,570 -2,570 -2,570 -2,570 -1,969 -1,969 -1,969 -1,969 -1,969 -3,471 -3,471 -3,471 -3,471 Bond Redemption 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Net cash from Financing Activities 838 3,351 16,738 59,993 69,265 69,265 56,009 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -16,999 -9,938 -17,600 -17,600 -17,600 -17,600 22,568 -2,570 -2,570 -2,570 -2,570 -2,570 -1,969 -1,969 -1,969 -1,969 38,860 -3,471 -3,471 -3,471 -3,471
Net Cashflow 0 0 0 0 0 0 0 1,878 4,484 6,966 8,172 9,476 10,866 12,330 13,857 15,440 17,223 17,102 17,747 18,428 19,140 39,641 34,367 34,534 34,727 34,943 35,177 36,017 36,260 36,516 36,936 37,915 35,848 36,003 36,192 36,918 Cash Balance (end of period) 0 0 0 0 0 0 0 1,878 6,362 13,328 21,500 30,976 41,842 54,171 68,029 83,469 100,692 117,794 135,541 153,969 173,109 212,750 247,116 281,651 316,378 351,321 386,498 422,516 458,776 495,292 532,228 570,143 605,991 641,994 678,186 715,104
Equity IRR Cashflow -838 -3,351 -5,359 -11,847 -13,238 -13,238 -13,988 1,878 4,484 6,966 8,172 9,476 10,866 12,330 13,857 15,440 16,164 17,102 17,747 18,428 19,140 36,166 34,367 34,534 34,727 34,943 35,177 36,017 36,260 36,516 36,936 31,790 35,848 36,003 36,192 40,481 Balance Sheet Asset Net Cash 0 0 0 0 0 0 0 1,878 6,362 13,328 21,500 30,976 41,842 54,171 68,029 83,469 100,692 117,794 135,541 153,969 173,109 212,750 247,116 281,651 316,378 351,321 386,498 422,516 458,776 495,292 532,228 570,143 605,991 641,994 678,186 715,104 Fixed Assets 838 4,188 20,927 80,919 150,185 219,450 275,459 244,421 217,373 193,783 173,192 155,205 139,479 125,719 113,669 103,109 99,847 90,815 82,906 75,975 69,895 73,928 67,834 62,517 57,874 53,816 50,268 47,161 44,440 42,054 39,343 72,303 65,560 59,780 54,825 48,550 Total Assets 838 4,188 20,927 80,919 150,185 219,450 275,459 246,298 223,735 207,111 194,692 186,181 181,321 179,890 181,698 186,577 200,539 208,610 218,447 229,943 243,004 286,678 314,950 344,167 374,252 405,137 436,766 469,677 503,216 537,346 571,572 642,446 671,551 701,774 733,011 763,654 Liability Loan 0 0 11,380 59,525 115,553 171,581 213,601 196,602 179,602 162,603 145,604 128,604 111,605 94,606 77,606 60,607 49,609 32,010 14,410 -3,190 -20,789 -1,696 -4,266 -6,835 -9,405 -11,974 -14,544 -16,513 -18,482 -20,452 -22,421 10,315 6,844 3,374 -97 -3,567 Bond 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Liability 0 0 11,380 59,525 115,553 171,581 213,601 196,602 179,602 162,603 145,604 128,604 111,605 94,606 77,606 60,607 49,609 32,010 14,410 -3,190 -20,789 -1,696 -4,266 -6,835 -9,405 -11,974 -14,544 -16,513 -18,482 -20,452 -22,421 10,315 6,844 3,374 -97 -3,567 Equity Equity 838 4,188 9,547 21,394 34,632 47,870 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 61,858 62,917 62,917 62,917 62,917 62,917 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 66,392 72,517 72,517 72,517 72,517 72,517 Retained Earnings 0 0 0 0 0 0 0 -12,161 -17,726 -17,350 -12,770 -4,282 7,858 23,427 42,234 64,113 88,013 113,683 141,120 170,216 200,876 221,981 252,824 284,610 317,264 350,719 384,917 419,798 455,306 491,405 527,600 559,614 592,189 625,884 660,591 694,705 Total Equity 838 4,188 9,547 21,394 34,632 47,870 61,858 49,697 44,132 44,508 49,088 57,576 69,716 85,285 104,092 125,971 150,930 176,600 204,037 233,133 263,793 288,374 319,216 351,003 383,657 417,111 451,310 486,190 521,698 557,798 593,993 632,131 664,706 698,400 733,108 767,221 Appendix1-7
Table A1-6 Equity IRR Cashflow under Scenario 3 (Case 2, Buyer’s Credit, central and/or local government born initial capital cost of infrastructure and E&M equipment, and replacement cost of E&M equipment system, plus 31% fare increase) Financial Statement of APM Project for Delhi International Airport Sensitivity Analysis Finance for Civil Work Finance for E&M Finance Source Secnario Capital Cost (Civil) 0% Add./Replacement Investment (System) 0% DER for Development 85 15 DER for Development 85 15 Equity IRR 15.0% 15% CAPEX (Civil Works) Buyer's Credit Project Case Case2 (Route1 w/o Metro Phase-4) Capital Cost (System) 0% Add./Replacement Investment (Rolling Stock) 100% Interest Rate 5.00% per year Interest Rate 5.00% per year FIRR 10.5% CAPEX (E&M) Buyer's Credit Transit Passenger Not Charge Holiday Rate Yes Capital Cost (Rolling Stock) 100% O&M Cost (Excl. Electricity Cost) 100% Repayment Period (excl. GP) 14 years Repayment Period (excl. GP) 14 years
DIAL's Net Present Value 20 Add.Replecement Buyer's Credit Parking Bldg. Rev. No Fare Level/ Ridership 131% Base Case Grace Period 7 years Grace Period 7 years DIAL's Discout Rate 15.0% UDF ($/passenger) International 0.000 Domestic 0.000 (Unit: USD 1,000) 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 Profit and Loss Statement Operating Income and Expenses Operating Income Revenue from Transit Passengers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Farebox Revenue from Commuters 0 0 0 0 0 0 0 4,420 4,791 5,162 5,533 5,904 6,276 6,647 7,018 7,389 7,761 7,788 7,816 7,844 7,872 7,900 7,928 7,956 7,983 8,011 8,039 8,067 8,095 8,123 8,151 8,178 8,206 8,234 8,262 8,290 Farebox Revenue from Visitors 0 0 0 0 0 0 0 3,917 4,050 4,184 4,317 4,450 4,583 4,716 4,849 4,982 5,116 5,157 5,198 5,239 5,280 5,322 5,363 5,404 5,445 5,486 5,528 5,569 5,610 5,651 5,692 5,734 5,775 5,816 5,857 5,899 Revenue from Parking Bldg. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Revenue from UDF 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Operating Expenses O&M Cost 0 0 0 0 0 0 0 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 4,060 Electricity Cost 0 0 0 0 0 0 0 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 282 Depreciation 0 0 0 0 0 0 0 5,564 4,729 4,020 3,417 2,904 2,469 2,098 1,784 1,516 2,348 1,996 1,696 1,442 1,226 4,282 399 340 289 245 209 177 151 128 726 2,649 2,252 1,914 1,627 1,383 Net Operating Profit (Loss) 0 0 0 0 0 0 0 -1,569 -230 984 2,091 3,108 4,048 4,922 5,741 6,513 6,186 6,607 6,976 7,299 7,584 4,597 8,549 8,678 8,798 8,910 9,016 9,116 9,212 9,303 8,775 6,920 7,387 7,794 8,150 8,463
Non-Operating Income and Expenses Interest Payment 0 0 0 0 0 0 0 1,658 1,535 1,412 1,289 1,167 1,044 921 798 675 703 715 562 409 256 165 135 105 75 45 15 0 0 0 0 375 713 638 563 488
Profit (Loss) before Corporate Tax 0 0 0 0 0 0 0 -3,227 -1,765 -429 801 1,941 3,004 4,001 4,943 5,838 5,483 5,892 6,413 6,890 7,328 4,432 8,414 8,573 8,723 8,865 9,001 9,116 9,212 9,303 8,775 6,545 6,674 7,156 7,587 7,975 Corporate Tax 0 0 0 0 0 0 0 0 0 0 200 485 751 1,000 1,236 1,459 1,371 1,473 1,603 1,722 1,832 1,108 2,103 2,143 2,181 2,216 2,250 2,279 2,303 2,326 2,194 1,636 1,668 1,789 1,897 1,994
Profit (Loss) after Corporate Tax 0 0 0 0 0 0 0 -3,227 -1,765 -429 601 1,456 2,253 3,001 3,707 4,378 4,112 4,419 4,810 5,167 5,496 3,324 6,310 6,429 6,542 6,649 6,751 6,837 6,909 6,978 6,581 4,909 5,005 5,367 5,690 5,981 Cashflow Statement Cashflow from Operating Activity Operating Income 0 0 0 0 0 0 0 8,337 8,841 9,346 9,850 10,354 10,859 11,363 11,867 12,372 12,876 12,945 13,014 13,083 13,152 13,221 13,290 13,360 13,429 13,498 13,567 13,636 13,705 13,774 13,843 13,912 13,981 14,050 14,119 14,188 Revenue from UDF 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O&M Cost and Electricity Cost 0 0 0 0 0 0 0 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 -4,342 Interest Payment 0 0 0 0 0 0 0 -1,658 -1,535 -1,412 -1,289 -1,167 -1,044 -921 -798 -675 -703 -715 -562 -409 -256 -165 -135 -105 -75 -45 -15 -0 -0 -0 -0 -375 -713 -638 -563 -488 Corporate Tax 0 0 0 0 0 0 0 0 0 0 -200 -485 -751 -1,000 -1,236 -1,459 -1,371 -1,473 -1,603 -1,722 -1,832 -1,108 -2,103 -2,143 -2,181 -2,216 -2,250 -2,279 -2,303 -2,326 -2,194 -1,636 -1,668 -1,789 -1,897 -1,994 Net cash from operating activities 0 0 0 0 0 0 0 2,337 2,964 3,591 4,018 4,360 4,722 5,099 5,491 5,894 6,460 6,415 6,506 6,609 6,721 7,606 6,710 6,769 6,830 6,894 6,959 7,014 7,059 7,106 7,307 7,558 7,257 7,281 7,317 7,364
Cashflow from Investing Activities Initial Working Capital -4,060 Initial Capital Investment (Civil) 0 0 0 0 0 0 0 Initial Capital Investment (E&M) 0 0 0 -3,091 -12,363 -12,363 -9,273 Consulting Service -124 -495 -495 -495 -495 -495 -371 Additional/Replacement Investment (Civil) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Additional/Replacement Investment (E&M) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -17,661 0 0 0 0 Net cash from Investing Activities -124 -495 -495 -3,585 -12,858 -12,858 -13,704 0 0 0 0 0 0 0 0 0 -7,061 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -17,661 0 0 0 0
Cashflow from Financing Activities Cash from Equity 124 495 495 958 2,349 2,349 5,822 0 0 0 0 0 0 0 0 0 1,059 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2,649 0 0 0 0 Long term Loan Drawdown 0 0 0 2,627 10,509 10,509 7,882 0 0 0 0 0 0 0 0 0 6,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15,012 0 0 0 0 Commercial Bond Drawdown 0 0 0 0 0 0 0 Principle Repayment (Loan) 0 0 0 0 0 0 0 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -3,056 -3,056 -3,056 -3,056 -600 -600 -600 -600 -600 -600 0 0 0 0 0 -1,501 -1,501 -1,501 -1,501 Bond Redemption 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Net cash from Financing Activities 124 495 495 3,585 12,858 12,858 13,704 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 -2,456 4,605 -3,056 -3,056 -3,056 -3,056 -600 -600 -600 -600 -600 -600 0 0 0 0 17,661 -1,501 -1,501 -1,501 -1,501
Net Cashflow 0 0 0 0 0 0 0 -119 508 1,135 1,562 1,904 2,266 2,643 3,035 3,439 4,004 3,359 3,450 3,553 3,665 7,006 6,109 6,169 6,230 6,294 6,359 7,014 7,059 7,106 7,307 7,558 5,756 5,780 5,816 5,863 Cash Balance (end of period) 0 0 0 0 0 0 0 -119 389 1,524 3,086 4,990 7,256 9,899 12,934 16,373 20,377 23,736 27,186 30,740 34,405 41,411 47,520 53,689 59,919 66,213 72,572 79,586 86,646 93,751 101,058 108,616 114,372 120,152 125,967 131,830
Equity IRR Cashflow -124 -495 -495 -958 -2,349 -2,349 -5,822 -119 508 1,135 1,562 1,904 2,266 2,643 3,035 3,439 2,945 3,359 3,450 3,553 3,665 7,006 6,109 6,169 6,230 6,294 6,359 7,014 7,059 7,106 7,307 4,909 5,756 5,780 5,816 4,692 Balance Sheet Asset Net Cash 0 0 0 0 0 0 0 -119 389 1,524 3,086 4,990 7,256 9,899 12,934 16,373 20,377 23,736 27,186 30,740 34,405 41,411 47,520 53,689 59,919 66,213 72,572 79,586 86,646 93,751 101,058 108,616 114,372 120,152 125,967 131,830 Fixed Assets 124 618 1,113 4,698 17,556 30,414 44,118 38,554 33,825 29,805 26,389 23,484 21,016 18,918 17,134 15,618 20,331 18,336 16,639 15,198 13,972 9,690 9,291 8,951 8,663 8,417 8,209 8,032 7,881 7,753 7,027 22,039 19,787 17,873 16,246 14,864 Total Assets 124 618 1,113 4,698 17,556 30,414 44,118 38,435 34,214 31,330 29,475 28,475 28,272 28,817 30,069 31,991 40,709 42,072 43,826 45,937 48,377 51,101 56,811 62,640 68,582 74,630 80,781 87,618 94,527 101,504 108,085 130,655 134,159 138,025 142,214 146,694 Liability Loan 0 0 0 2,627 13,136 23,645 31,527 29,071 26,615 24,159 21,703 19,248 16,792 14,336 11,880 9,424 12,970 9,914 6,858 3,802 746 146 -455 -1,055 -1,655 -2,255 -2,855 -2,855 -2,855 -2,855 -2,855 12,157 10,655 9,154 7,653 6,152 Bond 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Liability 0 0 0 2,627 13,136 23,645 31,527 29,071 26,615 24,159 21,703 19,248 16,792 14,336 11,880 9,424 12,970 9,914 6,858 3,802 746 146 -455 -1,055 -1,655 -2,255 -2,855 -2,855 -2,855 -2,855 -2,855 12,157 10,655 9,154 7,653 6,152 Equity Equity 124 618 1,113 2,071 4,420 6,769 12,591 12,591 12,591 12,591 12,591 12,591 12,591 12,591 12,591 12,591 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 13,650 16,299 16,299 16,299 16,299 16,299 Retained Earnings 0 0 0 0 0 0 0 -3,227 -4,992 -5,421 -4,819 -3,364 -1,111 1,890 5,598 9,976 14,089 18,508 23,318 28,485 33,981 37,305 43,616 50,045 56,587 63,235 69,986 76,823 83,732 90,710 97,291 102,200 107,205 112,572 118,262 124,243 Total Equity 124 618 1,113 2,071 4,420 6,769 12,591 9,364 7,599 7,170 7,771 9,227 11,480 14,481 18,189 22,567 27,739 32,158 36,968 42,135 47,631 50,955 57,265 63,695 70,237 76,885 83,636 90,473 97,382 104,359 110,941 118,499 123,504 128,871 134,561 140,542
Appendix1-8
APM System Comparison
Systen Comparison
DIAL has received several proposals on APM system in IGIA which have been submitted by various APM system suppliers around the world. Comparison of those APM system has been made and the most suitable APM system has been proposed in this study. Before describomg the result of the comparison, the brief concept of each APM system needs to be mentioned to make it clear that each system has different aspect of characteristecs.
Figure A2-1 Concept of Proposed APM System
Rubber Tyre Type APM Rubber Tyre APM was created to fill the gap between high-demand corridor suitable for Metro (traditional railway) system and middle/ low-demand corridor not suitable for Metro system. It started to be applied to the airports as inter- terminal or airside transportation system in United States from as early as 1970’s i dviven by the following needs; - Rapid airport demand increase, - Moving walks could not accommodate the high volumes generated by multiple aircraft arrivals and could not meet the trip time or walk distance thresholds for longer distances,
- Standard light or heavy rail required larger tunnel diameters or elevated track structures, longer board/alight times, and could not take advantage of their higher speeds due to short station spacing, and had less train capacity, - Transit buses required a vertical level change to the apron level, multiple steps in boarding and alighting the vehicle, APMs are common for transportation within airport, as it satisfies all the above needs; it has more capacity and moves faster than moving walks, requires less space than railway transit and enables passengers to move without vertical level changes. Most of the airport APM apply this rubber tyre APM system.
Cable-traction Type APM Cable-traction type APM was first introduced in casino in Las Vegas in 1999. It is new type of APM compared to rubber tyre APM and has been applied to several airports around the world as the inter-terminal transit. It probably satisfies the same requirements as rubber-type APMs although technical specifications are surely different. It tends to be applied to the shorter distance than rubber-tyre APMs.
Personal Rapit Transit (PRT) The concept of PRT is significantly different from above two APMs. This system aims more at on-call, door-to-door transit which may fill the gap between middle capacity transit (APM, monorail etc) and automobiles. It is not designed to transport many passengers at once to stations but designed to transport limited number of passengerst (2-6) to their specific distinations. Consequently, capacity is much lower than rubber and cable type APMs and cost per passenger is higher than others.
Appendix2-1
Flying Pods There is no specific name for this system and it has not been applied to anywhere so far. It is still under-development stage and system technologies are not yet proven. According to the information given by the proposer, the concept of the system seems quite similar to PRT.
From the brief explanation of each system above, it can be said that either rubber type or cable type APM meets the requirements of APM sytem in IGIA since it requires APM to connect several major points within the airport and it needs to transport as many as thousands of passengers per hou. As proposal of PRT shows (see figure below) that wide network of APM system is required if door-to-door transit is applied.
Figure A2-2 Proposal of PRT network
Source: METI Study Team
Deital comparison table of each APM system is shown below. Flying pod system is excluded from the table since no technical specification is available.
Appendix2-2
Table A2-1 Comparison of APM system Item Cable Type APM Rubber Tire APM Personal Rapit Transit (PRT) Alignment Min Curve: 50m Min Curve: 30m n.a.
Operation Max speed: 50 km/h Max speed: 80 km/h Max speed: 40 km/h Acceleration: 0.5 m/s2 Acceleration: 1.0 m/s2 Demand to 6,000 to 15,000 to 10,000 (??)
Competitor One supplier. Multiple suppliers. Probably one supplier. O&M cost to be high. O&M cost to be low. O&M cost to be high. Past Record 7 installed in the airport. 61 installed in the airport. 1 installed in the airport. 3 developed as urban transit. 68 developed as urban transit. 1 developed as public transit. 2 installed in casino. Evaluation Fair Good Not suitable Flexible, faster, more capacity and low initial & OM cost. Source: METI Study Team
From the overall comparison, rubber-tyre APM system is recommended.
Appendix2-3