Alternatives Analysis Report for Srinagar Mrts

Home , Chandigarh Metro, Lal Chowk, Metrolite, Srinagar, Srinagar railway station

MASS RAPID TRANSIT CORPORATION, JAMMU AND SRINAGAR

ALTERNATIVES ANALYSIS REPORT FOR SRINAGAR MRTS

FINAL AAR

JANUARY, 2020 (A Government of India Enterprise) TABLE OF CONTENTS Alternatives Analysis Report for Srinagar MRTS Final AAR Table of Contents

TABLE OF CONTENTS

0. EXECUTIVE SUMMARY

1. NEED OF STUDY 1.1. BACKGROUND ...... 1-1 1.2. GUIDELINES FOR ALTERNATIVES ANALYSIS...... 1-2 1.3. OVERVIEW OF STUDY AREA...... 1-4 1.4. REGIONAL GOALS AND OBJECTIVES ...... 1-4 1.5. PROJECT PURPOSE ...... 1-6 1.6. NEED FOR PROPOSED PROJECT ...... 1-6 1.7. REVIEW OF PAST STUDIES ...... 1-8 1.8. SCOPE OF PRESENT ASSIGNMENT ...... 1-16 1.9. COMPOSITION OF THE REPORT ...... 1-22

2. STUDY AREA AND EXISTING CONDITIONS 2.1. STUDY AREA DESCRIPTION ...... 2-1 2.2. EXISTING NETWORK ...... 2-6 2.3. EXISTING TRANSIT SERVICES ...... 2-8 2.4. STUDY AREA TRANSPORT CHARACTERISTICS ...... 2-9 2.5. EXISTING LAND USE AND ZONING ...... 2-17 2.6. ISSUES AND CONCERNS ...... 2-19

3. CONCEPTUAL TRANSPORTATION ALTERNATIVES AS PER CMP 3.1. PLANNING CONSIDERATIONS ...... 3-1 3.2. DESCRIPTION OF ALTERNATIVES ...... 3-6 3.3. CONSTRAINTS ...... 3-10

4. SCREENING CRITERIA FOR IDENTIFIED ALTERNATIVE OPTIONS 4.1. SCREENING PARAMETERS ...... 4-1 4.2. EVALUATION PARAMETERS OF VARIOUS ALTERNATIVES...... 4-3

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4.3. PARAMETERS FOR QUALITATIVE SCREENING ...... 4-4 4.4. PARAMETERS FOR QUANTITATIVE EVALUATION ...... 4-9 4.5. QUALITATIVE SCREENING OF ALTERNATIVES...... 4-14

5. SCREENING AND ALTERNATIVES EVALUATION BASED ON GRADING FOR EACH MODE 5.1 EVALUATION BASED ON SCORING CRITERIA ...... 5-1 5.2 SCREENING RESULTS ...... 5-3 5.3 QUANTITATIVE EVALUATION OF ALTERNATIVES ...... 5-5 5.4 SCORING OF QUANTITATIVE PARAMETERS ...... 5-29

6. IMPLEMENTATION OPTIONS FOR VIABLE ALTERNATIVES 6.1. IMPLEMENTATION OPTIONS ...... 6-1 6.2. PROS AND CONS OF EACH IMPLEMENTATION OPTIONS ...... 6-9 6.3. MOST SUITABLE OPTION FOR IMPLEMENTATION ...... 6-11

7. CONCLUSION: THE PATH FORWARD 7.1. FINDINGS ...... 7-1 7.2. RECOMMENDATIONS ...... 7-2 7.3. NEXT STEP AND WAY FORWARD ...... 7-2

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LIST OF FIGURES

FIGURE 1.1: POLICY FRAMEWORK OF METRO POLICY 2017 ...... 1-3 FIGURE 1.2: STUDY AREA – SRINAGAR MASTER PLAN AREA - 2035 ...... 1-5 FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS ...... 1-11 FIGURE 1.4: PROPOSED MRTS MASTER PLAN FOR SRINAGAR ...... 1-16 FIGURE 1.4: METHODOLOGY FOR ALTERNATIVES ANALYSIS ...... 1-17

FIGURE 2.1: STUDY AREA - SRINAGAR MASTER PLAN AREA - 2035 ...... 2-2 FIGURE 2.2: GROWTH TRENDS OF REGISTERED VEHICLES ...... 2-3 FIGURE 2.3: TRENDS OF ROAD ACCIDENT STATISTICS IN SRINAGAR ...... 2-5 FIGURE 2.4: REGIONAL TRANSPORT CONNECTIVITY OF SRINAGAR ...... 2-7 FIGURE 2.5: DISTRIBUTION OFHOUSEHOLDS BY SIZE ...... 2-14 FIGURE 2.6: DISTRIBUTION OFHOUSEHOLDS BY MONTHLY INCOME ...... 2-15 FIGURE 2.7: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE(INCLUDING WALK) ...... 2-16 FIGURE 2.8: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE ...... 2-17 FIGURE 2.9: PROPOSED LANDUSE DISTRIBUTION IN SRINAGAR MASTER PLAN 2035 ...... 2-19 FIGURE 2.10: TRAFFIC SITUATION AT IMPORTANT ROADS ...... 2-20

FIGURE 3.1: PROPOSED RAIL BASED PUBLIC TRANSPORT CORRIDOR ...... 3-4 FIGURE 3.2: NORMAL BUSES ON SHARED RIGHT OF WAY ...... 3-6 FIGURE 3.3: BUS RAPID TRANSIT ...... 3-7 FIGURE 3.4: METROLITE ...... 3-8 FIGURE 3.5: ELEVATED LIGHT METRO SYSTEM ...... 3-9 FIGURE 3.6: METRO RAIL TRANSIT ...... 3-10

FIGURE 4.1: ALTERNATIVES ANALYSIS PROCESS ...... 4-3

FIGURE 6.1: PUBLIC PRIVATE PARTNERSHIP MODELS ...... 6-3

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LIST OF TABLES

TABLE 1.1: PROPOSED MRTS CORRIDORS ...... 1-10 TABLE 1.2: PROPOSED MRTS CORRIDORS IN CMP ...... 1-15

TABLE 2.1: DECADAL POPULATION GROWTH TRENDS OF SRINAGAR ...... 2-1 TABLE 2.2: POPULATION & EMPLOYMENT OF STUDY AREA ...... 2-2 TABLE 2.3: REGISTERED MOTOR VEHICLES IN SRINAGAR ...... 2-3 TABLE 2.4 ROAD ACCIDENT STATISTICS IN SRINAGAR ...... 2-4 TABLE 2.5 AMBIENT AIR QUALITY OF THE STUDY AREA ...... 2-5 TABLE 2.6 NATIONAL AMBIENT AIR QUALITY STANDARDS...... 2-6 TABLE 2.7: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY...... 2-9 TABLE 2.8: AVAILABILITY OF FOOTPATH ...... 2-10 TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE ...... 2-10 TABLE 2.10: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED ...... 2-11 TABLE 2.11: DAILY TRAFFIC VOLUME AT MID-BLOCK LOCATIONS ...... 2-11 TABLE 2.12: DAILY TRAFFIC VOLUME AT OUTER CORDON LOCATIONS ...... 2-12 TABLE 2.13: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS ...... 2-13 TABLE 2.14: DISTRIBUTION OF PASSENGERS AT RAIL TERMINAL...... 2-13 TABLE 2.15: DISTRIBUTION OF HOUSEHOLDS BY SIZE ...... 2-14 TABLE 2.16: DISTRIBUTION OF HOUSEHOLDS BY MONTHLY INCOME ...... 2-15 TABLE 2.17: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE ...... 2-16 TABLE 2.18: PROPOSED LANDUSE BREAKUP – SRINAGAR 2021 ...... 2-17 TABLE 2.19: PROPOSED LANDUSE BREAKUP – SRINAGAR 2035 ...... 2-18

TABLE 4.1: GOALS AND OBJECTIVES TO BE SATISFIED BY ALTERNATIVE MODES ...... 4-2 TABLE 4.2: PARAMETERS IDENTIFIED FOR QUALITATIVE EVALUATION ...... 4-8 TABLE 4.3: PARAMETERS IDENTIFIED FOR QUANTITATIVE EVALUATION...... 4-13 TABLE 4.4: SCORING CRITERIA FOR QUALITATIVE EVALUATION ...... 4-15

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TABLE 5.1: QUALITATIVE SCREENING - SCORING OF PARAMATERS...... 5-4 TABLE 5.2: MAX. PHPDT AND DAILY PASSENGER TRIPS IN HORIZON YEARS ...... 5-6 TABLE 5.3: TRIPS IN WITH & WITHOUT PROJECT SCENARIOS IN HORIZON YEARS ...... 5-7 TABLE 5.4: DESIGN CRITERIA ...... 5-7 TABLE 5.5: HORIZONTAL CURVE PARAMETERS ...... 5-8 TABLE 5.6: LENGTH OF TRANSITIONS OF HORIZONTAL CURVES ...... 5-8 TABLE 5.7: TRACK CENTRE, VIADUCT AND HEIGHT ADOPTED IN ELEVATED SECTIONS ...... 5-9 TABLE 5.8: GRADIENT PARAMETERS ...... 5-9 TABLE 5.9: VERTICAL CURVE PARAMETERS ...... 5-10 TABLE 5.10: STATION PARAMETERS ...... 5-10 TABLE 5.11: ALIGNMENT DESIGN OF CORRIDOR-1 ...... 5-11 TABLE 5.12: ALIGNMENT DESIGN OF CORRIDOR-2 ...... 5-11 TABLE 5.13: LAND REQUIREMENT FOR LIGHT METRO ...... 5-12 TABLE 5.14: LAND REQUIREMENT FOR METRO ...... 5-13 TABLE 5.15: HEADWAY AND ROLLING STOCK REQUIREMENT FOR THE TWO SYSTEMS ...... 5-15 TABLE 5.16: FUEL SAVED PER YEAR...... 5-16 TABLE 5.17: NET SAVING IN FUEL EXPENDITURE PER YEAR ...... 5-16 TABLE 5.18: REDUCTION IN POLLUTION AND TREATMENT COST ...... 5-16 TABLE 5.19: PRELIMINARY COST ESTIMATES (IN CRORE) ...... 5-17 TABLE 5.20: O&M COST FOR DIFFERENT HORIZON YEARS (IN RS. CRORE) ...... 5-19 TABLE 5.21: KEY EVALUATION ASSUMPTIONS ...... 5-20 TABLE 5.22: FACTORS USED FOR CONVERTING PROJECT COSTS TO ECONOMIC COSTS .... 5-21 TABLE 5.23: FINANCIAL COSTS OF METRO & LIGHT METRO - CAPITAL AND O&M ...... 5-21 TABLE 5.24: ECONOMIC COSTS OF METRO & LIGHT METRO - CAPITAL AND O&M (IN CRORE) 5-22 TABLE 5.25: FACTORS USED FOR CONVERTING PROJECT BENEFITS IN TERMS OF ECONOMIC COSTS 5-23 TABLE 5.26: MODE WISE VOC FOR SRINAGAR ...... 5-23 TABLE 5.27: MODE WISE VOT FOR SRINAGAR METRO AND LIGHT METRO ...... 5-24

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TABLE 5.28: MODE WISE OPERATIONAL PARAMETERS – METRO...... 5-24 TABLE 5.29: MODE WISE OPERATIONAL PARAMETERS- LIGHT METRO ...... 5-24 TABLE 5.30: VOLUME OF POLLUTANTS EMITTED (EMISSION FACTORS IN GM/KM) ...... 5-24 TABLE 5.31: COMPARISONS OF SAVINGS FROM TWO SYSTEMS IN 2044 ...... 5-25 TABLE 5.32: COMPARISON OF SAVINGS FROM THE TWO SYSTEMS IN 2044 ...... 5-26 TABLE 5.33: COST AND BENEFIT STREAM FOR METRO SYSTEM ( IN CRORE) ...... 5-27 TABLE 5.34: COST AND BENEFIT STREAM FOR LIGHT METRO SYSTEM ...... 5-28 TABLE 5.35: QUANTITATIVE EVALUATION - SCORING OF PARAMATERS ...... 5-30

TABLE 6.1: COST OF SRINAGAR LIGHT METRO ...... 6-1 TABLE 6.2: YEAR WISE FUND REQUIREMENTS WITH CENTRAL TAXES (RS IN CRORE) ...... 6-2 TABLE 6.3: RISK BASED COMPARISON OF PPP MODELS ...... 6-6 TABLE 6.4: FUND REQUIREMENT FROM GOI UNDER PPP MODEL ...... 6-8 TABLE 6.5: FUND REQUIREMENT FROM GOI UNDER GRANT MODEL ...... 6-8 TABLE 6.6: FUND REQUIREMENT FROM GOI UNDER EQUITY SHARING MODEL ...... 6-9

ANNEXURE

ANNEXURE 3.1: CHARACTERISTICS SUMMARY OF PUBLIC TRANSPORT MODES ...... 3-12

RITES Ltd. Page | 6 EXECUTIVE SUMMARY Alternatives Analysis Report for Srinagar MRTS Final AAR Executive Summary

0. EXECUTIVE SUMMARY

0.1. NEED OF STUDY

0.1.1. Srinagar, the summer capital and the largest city of the Union Territory of Jammu and Kashmir (J&K) in India, is a symbol of ancient values and present aspirations. It lies at an average elevation of about 1586 m above M.S.L. on the banks of the Jhelum River, a tributary of the Indus, Dal and Anchar lakes. The city is famous for its gardens, waterfronts & houseboats and receives a large number of domestic and foreign tourists throughout the year.

0.1.2. The population of Srinagar Master Plan area as per Census 2011 was 17.8 Lakh (excluding the overhead population of around 3.0 lakh which includes the Defense forces, Service and Darbar Move population) and 22.9 lakh in 2019.

0.1.3. Large-scale urbanization and rapid growth of vehicles population has laid sever stress on the existing urban transport system in Srinagar city. With the sharing of limited right of way by a variety of modes and other utility services, the problems have become unmanageable resulting in traffic congestion, accidents, and inadequate parking area and environment deterioration.

0.1.4. A rail based mass rapid transit system (MRTS) network of 42.5 km has been proposed in Comprehensive Mobility Plan, 2020.

0.1.5. Alternatives analysis is about finding best alternative to address the transportation related problems for specific corridors or areas of a City. Detailed appraisal guidelines for mass rapid transport project proposals have been laid down by Ministry of Housing and Urban Affairs (MoHUA), Government of India in 2017.

0.1.6. Government of Jammu & Kashmir has engaged RITES Ltd. (A Govt. of India Enterprise) to prepare an ‘Alternatives Analysis Report for Srinagar Rail-based Mass Rapid Transit System’ as per Metro Rail Policy – 2017 and Metrolite Policy - 2019.

0.2. STUDY AREA AND EXISTING CONDITIONS

0.2.1. The Study Area is the Srinagar Municipal Corporation (SMC), Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages with area of about 758 Sq.km as delineated in Master Plan-2035. 0.2.2. The City has been experiencing an explosive growth in number of registered vehicles. The numbers of vehicle registration per year have considerably risen from 0.17 Lakh in 2011 to 0.24 Lakh in 2018. This high density and rapid growth of vehicles have

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worsened the transport situation to a significant extent. 0.2.3. An insight into the trends and type of accidents observed in the Srinagar indicates a total of 375 road accidents and 46 fatalities have taken place in Srinagar in year 2018. 0.2.4. The average monthly household income is about Rs. 26,384. The Study Area has a total of 40.56 lakh daily trips with per capita trip rate of 1.80 (including walk) and 1.5 (excluding walk).

0.3. CONCEPTUAL TRANSPORTATION ALTERNATIVES AS PER CMP

0.3.1. The CMP considers planning of public transport system in the Study Area and envision a three-tier system to address the mobility needs as per the travel demand along the major travel corridors. The following strategy has been considered while formulating mobility plan: Integrating Land use and Transport in Planning Process Bringing a control on movement of personal vehicles Encourage Public Transport System and other Sustainable modes 0.3.2. Primary Public Transport System, Secondary Supplementary Bus Transport System, Inland Water Transport System, Commuter & Goods Rail System, Intermediate Public Transport (IPT) System and Non-Motorized Transport modes has been proposed in Comprehensive Mobility Plan for Srinagar. 0.3.3. For providing primary public transport system, major travel corridors in the City have been identified based on travel demand modeling as carried out in CMP. Mass Rapid Transit System network of total 42.5 km consists two phases (Phase I - 25 km and Phase II – 17.5 km) and mostly cover the core areas of the city and connect them to the major outer areas which are less habited at the moment.

0.4. SCREENING CRITERIA FOR IDENTIFIED ALTERNATIVES

0.4.1. Screening of alternatives modes has been done to shortlist most viable alternatives for the following two MRTS Corridors in the Study Area. Corridor-1: Indra Nagar to HMT Junction (via Lal Chowk, Batamaloo, Parim Pora) Corridor-2: Hazuri Bagh to Osmanabad (via Jama Masjid, SKIMS, Soura) 0.4.2. The alternative analysis process covers 4 stages (Figure 0.1). Based on the existing study area characteristics and options available for different modes of transport, possible alternatives of public transport for Srinagar have been identified as rail based consisting of Metro, Light Metro or Metrolite and road based such as BRT & Normal Bus.

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FIGURE 0.1: ALTERNATIVES ANALYSIS PROCESS

0.4.3. Metro Rail Policy, 2017 suggests several screening criteria for alternatives analysis. Following screening criteria have been identified for both the qualitative and quantitative evaluation:

1. Mobility Effects - Primary purpose of this task is to assess the current travel demand for base year, with available future year networks and land use data as documented in CMP. Mobility effects also cover the identified modes utilization and its connectivity.

2. Conceptual Engineering Effect - Engineering effects have been considered for civil aspects of alternatives. To refine the range of alternatives to relate the differences between options, all feasible alternatives have been compared including those as identified in CMP.

3. System Effects - The indigenous availability of rolling stock, carrying capacity, type of operation, safety, comfort, land availability for depot, are the system related characteristics which are considered.

4. Environmental Effects - The purpose of preliminary environmental analysis is to identify environmentally sensitive areas early on, so that these areas can be avoided if possible during design. A screening-level analysis has been conducted to determine the potential environmental impacts of each alternative identified.

5. Social Effects - The analysis has been conducted to determine the potential social impacts of alternatives.

6. Cost Effectiveness & Affordability - The capital cost and annual costs associated e.g. operation & maintenance costs etc. for each alternative have been evaluated. Preliminary costs have been estimated based upon conceptual engineering for alternatives selected for evaluation.

7. Financial and Economic Effects - Financial plans, economic benefits and costs associated with the project have been identified and quantified for identification of optimum solution along with economic viability.

8. Other Factors - Approvals and Implementations The mass transport system to

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be introduced will require technology and set of components well established and proven so that statutory approvals and implementation of system do not result in time delays and cost implications. Established systems already in place in India will require less time for processing of approvals and would be easy to implement.

0.4.4. The qualitative evaluation will be the initial level of screening for the alternative system based on identified parameters to narrow the number of alternatives for further evaluation at quantitative analysis stage. A total of 23 nos. screening parameters for qualitative evaluation and 20 nos. for quantitative evaluation have been identified.

0.4.5. A scoring criterion for each of screening parameters has been developed for the initial qualitative evaluation. The following weightage has been considered as provided in Table 0.1.

TABLE 0.1: SCORING CRITERIA FOR QUALITATIVE EVALUATION SN Criterion Weightage 1 Mobility Effects 20 2 Conceptual Civil Engineering Effect 15 3 System Effects 10 4 Environmental Effects 15 5 Social Effects 05 6 Cost Effectiveness & Affordability 15 7. Economic Effects and Life Cycle Cost 15 8 Approvals and Implementations 5 Total 100

0.5. SCREENING AND ALTERNATIVES EVALUATION BASED ON GRADING FOR EACH MODE

0.5.1 The scoring criteria have been classified on the basis of the importance and value of the parameter associated with specific alternative. The alternatives are ranked based on their relative performance under each criterion. Four scoring classifications considered for each parameter are:

Excellent (100%) High (75%) Medium (50%) Low (25%)

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The highest performing alternative receives a score of 100%, followed by 75%, 50% and 25% scores. 0.5.2 Basis of Scoring the Screening Parameters for Qualitative Evaluation

Mobility Effects – Systems with dedicated ROW score high as they offer higher carrying capacity and high frequency of regulated services, better utilization in terms of more passenger-km, and reduce congestion on roads.

Conceptual Civil Engineering Effects – Road based systems score high as they require less right of way and have easy constructability than rail-based systems and BRT. However, elevated BRT will have lighter components than that of rail-based systems hence score higher than rail-based systems.

System Effects – Rail based systems and Elevated BRT are more automated in operations while normal bus system is manually operated in mixed traffic conditions. Rail based systems offer better quality of travel and offer safe travel conditions than road based systems thus scoring higher than road- based systems.

Environmental Effects - Rail based systems score more than bus-based systems considering their ability to reduce pollution levels on the roads.

Social Effects - Bus based systems score high as very few structures / families are affected.

Cost Effectiveness & Affordability – Bus based systems are more affordable than rail-based systems due to lower capital and O&M costs and accordingly get higher scores than Metro, Light Metro and Metrolite.

Financial and Economic Effects – Life cycle cost and economic benefits of rail- based systems is much higher than road-based systems considering reduction in travel time, pollution levels, number of accidents and overall social benefits.

Approvals and Implementation Road based systems and Rail based systems (Metro, Light Metro, Metrolite) have set standard procedures for approvals and implementation. 0.5.3 The summary of analysis of various modes for the given qualitative screening parameters is presented in Table 0.2.

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TABLE 0.2: QUALITATIVE SCREENING - SCORING OF PARAMATERS Normal S. Total Light Elevated Bus No Parameters Score Metro Metro Metrolite BRT System A. Mobility Effect Ability to cater Travel 8 8 8 6 4 2 1 Demand - Max. PHPDT Daily System Utilisation-PKM/Route 5 5 5 3.75 2.5 1.25 2 KM 3 Average Trip Time 4 4 4 3 2 1 Reduced Vehicles on road due to proposed 3 3 3 1.5 1.5 0.75 4 system Total A 20 20 20 14.25 10 5 B. Conceptual Civil Engineering Effect Available Right of Way (Required Viaduct & 4 2 3 3 3 4 1 Station Widths) Alignment Design and 3 1.5 2.25 2.25 2.25 3 2 Constructability Geotechnical Characteristics and 3 1.5 2.25 2.25 2.25 3 3 Civil Structures Station Planning and 3 1.5 1.5 2.25 2.25 3 4 Intermodal Integration Requirement for Utility 2 1 1.5 1.5 1.5 2 5 Shifting Total B 15 7.5 10.50 11.25 11.25 15 C. System Effects 1 Safety & Comfort 4 4 4 3 2 1 Land for Maintenance 4 1 2 2 3 4 2 Depot 3 Indigenous Availability 2 2 2 2 2 2 Total C 10 7 8 7 7 7 D. Environment Effects 1 Air Pollution 6 6 6 4.5 3 1.5 2 Noise Pollution 4 4 4 4 2 1 3 Trees Affected 3 1.5 2.25 2.25 2.25 3 Waste Management Including Hazardous 2 2 2 2 1.5 1 4 Substance Total D 15 13.5 14.25 12.75 8.75 6.5 E. Social Effects

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Normal S. Total Light Elevated Bus No Parameters Score Metro Metro Metrolite BRT System Structures/Persons 5 2.5 3.75 3.75 3.75 5 1 Affected Total E 5 2.5 3.75 3.75 3.75 5 F. Cost Effectiveness & Affordability Capital Cost (per 10 2.5 5 5 7.5 10 1 Passenger KM) Operation & Maintenance Cost (per 5 1.25 2.5 2.5 3.75 5 2 Passenger KM) Total F 15 3.75 7.5 7.5 11.25 15 G. Financial and Economic Effects 1 Economic Returns 10 10 10 7.5 5 2.5 2 Life Cycle Cost 5 5 5 3.75 2.5 1.25 Total G 15 15 15.00 11.25 7.5 3.75 H. Approvals and Implementation Time Required for 3 2.25 2.25 2.25 2.25 3 1 Approvals Ease of 2 1 1.5 1.5 1.5 2 2 Implementation Total H 5 3.25 3.75 3.75 3.75 5 Grand Total 100 72.5 82.75 71.5 63.25 62.25 A+B+C+D+E+F+G+H

0.5.4 From the screening and analysis of qualitative parameters for different alternative modes in Srinagar, it is inferred that two modes namely Metro Rail and Light Metro score 72.50 and 82.75 respectively on a scale of 100. The other modes Metrolite, Elevated BRT and Normal Bus System score 71.5, 63.25 and 62.25 respectively. 0.5.5 Alternatives Evaluation – Quantitative Screening

This quantitative evaluation is more rigorous than that of qualitative analysis involving quantification of parameters related to system design and performance. 0.5.5.1 Mobility Effects

The factors contributing to mobility effects considering the local conditions which have been quantified include max. PHPDT and betterment of environment with reduced number of vehicles on road due to proposed mass transit system.

The travel demand in terms of maximum PHPDT and Daily Passenger trips for horizon years of 2024, 2034 and 2044 have been estimated for alternative options of Metro and Light Metro. The comparison of these parameters for two modes is provided in Table 0.3.

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It is observed from the above table that both the modes will be able to cater to maximum PHPDT beyond the year 2044 in both the corridors. TABLE 0.3: MAX. PHPDT AND DAILY PASSENGER TRIPS IN HORIZON YEARS Daily Passenger Trips Year Maximum PHPDT (Lakhs) Corridor 1: Indra Nagar to HMT Junction 2024 11500 1.60 2034 15300 2.33 2044 17300 3.10 Corridor-2: Hazuri Bagh to Osmanabad 2024 9700 1.01 2034 14200 1.57 2044 17000 2.32

The ‘With & Without Project Scenario’ is compared for mass transport systems. The mode-wise passenger trips for the horizon years up to 2044 have been worked out and shown in Table 0.4. TABLE 0.4: TRIPS IN WITH & WITHOUT PROJECT SCENARIOS IN HORIZON YEARS Daily Trips Reduced on Trips in ‘Without Project Trips in ‘With Project S. Roads due to Mass Mode Scenario’ (in Lakh) Scenario’ (in Lakh) No. Transit Project (in Lakh) 2024 2034 2044 2024 2034 2044 2024 2034 2044 1 Car 3.67 4.64 6.05 3.60 4.48 5.78 0.07 0.16 0.27 2 2-Wheelers 2.60 4.96 6.77 2.47 4.65 6.23 0.13 0.31 0.55 3 Auto 0.98 1.48 2.02 0.95 1.44 1.96 0.02 0.04 0.06 Rickshaw 4 Bus + 20.82 22.19 24.02 18.44 18.80 19.47 2.38 3.39 4.55 Shared Taxi 5 MRTS - - - 2.61 3.89 5.42 - - - Total 28.07 33.26 38.86 28.07 33.26 38.86 - - -

0.5.5.2 Conceptual Civil Engineering Effects

Civil engineering effects have been worked out for two alternative modes of Metro and Light Metro along the two priority corridors. i. Geometric Parameters Design Criteria for both the alternative options have been compared and presented from Tables 0.5 to 0.10.

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TABLE 0.5: DESIGN CRITERIA

S. No. CRITERIA Metro Light Metro 1 Gauge 1435 mm 1435 mm 2 Design Speed 95 Kmph 90 Kmph 3 Maximum Axle Load 16T 9 T 4 Electric Power Traction 750 V DC (3rd rail) 750 V DC (3rd Rail)

TABLE 0.6: HORIZONTAL CURVE PARAMETERS Metro Light Metro Description Elevated Elevated Desirable Minimum Radius 200 m 120 m Absolute Minimum Radius 120 m 60m Minimum curve radius at stations 1000 m 1000 m Maximum permissible cant (Ca) 110 mm* 110 mm* Maximum cant deficiency (Cd) 85 mm 85 mm * The applied cant will be decided in relation to normal operating speeds at specific locations like stations/vicinity to stations.

TABLE 0.7: LENGTH OF TRANSITIONS OF HORIZONTAL CURVES 0.44 *actual cant (in mm) Minimum Length 0.44 * cant deficiency (in mm) whichever is higher 0.72 *actual cant (in mm) Desirable Length 0.72 * cant deficiency (in mm) whichever is higher Minimum Straight between two 25 m or NIL for Metro transition curves 20 m or NIL for Light Metro Minimum horizontal curve length 25 m for Metro between two transition curves 20 m for Light Metro No overlap is allowed between transition curves and vertical curves

TABLE 0.8: TRACK CENTRE, VIADUCT AND HEIGHT ADOPTED IN ELEVATED SECTIONS Rail Level at Rail Level at System Track Centre Viaduct width mid-section elevated station Metro 4.10 m 10.00 m 8.50 m 12.50 m Light Metro 3.40 m 7.00 m 8.0 m 10.50 m

TABLE 0.9: GRADIENT PARAMETERS Description Metro Light Metro Gradient Desirable Absolute Desirable Absolute

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Minimum Minimum Mid-Section Up to 2% Up to 4% Up to 3% Up to 6% Stations Level Up to 0.1% Level Up to 0.25%

TABLE 0.10: VERTICAL CURVE PARAMETERS Parameter Metro Light Metro Desirable Radius on Main line 2500 m 2000 m Absolute Minimum Radius on Main line 1500 m 1500 m Minimum Length of Vertical Curve 25 m 20 m

ii. Station Planning

Station platform length is decided by the length of single coach unit & no. of coaches required in one rake and other facilities provided in station building. The Platform length for 3-coach rake for Metro & Light Metro system are worked out and compared in Table 0.11. TABLE 0.11: STATION PARAMETERS Station Parameter Value System Metro Light Metro Coach length 22.0 m x 2.9 m 18.0 m x 2.65 m No. of coaches 3 3 Platform Length 66 m 54 m Elevated station dimensions 75 m x 23 m 65 m x 18 m

iii. Alignment Design

Table 0.12 and Table 0.13 shows the alignment design for both Metro and Light Metro. TABLE 0.12 ALIGNMENT DESIGN OF CORRIDOR-1 Alignment Type Length (m) System Metro Light Metro Elevated 12350 12350 Depot Entry / Exits 350 350 Total 12700 12700 TABLE 0.13: ALIGNMENT DESIGN OF CORRIDOR-2 Alignment Type Length (m) System Metro Light Metro Elevated 12300 12300 Depot Entry / Exits 200 200 Total 12500 12500

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0.5.5.3 Land Requirement Abstract of land requirements for different components of corridor is worked out for both Light Metro & Metro system and compared in Table 0.14 and Table 0.15. TABLE 0.14: LAND REQUIREMENT FOR LIGHT METRO Corridor-1 Corridor-2 Permanent Structures Permanent Structures Ownership Purpose Land (Floor Area Land (Floor Area (Sqm) in Sqm) (Sqm) in Sqm) Running Section 0 0 0 0 Central Station Building and 258 0 0 0 Govt. Ancillary facilities Total 258 0 0 0 Running Section 0 0 4500 1840 Station Building and 4566 120 3000 780 Ancillary facilities Property 69600 0 14000 0 State Govt. Development R&R Sites 30300 0 37800 RSS/TSS 3000 0 3000 0 Casting Yard 0 0 0 0 Total 107466 120 62300 2620 Running Section 2637 692 27485 13450 Station Building and 2332 906 15450 8865 Ancillary facilities Parking 5050 0 0 0 Private Maintenance Depot 91275 0 17500 0 Property 7000 0 12300 0 Development R&R Sites 40400 0 63580 0 Total 148694 1598 136315 22315 Grand Total 256418 1718 198615 24935 TABLE 0.15: LAND REQUIREMENT FOR METRO Corridor-1 Corridor-2 Permanent Structures Permanent Structures Ownership Purpose Land (Floor Area Land (Floor Area (Sqm) in Sqm) (Sqm) in Sqm) Running Section 0 0 0 0 Central Station Building and 258 0 0 0 Govt. Ancillary facilities Total 258 0 0 0 Running Section 0 0 4500 1840 State Govt. Station Building and 7566 120 6000 780 Ancillary facilities

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Corridor-1 Corridor-2 Ownership Purpose Permanent Structures Permanent Structures Property Land (Floor Area Land (Floor Area 69600 0 14000 0 Development (P.D.) (Sqm) in Sqm) (Sqm) in Sqm) R&R Sites 30300 0 37800 RSS/TSS 3000 0 3000 0 Casting Yard 0 0 0 0 Total 110466 120 65300 2620 Running Section 2637 692 27485 13450 Station Building and 7332 2906 20450 11865 Ancillary facilities Parking 5050 0 0 0 Private Maintenance Depot 100000 0 30000 0 Property 7000 0 12300 0 Development (P.D.) R&R Sites 40400 0 63580 0 Total 162419 3598 153815 25315 Grand Total 273143 3718 219115 27935

0.5.5.4 System Effects

i. Rolling Stock Requirement

The corridor wise rolling stock requirement for both the systems have been calculated and presented in Table 0.16.

TABLE 0.16: HEADWAY AND ROLLING STOCK REQUIREMENT FOR THE TWO SYSTEMS System Corridor Parameter 2024 2034 2044 Indra Nagar to Headway (Sec) 300 228 198 Metro HMT Junction Coach Reqmt (nos.) 36 45 54 ( 3 car) Hazuri Bagh to Headway (Sec) 360 240 198 Osmanabad Coach Reqmt (nos.) 33 45 54 Indra Nagar to Headway (Sec.) 225 171 157 Light HMT Junction Coach Reqmt (nos.) 42 57 60 Metro Hazuri Bagh to Headway (Sec) 277 189 164 (3 Car) Osmanabad Coach Reqmt (nos.) 36 48 57

It has been observed that the rolling stock requirement for the Light metro system is more than the medium capacity trains. Thus, Light metro adoption for Srinagar corridors is expected to increase the capital cost due to high rolling stock requirement.

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ii. Land Requirement for Depot

The land requirement for Light metro depots / maintenance facility will be less in comparison to metro depots due to the following factors: The maintenance facility for Light metro depot can be planned with sharp curves. The length of Stabling lines, inspection lines and repair lines can be reduced to accommodate the rolling stock (18 m length). 0.5.5.5 Environment Effects

Environmental impact has been compared in terms of air pollution; noise and vibration. As evident from travel demand forecasting, the Environmental impacts of Metro and Light Metro systems are expected to be same till the year 2044, the environmental savings are estimated for horizon year upto 2044. Benefits due to passenger shifting from road to the proposed mode in case of reductions in fuel consumption, net savings on fuel expenditure and emissions reductions are summarized in Table 0.17, Table 0.18 and Table 0.19 respectively.

TABLE 0.17: FUEL SAVED PER YEAR Fuel Saved per Year in Lakh Liters for Year Metro or Light Metro Diesel Petrol 2024 36.48 6.36 2034 52.86 14.73 2044 71.81 25.09

TABLE 0.18: NET SAVING IN FUEL EXPENDITURE PER YEAR (Rs. LAKH) Expenditure Savings in Rs. Lakh for Fuel Metro or Light Metro 2024 2034 2044 Diesel 2703 3918 5322 Petrol 502 1165 1983

TABLE 0.19: POLLUTION REDUCTION (TONS/YEAR) 2024 2034 2044 Parameter Metro or Light Metro Pollution Reduction in Tons/year Carbon Monoxide (CO) 104 180 274 Hydrocarbons (HC) 18 37 64 Oxides of Nitrogen (NOx) 122 179 247

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2024 2034 2044 Parameter Metro or Light Metro Pollution Reduction in Tons/year Particulate Matter (PM) 5 9 13 Carbon Dioxide (CO2) 15474 23347 32572 Reduction in Treatment Cost in Rs. Lakh 326 502 761 0.5.5.6 Social Effects

Structures in impact zone have been identified within ROW of both the systems. The structures affected within ROW of metro system are about 340, whereas for Light Metro 139. Considering the impact on the structures, Light Metro system has lower social impact compared to Metro system. 0.5.5.7 Cost Effectiveness & Affordability i. Capital Cost Preliminary Capital Cost estimates (Table 0.20) for Metro & Light Metro system have been prepared covering civil, electrical, S&T works, rolling stock, environmental protection, rehabilitation, etc. at Jan’ 2020 price level.

TABLE 0.20: PRELIMINARY COST ESTIMATE (RS. IN CRORE) S. No. Item Metro Light Metro 1 Land 694.68 611.65 2 Alignment and Formation 1137.76 931.23 Station Buildings incl. Civil works, EM works, ECS, 3 856.80 756.84 TVS, Lift, escalators & Architectural Finishes etc. Depot including civil, EM, Machinery & plants, 4 257.30 233.50 general works & OCC Building P-Way for main line, depot and depot 5 225.92 215.16 connectivity 6 Traction & power supply 750V DC 426.20 400.90 7 Signaling and Telecom. etc. 349.34 338.32 8a Environment 9.92 9.92 8b R & R incl. Hutments etc. 10.02 10.02 Misc. Utilities, road works, Topographic Surveys, Geotechnical Investigation, Barricading, Tree 9 Cutting and replanting, other civil works such as 170.82 147.90 signage's, Environmental protection and traffic management Capital Expenditure on Security including civil and 10 10.20 8.83 EM works 11 Capital Expenditure on Inter modal integration 72.00 48.00

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S. No. Item Metro Light Metro including Footpath for pedestrians 12 Rolling Stock 637.56 964.08 13 Total of all items except Land 4163.84 4064.69 General Charges incl. Design charges @ 5% on all 14 208.19 203.23 items except land 15 Total of all items including G. Charges 4372.03 4267.93 16 Contingencies @ 3 %on all items except land 131.16 128.04 Gross Total including Contingencies (excluding Land Cost) 4503.19 4395.97 Gross Total including Contingencies (including Land Cost) 5197.87 5007.62 Total Central GST & Basic Customs duty 385.85 393.53 Total State GST 331.40 332.66 Gross Total including Taxes & Duties 5915.12 5733.80

As indicated in table above, the capital cost of Light Metro is lower than Metro system.

ii. Operation and Maintenance Costs

The Operation and Maintenance costs for mass transport system are worked under three major heads i.e. staff cost, maintenance cost and energy cost.

The operation and maintenance cost for the two systems for different horizon years have been calculated and presented in Table 0.21. From the table it is clear that that the operation and maintenance cost for light metro is slightly less than the metro system. TABLE 0.21: O&M COST FOR DIFFERENT HORIZON YEARS (IN RS. CRORE) System 2024 2034 2044 Metro Corridor 1 67.68 136.60 276.81 Corridor 2 66.14 135.33 276.12 Light metro Corridor 1 64.03 131.10 267.35 Corridor 2 62.50 129.80 266.05 0.5.5.8 Financial and Economic Effects i. Economic costs

The economic costs of the capital works and annual operation and maintenance costs have been calculated from the financial cost estimates by excluding price contingencies/price escalations, Import duties and taxes, Sunk costs and Interest payment, principal payment and interest during construction period. Shadow price

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factor of 0.83 for Capital Cost and 0.87 for O&M Cost has been used to obtain economic costs from financial costs. The economic and financial costs of Light Metro and Metro are presented in Table 0.22 & Table 0.23. TABLE 0.22: ECONOMIC COSTS OF METRO & LIGHT METRO- CAPITAL AND O&M (IN RS. CRORE) Cost Component Metro Light Metro Construction Cost Including land and R&R 4314 4156 O&M Costs

2024 109 103 2034 116 111 2044 121 115

TABLE 0.23: FINANCIAL COSTS OF METRO & LIGHT METRO - CAPITAL AND O&M IN Rs. CRORE (at Jan’2020 Prices) Cost Component Metro Light Metro Construction Cost Including land and R&R 5198 5008 Central, State Taxes and Duties 717 726 O&M Costs 2024 126 119 2034 133 127 2044 139 132

Metro Rail Policy 2017 prescribes 14% as acceptable EIRR rate for metro project, same has been considered as the social cost of capital. The government security rate in Dec. 2019 is 6.79%. Accordingly, ENPV for the two systems has been calculated based on these rates. The summary of ENPV and EIRR is presented in Table 0.24.

TABLE 0.24: COMPARISON OF SAVINGS FROM THE TWO SYSTEMS IN 2044 S. No. Parameter Metro LIGHT METRO 1 EIRR 14.17% 14.66% 2 ENPV (in Rs. Crore) - Social cost of capital @14% 46.07 164 - Government Security Rate@ 6.79% 4016 4007 ii. Life Cycle Cost

The requirement of rolling stock is higher in case of Light Metro system attributed to smaller dimensions of coach as compared to Metro thereby requires less headways to cater to same demand as that of Metro. This results in additional coaches for Light Metro for operating in higher frequencies to cater the demand resulting in more wear and tear.

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0.5.5.9 Approvals and Implementation

Both the systems Metro and Light Metro have set standard procedures for approvals and implementation as per Metro Rail Policy 2017. The operational and technologies as well as various components like track gauge, civil structures and rolling stock components have been standardized and now available within the country. Technical expertise has also been developed in the country over the period of time. 0.5.5.10 Basis of Scoring Parameters for Quantitative Evaluation

The weightage for various criteria for quantitative evaluation has been considered same as that of qualitative evaluation. However, detailed evaluation of quantitative parameters has been carried out. The basis of scoring these parameters is as follows: Mobility Effects - Both the modes will be able to cater to maximum PHPDT beyond the year 2044 in both the corridors and scores similar on this parameter. Conceptual Civil Engineering Effects –Light Metro system scores high as they require less right of way and have relatively easy constructability than Metro. System Effects – In India, both the systems are operational in various cities and have the technology in place. In metro rail land requirement for depot maintenance is more as compared to Light Metro. Environmental Effects – Metro and Light Metro scores same as both have better carrying capacity resulting in higher savings in environmental costs. Social Effects –Light Metro scores more over Metro as it affects relatively less structures. Cost Effectiveness & Affordability –Light Metro scores higher than Metro as cost of construction and maintenance is less than for Light metro. Financial and Economic Effects – Light Metro scores higher than Metro as considering the economic returns. Approvals and Implementation – Time required for approvals for Metro & Light metro will be same. Light metro will be easier to implement with respect to the metro system because of site conditions and gradient in the city.

The summary of scoring for both modes based on the quantitative evaluation is presented in Table 0.25.

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TABLE 0.25: QUANTITATIVE EVALUATION - SCORING OF PARAMATERS S. Total Light No Parameters Score Metro Metro A. Mobility Effect 1 Ability to cater Travel Demand - Max. PHPDT 12 12 12 2 Daily System Utilisation-PKM/KM 5 5 5 Reduced Vehicles on road due to proposed 3 system 3 3 3 Total A 20 20 20 B. Conceptual Civil Engineering Effect 1 Available Right of Way (Land Acquisition) 4 3 4 2 Alignment Design and Constructability 3 2.25 3 Geotechnical Characteristics and Civil 3 Structures 3 2.25 3 4 Station Planning and Intermodal Integration 3 2.25 3 5 Requirement for Utility Shifting 2 1.5 2 Total B 15 11.25 15 C. System Effects 1 Rolling Stock Requirement 6 6 4.5 2 Land for Maintenance Depot 2 1.5 2 3 Indigenous Availability 2 2 2 Total C 10 9.5 8.5 D. Environment Effects 1 Air Pollution 10 10 10 2 Noise Pollution 5 5 5 Total D 15 15 15 E. Social Effects 1 Structures/Persons Affected 5 3.75 5 Total E 5 3.75 5 F. Cost Effectiveness & Affordability 1 Capital Cost (per Passenger KM) 10 7.5 10 Operation & Maintenance Cost (per 2 Passenger KM) 5 3.75 5 Total F 15 11.25 15 G. Financial and Economic Effects 1 Economic Returns 10 7.5 10 2 Life Cycle Cost 5 5 5 Total G 15 12.5 15 H. Approvals and Implementation 1 Time Required for Approvals 3 3 3 2 Ease of Implementation 2 1.5 2.0 Total H 5 4.5 5 Grand Total A+B+C+D+E+F+G+H 100 87.75 98.5

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From the quantitative evaluation of Metro and Light Metro Systems for the two priority MRTS corridors in Srinagar, it is inferred that Light Metro with a score of 98.5, scores higher than Metro which scores 87.75 on a scale of 100. The Light Metro System henceforth emerges to be the most viable mass rapid transit mode for the City of Srinagar.

0.6. IMPLEMENTATION OPTIONS FOR VIABLE ALTERNATIVES

Based on both qualitative and quantitative screening carried out in previous chapters, Light Metro has emerged as the most viable alternative mass transport system to meet the transport needs of Srinagar city.

As per Metro Rail Policy 2017, it is essential to explore implementation options including private participation either for complete provisioning of Light Metro or for some unbundled components. Following section discusses the capital & O&M costs of Srinagar Light Metro, implementation options and requirements of Central Financial Assistance (CFA) under different implementation options.

0.6.1. Capital and O&M Costs Table 0.26 gives the cost of Srinagar Light Metro.

TABLE 0.26 COST OF SRINAGAR LIGHT METRO Cost Component Both Corridors - Rs. (Crore) Construction Cost Including land &R&R 4386 Taxes @18% for GST 726 Total Including Taxes 5008 Completion Costs Cost Without Taxes 5404 With Central Taxes 5833 With both Central and State taxes 6195 O&M Costs Year 2024 127 Year 2034 261 Year 2044 533

Considering that the construction of Srinagar Light Metro will take 4 years construction period, Table 0.27 gives the year wise fund requirements based on typical construction schedule.

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TABLE 0.27: YEAR WISE FUND REQUIREMENTS WITH CENTRAL TAXES (Rs. IN CRORE) Completion Land and R&R Central Total Completion Year Cost Cost Taxes Cost with CT 2021-2022 439 311 39 789 2022-2023 1,382 311 124 1,816 2023-2024 1,692 152 1,844 2024-2025 1,269 114 1,383 TOTAL 4782 622 429 5833

0.6.2. Options for Central Financial Assistance

The various options for central financial assistance for metro/ light metro projects as detailed in the Metro Rail Policy are:

Public Private Partnership (PPP) Grant by the Central Government Equity Sharing Model

0.6.3. Central Financial Assistance

The capital intensive nature of metro projects makes assistance from central government inevitable. Implementation models discussed above envisage different levels of financial assistance by Central government. The CFA under these models is discussed in subsequent paragraphs.

i. Under PPP Model

As per the rules of GOI, the CFA in terms of Viability Gap Funding (VGF) has a cap of 20% of the project completion cost excluding Land, R&R and state taxes for PPP projects provided the state government also contribute same or more amount towards the project. Accordingly, year wise outflow of funds from GOI for CFA would be as presented in Table 0.28.

TABLE 0.28: FUND REQUIREMENT FROM GOI UNDER PPP MODEL Year Central Financial Assistance(VGF) (Rs in Crore) 2021-2022 158 2022-2023 363 2023-2024 369 2024-2025 277 TOTAL 1167

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ii. Under Grant Model

Under this option, the CFA is 10% of the project completion cost excluding private investment land, R&R and state taxes. Year wise fund requirement is detailed in Table 0.29.

TABLE 0.29: FUND REQUIREMENT FROM GOI UNDER GRANT MODEL Year Central Financial Assistance (Rs in Crore) 2021-2022 79 2022-2023 182 2023-2024 184 2024-2025 138 TOTAL 583

iii. Under Equity Sharing Model

The central financial assistance under this model is same as that of PPP model i.e. 20% of project completion cost excluding land, R&R and state taxes. But in this model, the CFA consists of central government equity and subordinate debt towards central taxes to the project. Generally, the share of subordinate debt varies from 5- 6% and equity varies between 14-15%. Table 0.30 gives the year wise fund requirement from GOI under equity sharing model.

TABLE 0.30: FUND REQUIREMENT FROM GOI UNDER EQUITY SHARING MODEL Year Total Funds (Rs in Crore) 2021-2022 158 2022-2023 363 2023-2024 369 2024-2025 277 TOTAL 1167

0.6.4. Funds from Non-Fare Box Sources

Metro Rail Policy envisages fund generation by state from non-users beneficiaries which may include dedicated levies on on-user beneficiaries mainly property. The value created in the proximity zones can be recovered through land monetization; i.e. additional FAR, a 'Betterment Levy' or 'Land Value Tax' or enhanced property tax or grant of development rights. Transit Oriented Development (TOD) in the influence areas of Light Metro corridors will help to generate funds for financing of the project. The estimation of funds generation from these sources will be done at DPR stage.

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0.6.5. Most Suitable Option for Implementation

Considering the pros and cons of the various implementation models, it is recommended that Srinagar MRTS be implemented under SPV model with private sector participation in different subcomponents of operations & maintenance & maintenance such as automatic fare collection, provision of lift and escalators etc. which shall be finalized at implementation stage.

0.7. CONCLUSION: THE PATH FORWARD Srinagar, the summer capital and the largest city of Jammu and Kashmir (J&K) in India. The city is being located in the centre of the valley acts as major tourist destination and terminal point. Sharing of limited Right-of-Way by variety of private modes has resulted in traffic congestions, inadequate parking spaces, accidents and environment deterioration in the study area. Rail Based Mass Rapid Transit System on the two priority public transport corridors have been proposed in the Comprehensive Mobility Plan, 2020. Qualitative evaluation of the available alternatives namely Normal Bus System, Bus Rapid Transit, Metrolite, Light Metro and Metro Rail have been carried out on the identified priority mass transport corridor. Normal Bus and Bus Rapid Transit have been ruled out in view of limited RoW, inability to meet the passenger demand in future and significant greenhouse gas emissions. Metrolite has also been ruled out due to its limitation to meet the expected ridership. In this preliminary screening, Light Metro and Metro Rail have emerged as prospective mass transport system for Srinagar for further quantitative evaluations. Light Metro systems can cater to Peak Hour Peak Direction Passenger demand up to the horizon year 2044 and beyond and has less capital cost as compared with metro rail. With several light metro systems in India under various stages of planning, implementation and operation, its technology is standardized and available within the country. Efforts have also been made by the Government and Implementing Agencies towards indigenizing the various components of light metro systems. Based on detailed quantitative evaluations of screening parameters, Light Metro System has scored higher than that of Metro System. It is also recommended to implement the project under SPV model with private sector participation in different subcomponents of operations & maintenance.

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After the approval of this Alternatives Analysis Report by the State Government, initiatives shall be taken for preparation of Detailed Project Report for Light Metro System of two priority corridors in Srinagar as per guidelines for Metro Rail Policy - 2017 issued by Ministry of Housing and Urban Affairs (MoHUA), Government of India.

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1. NEED OF STUDY

1.1. BACKGROUND

Srinagar, the Summer capital and the largest city of the Union Territory of Jammu and Kashmir (J&K) in India, is a symbol of ancient values and present aspirations. It lies at an average elevation of about 1586 m above M.S.L. on the banks of the Jhelum River, a tributary of the Indus, Dal and Anchar lakes. The city is famous for its gardens, waterfronts & houseboats and receives a large number of domestic and foreign tourists throughout the year.

The planning area of Srinagar is spread over an area of about 758 Sq.km including the Srinagar Municipal Corporation area of about 177 Sq.km. Srinagar is located about 290 km to the North of Jammu, the winter capital of UT of J&K on National Highway-44 (old NH-1A). The city is well connected by roads with all parts of UT as well as with other major cities/towns of the country. It is also well connected to major cities like Mumbai, Delhi, Chandigarh, Leh etc. by air services.

The population of Srinagar Master Plan area as per Census 2011 was 17.8 Lakh (excluding the overhead population of around 3.0 lakh which includes the Defense forces, Service and Darbar Move population) and 22.9 lakh in 2019. The central part of the city is extremely crowded. High density is observed in areas of Lal Chowk, Batamaloo, Khaniyar, Munshi Bagh, etc. The existing road network of Srinagar is basically of radial pattern. Large-scale urbanization and rapid growth of vehicles population has laid sever stress on the existing urban transport system in Srinagar city. With the sharing of limited right of way by a variety of modes and other utility services, the problems have become unmanageable resulting in traffic congestion, accidents, and inadequate parking area and environment deterioration. The demand of commuters on certain high dense corridors might not be met by existing public transportation system. The nature of trips that the people have to make is also quite varied and they use private means of transport for most of these trips given the convenience of accessibility. As per the National Urban Transport Policy (NUTP), Comprehensive Mobility Plan (CMP) for Srinagar was prepared in the year 2013, which lays out a set of measured steps that are designed to improve transportation scenario of the city in a sustainable manner. CMP was prepared for a planning period of 20 years up to 2031 and proposed a total of about 89.5 km length of rail based mass rapid transit system (MRTS) network for implementation. As per Metro Rail Policy – 2017, CMP should be

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revised and prepared at least once in every five years to address the constantly changing scenarios of mobility. Since, the CMP for Srinagar was prepared in year 2014, now CMP has been updated in the year 2020 for a horizon period upto the year 2044. A rail based mass rapid transit system (MRTS) network of 42.5 km has been proposed to be implemented in phased manner. Government of Jammu & Kashmir has now decided to undertake a comprehensive study to plan an efficient, safe and high capacity public transport system in Srinagar. For the purpose, Government of Jammu & Kashmir has engaged RITES Ltd. (A Govt. of India Enterprise) to prepare an ‘Alternatives Analysis Report for Srinagar MRTS’ as per Metro Rail Policy – 2017 and Metrolite Policy - 2019.

1.2. GUIDELINES FOR ALTERNATIVES ANALYSIS

Alternatives analysis is about finding best alternative to address the transportation related problems for specific corridors or areas of a City. Detailed appraisal guidelines for mass rapid transport project proposals have been laid down by Ministry of Housing and Urban Affairs (MoHUA), Government of India, 2017. The mandated framework in the policy is presented in Figure 1.1. The guidelines enable to identify the system having the maximum utility and satisfy basic criteria. The objectives of Alternatives Analysis include: Ensure that reasonable transportation alternatives are considered Evaluate all impacts due to project Consider opinion of stakeholders Select the locally preferred alternative

The proposed system shall be capable of meeting some of the important criteria as follows; Meet the design traffic demand Flexible and economic operation Safe, fast, comfortable, punctual and reliable services Run at grade/elevated viaduct/underground Provide intermodal integration with existing city network Allow for future expansions in the city considering the future travel demand Allow for future upgradation with improvement in technology Cost considerations

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FIGURE 1.1: POLICY FRAMEWORK OF METRO POLICY 2017

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Following 4 stages have been outlined for preparation of Alternatives Analysis Report: 1. Stage 1: Develop Screening Criteria for Identified Alternative Option suggested in CMP 2. Stage 2: Evaluation Parameters for various Alternatives 3. Stage 3: Alternatives Evaluation 4. Stage 4: Implementation Option for most viable Alternative

1.3. OVERVIEW OF STUDY AREA

The Srinagar Planning Area as per Srinagar Revised Master Plan – 2035 area of about 758 Sq.km is taken as the Study area which includes the Srinagar Municipal Corporation (SMC) area of about 177 Sq.km. The Study area also includes Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages as outgrowths in twelve tehsils of six districts. The majority of population of the Study area resides in the SMC area (Figure 1.2).

1.4. REGIONAL GOALS AND OBJECTIVES

The regional goals and objectives are conceived with broader perspective of the Study Area having specific attention to the core city area with a view to ensure Smarter, Accessible and Safe & secure urban transport.

The objectives/targets from the city level studies such as development plans and mobility plans include the following: Ensure safe pedestrian facilities in areas of pedestrian concentration and along major corridors. Restrict entry of personal vehicles in the core city area and reduction of on street parking. Public Transport improvement plan which includes convenient access, integration with existing Intermediate Public Transport System, provision of Non-Motorised Transport facilities, creation of infrastructure facilities. Implementation of traffic management measures like one-way system, access restrictions for heavy vehicles etc. Develop immediate/ short term strategies to ease flow of traffic at major congestion points within the city. Develop medium and long term measures to ease traffic flow along major roads within the city.

Mobility strategies have been considered giving due importance to integrated landuse-transport planning, control on movement of personal vehicles and encourage public transport system and other sustainable modes.

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FIGURE 1.2: STUDY AREA – SRINAGAR MASTER PLAN AREA - 2035

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1.5. PROJECT PURPOSE

Urbanization and rapid growth of vehicles population has laid severe stress on the urban transport system in Srinagar. The sharing of limited right of way by a variety of modes and other utility services has resulted in traffic congestion, accidents, inadequate parking area and environment deterioration. The nature of trips that the people have to make is also quite varied and they use private means of transport for most of these trips given the convenience of accessibility. The usage of private modes is growing tremendously due to inadequate and inconvenient public transport facilities with poor level of service.

Alternatives Analysis is required to identify the best option among alternatives to address the transportation related problems in the city. Identification of the most feasible transport system would alleviate the existing transportation woes.

1.6. NEED FOR PROPOSED PROJECT

Indian cities have been growing rapidly. There is a need to direct growth in a planned manner with adequate attention to transport system at early stages in their development. Cities are witnessing fast growth in the number of personal motor vehicles, with severe congestion and pollution being the most visible manifestation of the growth in the number of motor vehicles. Efforts at remedying the situation will need to focus on improving the public transport system. In several cities this would require implementation of Mass Transit systems such as metro rail, light metro, bus rapid transit, etc.

Mass Rapid Transit Systems (MRTS) in urban areas not only facilitate easy and quick movement of people but also have a positive impact on the economic growth and quality of life. This will result in increased income and various benefits to the society like reduced external cost due to reduction in traffic congestion, road and parking cost, transport cost and per-capita traffic accidents. MRTS tend to reduce per capita vehicle ownership and usage and encourage more compact & walkable development pattern which provide developmental benefits to the society. Reduction in cost and time of travel lowers the cost of production of goods and services which significantly improves city’s competitiveness. One of the significant contributions is substantial reduction in per capita pollution emission bringing down various chronic diseases; hence, results in huge public health benefits.

1.6.1. Option of Mass Transit Systems

The mass transit systems in cities/ urban agglomeration can be broadly classified into the following 5 categories:

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a. Normal Bus System: Normal/ordinary bus system is the main public transport system in many major Indian cities. The buses are operated by the State Governments, Private Sector and/or concerned development authorities for public transport in the city. They are normally characteriterised by sharing the common Right of Way with other modes of transport in the city.

b. Bus Rapid Transit System (BRTS): BRTS are physically demarcated bus lanes along the main carriageway with a segregated corridor (at-grade / elevated) for movement of buses only. At the intersections, the buses may be given priority over other modes through a signaling system for at-grade system. BRTS is an enhanced form of a busway which incorporates features such as facilities for pedestrians, Non-Motorized Vehicles (NMV) and many other associated infrastructures including operations and control mechanism. c. Metro-Lite: Metro-Lite is at-grade/grade separated rail based transit system. It can be adopted for design ridership ranging from 2,000 to 15,000.

d. Light Metro: Light Metro is at-grade/grade separated rail based mass transit system, which is generally segregated from the main carriageway. The system can cater the design ridership ranging from 23,000- 50,000 PHPDT.

e. Heavy / Medium Metro Rail: Metro rail is a fully segregated rail based mass transit system, which could be elevated or underground. Due to its physical segregation and system technology, metro rail can have a very high capacity of 40,000 – 1, 00,000 peak hour peak directional traffic (PHPDT).

Rail based systems, though being capital intensive, provides the much-needed high capacity rapid transit to the cities. Though they have a life of 100 years and beyond, due to the nature of construction, the flexibility in design changes after the construction is very limited. Hence, they should be planned and executed with a longer future perspective. Being a high capacity transport system, they are suited for growing cities having prospective increase in population over several years.

f. Regional Rail: Regional rail caters to passenger services within a larger urban agglomerate or metropolitan area connecting the outskirts to the center of the city. The services have greater number of halts at smaller distances compared to long distance railways but fewer halts and higher speeds compared to metro rail. Regional rail are common in large metropolitan cities and help in decongesting the city center by providing safe, and speedy access to the city center for commuters residing in less congested suburbs.

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Choice of a particular MRTS will depend on a variety of factors like demand, capacity, cost and ease of implementation. A BRT/ Metrolite/ Light Metro systems at grade may require linear pathway to be carved out of existing land if additional space cannot be made available on the sideways and will reduce the space for other traffic depending on the width of existing roads. Light Metro and BRT without horizontal separation will have reduced speed and hence reduced capacity. Cities with a well spread out spatial pattern, even if they have a high population, may not have sufficient number of corridors with adequate density to justify investments in rail based system. Yet cities with a linear spatial pattern may justify a Light Metro/ metro even at lower population levels as they have fewer corridors and each would have a high traffic density. A comparative analysis of alternate modes should be an essential requirement for the transit mode selection. The mode which matches the demand projections over the project life cycle and has the least cost should be chosen. Hence, there is a need to carry out Alternatives Analysis to identify the most feasible Mass rapid public transport system for Srinagar.

1.7. REVIEW OF PAST STUDIES

The major studies carried out in the past by various organizations for transport system improvements in Srinagar are as follows: Comprehensive Mobility Plan for Srinagar, 2013 Master Plan for Srinagar, 2021 Master Plan for Srinagar, 2035 Comprehensive Mobility Plan for Srinagar, 2020

1.7.1. Comprehensive Mobility Plan (CMP) for Srinagar, 2013

The Comprehensive Mobility Plan (CMP) of Srinagar was prepared in 2013 by Planning and Development Department, Government of J&K. It was prepared for a planning period of 20 years (up to 2031) with a vision for transport in Srinagar to “move people, not vehicles”. The mobility vision for Srinagar city is to “Provide safe, efficient, and economical means of transportation system for improving mobility of people and goods”. The objectives of CMP was to develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the area. In order to address the existing and envisaged mobility situation and to fulfill the CMP vision, the following strategies have been proposed:

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I. To improve connectivity and travel throughout the city and its region. II. To improve mobility within neighborhoods, wards and Zones and satellite towns so as to take care of Intra-city and inter-city transportation needs. III. Develop an urban transport planning model using state of the art modeling techniques, appropriate to the conditions and planning needs of the study area. IV. To make viable and reliable transportation options which aim at reducing dependence on automobiles with widespread use of non motorized modes and mass rapid transit system. V. Identify for all modes, a phased program of appropriate and affordable investments and policy proposals; and also integration of various modes of mass transits. VI. Strategize transport policy as an integral part of urban planning. VII. Recommend institutional mechanism for inter agency co-ordination.

The major Transport Proposals made under CMP are as under:

a. Land Use and Transport

The land-use strategy for the Srinagar Planning Area promotes the development along radials across the Study area based on the settlement patterns and their potential growth.

The CMP suggests that mass transport system has to be planned as a network in the city core and not only as one of the corridors to support larger core city. This would be the way to make the city less reliant on the private mode of transport. Thus the integrated land-use interventions are:

Emphasis on transit oriented development (TOD) with high density areas close to mass transport stations.

Either develop all future new townships / emerging activity centres along the defined major transport corridors or integrate properly with mass transport system in the Master Plan itself.

Allow the land-use changes from time to time to enable efficiency.

b. Development of City-Wide Mass Transport System

Heavy passenger demand as per CMP have been stated along Channapore-Natipore Road, New Airport Road, Residency Road, MA Road, Hazratbal Road, Karan Nagar- Safa Kadal Road and Soura Road. On some of the road sections in coming years, the

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demand is expected to be beyond the capacity of a road based public transport system. Following strategies should be adopted to upgrade public transport system:

i. Actions to maximize the passenger carrying capacity of the existing transport network by management measures including bus/minibus priorities as a short term measure.

ii. Construction/ up-gradation of roads and investment in road based public transport infrastructure to extend the capacity of public transport system as a medium measure. Trunk routes where demands where demands are more than the capacity of minibuses should be served by standard buses and other/feeder routes by mini buses.

iii. As a medium and long term measure, high capacity mass rapid transport system to serve trunk routes while buses/mini buses providing the feeder services and operating on other less dense routes.

Light metro has been proposed in CMP for Srinagar for a total length of about 67 Km (Table 1.1). The Figure 1.3 shows the proposed public transport infrastructure proposals.

TABLE 1.1: PROPOSED MRTS CORRIDORS S System Length Corridor No. Type (Km) 1 Light Metro System I Galander to Narabal Crossing 33.1 II Nowgam Railway Station to Pandach to Ganderbal 33.8 Total 67 2 Mini Metro (Small Monorail / Cable Car) Circular Ring along Dal Lake i.e. Kashmir University I 22.6 to Kashmir University via Nishat Garden Total Light Metro + Mini Metro Length 89.5 Source: CMP Srinagar, 2013

1.7.2. Master Plan for Srinagar, 2021

The Master Plan for Srinagar included various expert opinions and strategies involved through them, which are as under: a. Base Plan for Greater Srinagar has been updated and kept ready for future planning process of Area Development Plans and Zonal Development Plans. b. Landuses have been made flexible. Zoning Regulations have been made recast. Mixed Land Use has been permitted under zoning Regulations.

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c. Alternate methods for clearance of slums and depletion of population in highly dense zones of the city have been devised. d. Major thrust in this Master Plan 2021 is oriented towards: I. Large scale ownership of Land (creation of Land Bank). II. Development of Efficient Circulation Network. Increase in the Land Area under Roads and Streets. III. Introduction of necessary amendments in various laws concerned with planning and development of cities and towns in the state. IV. Decentralization and dispersal of Economic Activities. V. Conservation of Environment. VI. Meso level planning in respect of certain important components of Development. VII. Identification of cultural Heritage and its preservation. VIII. Urban renewal of core area. IX. Resource mobilization for promotion of urban activities. X. Mopping up unearned value of Land.

FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS

Source: CMP Srinagar, 2013

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1.7.2.1 Public Transport The intra- city traffic comprises of public transport as main component, para transit in the form of Auto Rickshaws and personal modes of transport. The public transport is proposed to be improved by following methods. Route optimization Formulation of routes with relation to the proposed land-use pattern. Provision of terminals for point to point service. 1.7.2.2 Rapid Transit System To reduce the dependence on personalized modes it is imperative to provide a Mass Rapid Transit System (MRTS) in future. It is therefore, proposed to reserve corridors for a rail based transit system along the North- South direction from Pandach to Nowgam Railway Station via North- South corridor, Ali Jan Road, Safa Kadal, Karan Nagar Road, Jahangir Chowk to Tengapora via Batmaloo and along bypass to Nowgam. The proposed MRTS shall be partly elevated, partly at-grade and partly sub- terrain from Karan Nagar Municipality road intersection to Batmaloo via Jehangir Chowk with dual tracks & terminals. A secondary corridor is also proposed from Saidpora on Ali Jan Road to Tengpora on N.H. Bypass via Achan district centre.

1.7.3. Master Plan for Srinagar, 2035

The Master Plan strategy for future planning of the city focuses on its historical values, natural environment, vulnerability and the quality of life in neighborhoods. Giving these guiding principles, it is necessary to envision Srinagar city by 2035 and align its future development accordingly.

The Revised Master Plan is viewed as an opportunity towards planning for change and sustained economic growth of the city. The Master Plan defines the future strategy in light of its vision for Srinagar as a city of opportunities. For a long term sustainable vision of Srinagar—smart & sustainable development, economically empowered growth, and better quality of life—the city has to be treated as a sustainable ecosystem with the following guiding principles of its vision:

Long term vision of Srinagar based on sustainability; intergenerational, social and economic equity and its individuality (Land Suitability) Long term economic and social security of Srinagar (Economic and Social Development)

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Recognizing the intrinsic value of biodiversity and ecosystems ensuring provisions to protect and restore them (Biodiversity Conservation) Recognize and build on distinctive characteristics of Srinagar including their human and cultural values, history and natural systems (Heritage and Conservation) Empower people fostering participation (Public Participation) Enable cooperative networks towards a common sustainable future Enable continual improvement based on accountability, transparency and good governance Implementation) 1.7.3.1 Proposed Urban Transport Development Strategy

To improve the overall mobility, the following Urban Transport Development Strategies have been proposed.

i. Preparation and operationalization of an integrated and mutually complementary multi-modal transport system comprising the road, rail, mini- rail and IWT network. ii. Expansion and Restructuring of the existing road network to an organised Ring-Radial pattern. iii. Develop Srinagar Metropolitan Region (SMR) as a connected city with major focus on efficient public transport network and transits. iv. Improvement in traffic management through short-term, medium-term and long-term interventions v. Setting up and coordination of institutions dealing with various aspects of urban transport under the umbrella organisation— Unified Metropolitan Transport Authority (UMTA). vi. Encouraging and incentivising public transport and non-motorized transport in the city to sustain the existing modal share of public transport and NMT trips. vii. Removal of traffic bottlenecks and development of regional corridors and interconnecting radials for hassle free intercity and intra-city movement of traffic. viii. Development of adequate pedestrian, cycling and parking (NMT) facilities across city and removal of road-side encroachments especially on footpaths. ix. Introduction of She-Buses for gender based transport to facilitate safe and secure travel of females. x. Providing smart solutions in the regulation and management of city traffic through Intelligent Traffic System (ITS).

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1.7.3.2 Light Metro Transport

Light Metro is proposed along important corridors as a long term policy intervention in the mass transport system. The light rail provides a safe and efficient public transport and is proposed to be elevated and at grade mostly along the road medians. It will cover the core areas of the city and as such is proposed along following corridors after assessing feasibility:

Phase-I: i. Humhama to Pandach via Hyderpora along Airport Road, Bagat, Solina, Batamaloo to Safa kadal along Doodganga to Soura along Ali Jan Road to Pandach along 90 feet Road ii. Pantha Chowk to Bemina (State Motor Garages to Cement Kadal and along Nallamar Road to Lal Chowk (MA Road) Phase-II: i. Extension of Phase I corridors to Budgam, Pampore, Ganderbal and Narbal adjacent to proposed and existing terminals for ensuring integration of traffic modes.

1.7.4. Comprehensive Mobility Plan (CMP) for Srinagar, 2020

As per Metro Rail Policy – 2017, Comprehensive Mobility Plan should be revised and prepared at least once in every five years to address the constantly changing scenarios of mobility. The CMP for Srinagar was prepared in year 2013 and is now revised & prepared in 2020 for a horizon period upto year 2044 by Govt. of Jammu & Kashmir.

CMP Srinagar is an Urban Mobility Plan for the city with a long-term vision to meet the accessibility and mobility needs of the Study area. It focuses on the mobility of people to address urban transport problems and promotes better use of existing infrastructure (i.e., improvement of public transport, pedestrian and NMT facilities) which leads to the integration of landuse and sustainable transport development. The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of people and goods in Srinagar city to make it a model city. The objectives of CMP is to develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the Study area as mentioned below. To optimize the “mobility pattern of people and goods” rather than of vehicles To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in city To provide a recognized and effective platform for integrating landuse and transport planning

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To focus on the optimization of goods movement A low-carbon mobility growth scenario for the city Equity to all sections of the society including urban poor and differently abled Service level benchmarks incorporation

1.7.4.1 Public transport Proposal:

The CMP suggests that a Comprehensive Mass Rapid Transit system network needs to be planned for the city. This would be the way to make the city less reliant on the private mode of transport. The demand is expected to be beyond the capacity of a road based public transport system presently in the influence area of Indra Nagar, Sonwar, Munshi Bagh, Lal Chowk, Secretariat, Batamaloo, Rathpora, Gagrzoo, Qamarwari, Parimpora, HMT Junction, Hazuri Bagh, Munshi Bagh, Nowpora, khaniyar, Jama Masjid, Hawal Chowk, Mill Stop, Nalbal Bridge, SKIMS, Saura Hazratbal Crossing and Osmanabad. The passenger demand would also increase gradually in Frestabal, Sempora, Pantha Chowk, Panthrathen, Badami Bagh Cantt. Pampore Bus Stand, Tilsi Bagh, Barzulla, Baghat, Hyderpora, Rehmatabad, Peerbagh, Humhuma Chowk and Airport areas. Rail based MRTS (Light Metro) system has been proposed in CMP for Srinagar. The MRTS master plan network of 42.5 km has been planned for Srinagar and proposed to be implemented in phased manner. The phase-I of the network is of 25 Km and another 17.5 Km network in Phase-II. The Table 1.2 shows the proposed MRTS corridors and Figure 1.4 shows the proposed MRTS master plan.

TABLE 1.2: PROPOSED MRTS CORRIDORS IN CMP

Corridor Implementation Approx. Corridor details No. Phase Length (Km) Phase I 1 Indra Nagar to HMT Junction 12.5 2 Hazuri Bagh to Osmanabad 12.5 Total Length of Phase I 25.0 Phase II

3 Indra Nagar to Pampore Bus Stand 8.5 4 Hazuri Bagh to Airport 9.0 Total Length of Phase II 17.5 Total Length of Phase I + II 42.5 Source: CMP Srinagar, 2020

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FIGURE 1.4: PROPOSED MRTS MASTER PLAN FOR SRINAGAR

1.8. SCOPE OF PRESENT ASSIGNMENT The scope of work for the assignment will be to find the best alternative (s) to solve the transport related issues in particular corridor(s) and / or area(s). Based on input data, evaluation of all feasible alternatives across all modes of transportation and recommend the most suitable option specific to the priority public transport corridors in the City as identified in CMP. The methodology as per policy is presented in Figure 1.5. The Study methodology consists of following 4 stages:

Stage 1: Develop Screening Criteria for Identified Alternative Options suggested in CMP Stage 2: Evaluation Parameters for various Alternatives Stage 3: Alternatives Evaluation Stage 4: Implementation Options for most viable Alternative

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FIGURE 1.5: METHODOLOGY FOR ALTERNATIVES ANALYSIS

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STAGE I - DEVELOP SCREENING CRITERIA FOR THE IDENTIFIED ALTERNATIVE OPTIONS

The stage involves 3 tasks. Task I relates to development of the Screening Criteria for evaluation of available alternative public transport modes. Task 2 involves fist level screening called Qualitative Evaluation to quickly short list the most feasible modes.

based on parameters identified in Task I. Task 3 is the more detailed evaluation of alternative modes of the alternatives shortlisted in Task II.

Task 1: Develop Screening Criteria to identify most reasonable and feasible alternatives Based on the options suggested in CMP

Mobility Effects: These criteria relate to travel demand forecasting and facility capacity, presence/absence of different modes, access, connectivity and circulation. Conceptual Engineering effect: These criteria relate to developing all civil aspects of the system Financial and Economic Effects: To identify and quantify the benefits and costs associated with the project to help in identification of the optimum solution along with the economic viability in terms of its likely investment return potential. Environmental and Social Effects: Screening criteria assessing environmental impacts related to land-use and natural environment like water, air etc. The social impact of the alternatives is evaluated to see potential social costs and benefits. Cost Effectiveness and Affordability: The capital and annual costs associated with each of the alternatives would be evaluated. It also assesses the cost- effectiveness and affordability of the alternatives. Other Factors: How each of the alternatives comply with the local policies and priorities are assessed. Task 2: Qualitative Evaluation of Screening Criteria

First-level screening criteria has been developed based on identified parameters to quickly and efficiently identify the alternatives considering all available modes of transportation that most warrant further consideration and evaluation. This first level screening is a preliminary qualitative evaluation which is done to narrow the number of alternatives. Task 3: Quantitative Evaluation of Screening Criteria With the first screening of alternatives considering all available modes of transportation completed, the second level of evaluation involves quantitative

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screening, wherein short-listed alternatives have been screened based on more detailed parameters. STAGE II -EVALUATION PARAMETERS OF VARIOUS ALTERNATIVES Stage II has 6 tasks and involves development of detailed parameters for quantitative evaluation of the alternatives. Task 4: Mobility Effect Travel Demand Forecasting: The primary purpose of this task is to assess the most current version of the City/regional travel demand model (from CMP) for base year data, with available future year networks and land use data, and model documentation. While preparing the travel demand analysis, following tasks have been completed: a. Identify available transport system, right of way of roads in city and along corridor b. Prepare road and transit networks for each alternative and a no-project scenario (without project). c. Summarize the travel demand results for existing and all future year alternatives, including corridor and region-wide travel demand, peak period volumes and congestion levels, and person trips by mode for the corridor and the region. d. Analyze the differences among the alternatives to provide information to Environmental Assessment (in Task 6). e. Opportunity for intermodal integration at various levels f. Similar analysis has been conducted for the future horizon year to envisage the horizon year scenario. Task 5: Conceptual Engineering Effect Further to refine the range of alternatives to a sufficient level of detail andto compare the relative differences between alternatives, conceptual engineering feasibility of the alternatives, including those specified in the Comprehensive Mobility Plan (CMP) and/or any other viable/practical “alternative” a. Geotechnical Study of Soil characteristics of the area is necessary for construction of a new transport system. Geotechnical condition of the area has major impact on the design of foundations. Geotechnical investigations helps in the understanding of existing soil characteristics.

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b. Civil Structures Develop sufficient detail concerning the structures to allow preparation of preliminary cost estimates. Identify the road space to be occupied by civil structure and the project permanently/temporarily. c. Station Planning (Bus Stations/Rail Stations etc.)

Provide preliminary considerations to identify the road space to be occupied by station (either underground or elevated) and the project permanently/temporarily. d. Utilities

The quantity of utilities to be shifted for implementing a mass transport system plays a role in impacting the day to day traffic operations. e. Right-of-ways Status of current right-of-way and other properties potentially affected by the project. Prepare preliminary estimates of the valuation of any property to be acquired or needed for temporary construction easements. f. Other Planning Parameters like impacts on parking, inter-modal connectivity, etc. have also been considered. Task 6: Environmental Effect: Environmental Assessment The purpose of the preliminary environmental analysis is to identify environmentally sensitive areas early on, so that these areas can be avoided if possible, during design. The preliminary environmental analysis also assisted in determining the level of additional environmental documentation that will be required in subsequent project phases. A screening-level analysis or environmental scan has been conducted to determine the potential environmental impacts of each alternative identified. Task 7: Social Effect: Social Assessment Preliminary screening of the social impacts for each alternative including Social Impact Mitigation including R&R impacts has been done. A detailed assessment would be done at the DPR stage. Stakeholders Consultations to be carried out at important stages. Task 8: Cost Effectiveness and Affordability Project cost estimates: Preliminary cost estimates based upon conceptual engineering have been worked out for alternatives selected for evaluation. Broad estimates of costs for all project elements including right-of-way, easements, relocations, environmental mitigation, protection of facilities and any other elements affecting project cost have been worked out Detail items of work, estimates of quantities and costs shall be included at DPR stage.

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Task 9: Financial and Economic Effect A preliminary project financial plan, based on implementation of the project alternatives has been worked out. Public and private funding options have been considered in developing the plan. Based on funding options, central government assistance has also been assessed. Identification and quantification of the benefits and costs associated with the project along with the economic viability has been worked out to help in identification of the optimum solution in terms of its likely investment return potential. STAGE III - RATING OF ALTERNATIVES EVALUATION The objective of this stage is to rate various parameters for different alternatives to evaluate them leading to identification of the alternative that is most likely to be implemented. The goal is to identify the alternative that is most likely to: a. Meet the purpose and need identified for the project. b. Concurrently avoid or minimize environmental and community impacts. c. Allow for effective and feasible project phasing and constructability. d. Provide a cost-effective transportation investment. e. The evaluation of alternatives should include a No-Build Alternative (without project). A Draft Alternative Analysis Report describing reasonable and feasible alternative(s) that are recommended includes the analysis supporting the recommendation. The scoring is done for each of the parameters for each alternative which forms the basis for their comparison. The option with highest score may be considered for further preparation of DPR. STAGE IV - IMPLEMENTATION OPTIONS FOR THE MOST VIABLE ALTERNATIVE The implementation options have been identified for best suitable alternative. If rail- based system is identified as the most viable alternative, then implementation options needs to be explored for those projects seeking Central Financial Assistance (CFA) as mentioned in guidelines document for mass transport proposals from MoHUA, Government of India. Public Private Partnership (PPP) models have been explored for implementation. Private participation either for complete provisioning of metro rail project or for some unbundled components will form an essential requirement for all rail-based project proposals seeking Central Financial Assistance. The various options for CFA considered based on guidelines are: i. Further, Private participation in Operation and Maintenance also to be explored for Public Private Partnership(PPP): Central Government financing to be governed by the Viability Gap Funding (VGF)Scheme of Government of India

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or any other Guidelines issued by Government of India from time to time. ii. Grant by the Central Government: Central Government will consider providing a grant upto 10% of project cost excluding items as mentioned in the Metro Policy 2017, which do not seek project funding as per the VGF Scheme of GoI or under the Equity Sharing Model. iii. Equity Sharing Model: Central Government will provide financial support to Metro Rail projects upto 20% of the project cost excluding items as per the Metro Policy 2017.

Thus, based on the above available alternatives, the State Government needs to decide the project implementation options: a. Whether the project should be implemented on a PPP framework eligible under the VGF Guidelines of Government of India; or b. Whether the project should be implemented on a PPP framework with some component of the project being implemented on PPP model; or c. Whether the project should be implemented on an Equity Sharing Model with some form of PPP for any component of the project, wherever feasible. An alternative evaluation describing reasonable and feasible alternative(s) along with implementation model are the outcome of the Alternative Analysis Report.

1.9. COMPOSITION OF THE REPORT

This Report consists of 7 Chapters covering the following topics: Chapter 1 gives the overall study background, overview of study area, regional goals and objectives and project purpose. Chapter 2 summarizes the Study Area characteristics and existing traffic & travel conditions including Study Area landuse and traffic analysis zoning. Chapter 3 gives the conceptual transportation alternatives as discussed in Comprehensive Mobility Plan with planning considerations, description of alternatives and related constraints. Chapter 4 gives the screening criteria for various proposed alternatives. Chapter 5 details the screening and alternatives evaluation based on grading for each mode. Chapter 6 gives most suitable option for implementation of viable alternative. Chapter 7 provides conclusion including the way forward.

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2. STUDY AREA AND EXISTING CONDITIONS

2.1. STUDY AREA DESCRIPTION

2.1.1. Study Area and Population

The geographic area within the jurisdiction of Srinagar Municipal Corporation (SMC), Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages with area of about 758 Sq.km as delineated in Master Plan-2035 for Srinagar (Figure 2.1) is considered as the Study area. Urbanization is engulfing more and more area under agriculture, forests and waste lands to accommodate the fast-growing population of the city. The population of Srinagar Master Plan area was 17.8 Lakh as per Census, 2011 and has been projected to increase to 28.5 Lakh in 2035 (excluding excluding overhead population like Defense, Darbar move and Service Population etc) as per Revised Srinagar Master Plan 2035. The central part of the city is extremely crowded. High density is observed in areas of Lal Chowk, Batamaloo, Khaniyar, Munshi Bagh, etc. The average decadal growth for the past 5 decades is about 36.2% while average annual growth rate is about 2.9%. The decadal population growth of Srinagar city is shown in Table 2.1. The population & employment of Study area are estimated at 22.9 lakh and 7.7 lakh in the year 2019. The projected population and employment estimates for the Study area are shown in Table 2.2. TABLE 2.1: DECADAL POPULATION GROWTH TRENDS OF SRINAGAR

Growth Rate (%) Year Population (in Lakh) Annual Decadal 1961 3.2 - - 1971 4.5 3.5 40.9 1981 8.2 6.3 83.9 2001 14.2 2.8 31.5** 2011 17.8* 2.2 24.7 Source: Master Plan Srinagar and Census of India, Census for 1991 could not be conducted in J & K state * Census of India: 2011 , ** Growth Rate for 2 decades

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TABLE 2.2: POPULATION & EMPLOYMENT OF STUDY AREA

S. No. YEAR POPULATION (in Lakh) EMPLOYMENT# (in Lakh) 1 2011 17.8* 6.2 2 2017 21.9 7.5 3 2019 22.9 7.7 4 2024 25.4 8.4 5 2034 31.8 10.8 6 2044 37.7 14.4 Source: * Estimation based on Census, 2011 & Srinagar Master Plan, 2035 # RITES estimates

FIGURE 2.1: STUDY AREA - SRINAGAR MASTER PLAN AREA - 2035

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2.1.2. Growth of Motor Vehicles

The registered vehicles in Srinagar have increased significantly over the years. The numbers of vehicle registration per year have considerably risen from 0.17 Lakh in 2011 to 0.24 Lakh in 2018. This high density and rapid growth of vehicles have worsened the transport situation to a significant extent. The sharp increase of two- wheelers and cars could be attributed to the improved economic status of people and lack of city wide good public transport system. The increase of private modes demands more road space and has resulted in dense concentration of traffic on roads. The growth of registered vehicles from year 2011-2018 is presented in Figure 2.2 and Table 2.3. FIGURE 2.2: GROWTH TRENDS OF REGISTERED VEHICLES

TABLE 2.3: REGISTERED MOTOR VEHICLES IN SRINAGAR

S.No. Vehicle Type 2011 2012 2013 2014 2015 2016 2017 2018 1 Two Wheelers 6971 7177 9170 8132 10759 10390 15547 12547 2 Car/Jeep 8362 7514 6973 6931 9966 5846 8916 9548 Luxury Cabs /Tourist 3 874 860 733 451 327 77 18 82 Cabs/Taxis meter fitted Three-Wheeler 4 198 274 263 318 370 260 605 257 (Auto-rickshaws) Stn. Wagons/ Contract 5 carriages/ Mini Bus/ 18 18 17 12 14 6 20 12 Ambulances Stage carriages/School 6 63 177 96 91 43 2 4 2 Buses

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S.No. Vehicle Type 2011 2012 2013 2014 2015 2016 2017 2018 7 Buses (Articulated/Multi.) 11 48 30 83 60 29 57 41 8 LCV (Delivery Van 4W/3W) 596 604 729 597 652 448 690 659 9 Trucks/Lorries/Tanker 680 726 608 534 625 444 731 988 10 Tractor & Trailers 5 0 7 8 8 6 11 14 11 Others 112 108 80 87 132 115 86 135 Total 17890 17506 18706 17244 22956 17623 26685 24168

Source: Regional Transport Office, Srinagar

2.1.3. Accident Statistics

The increase in number of private vehicles and inter mixing of slow and fast moving vehicles on road has led to increase in number of accidents on roads in Srinagar, which is a cause of concern. Considering the urban expanse, population growth and increased trends of vehicles on the city roads; the safety of the commuters is equally important.

There are many reasons for the growth in the number of accidents in Srinagar. Accidents are caused not merely due to the increase in population and rise in vehicle ownership. They are also caused due to the casual approach of road users in observing driving rules, adhering to safety precautions and regulations. Rush and negligent driving have proved to be a frequent cause of serious and fatal accidents. Similarly, poor road geometry and inadequate street infrastructure also increase the incidence of accidents on urban roads. One of major causes of pedestrian safety is endangered by extended trading activities of shops and commercial activity on footpaths and sidewalks. This compels pedestrians to clog the road space, hence give a chance to accidents.

An insight into the trends and type of accidents observed in the Srinagar indicates a total of 375 road accidents and 46 fatalities have taken place in Srinagar in year 2018. Table 2.4 and Figure 2.3 below shows the number of accidents from 2011 - 2018 along-with the number of fatalities and series/ minor injuries occurred.

TABLE 2.4 ROAD ACCIDENT STATISTICS IN SRINAGAR Year Details 2011 2012 2013 2014 2015 2016 2017 2018 Total No. of 489 511 471 374 435 324 363 375 Accidents Fatalities 75 64 59 58 63 51 59 46 Serious/Minor 510 539 476 394 462 325 345 383 Injuries Source: District Police Headquarters, Srinagar

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FIGURE 2.3: TRENDS OF ROAD ACCIDENT STATISTICS IN SRINAGAR

2.1.4. Air Pollution Levels

The pollution levels in the City are determined by the existing Ambient Air Quality

Index (AQI). The AQI considers eight pollutants (PM10, M2.5, NO2, SO2, CO, O3, NH3, and Pb) in which one of PM10 or PM2.5 parameter is mandatory. The data collected during the month of June, 2017 and analysed by the NABL accredited laboratory named Spectro Analytical Labs Ltd, New Delhi is presented in Table 2.5. Two days (weekend & weekday) air quality monitoring results indicates that SO2, NO2, PM10, PM2.5 and CO were within the limits for residential, Industrial and rural areas. The National Ambient Air Quality Standard (NAAQS) laid down by Central Pollution Control Board (CPCB) are given in Table 2.6

TABLE 2.5 AMBIENT AIR QUALITY OF THE STUDY AREA Particulate Particulate Sulphur Nitrogen Carbon matter Matter Dioxide Dioxide Monoxide SN Sampling Location Unit (PM10) (PM2.5) (SO2) (NO2) (CO) WD WE WD WE WD WE WD WE WD WE Near Masjid Sharif, 1 µg/m3 76 69 29 27 6.2 5 14.3 13.5 0.3 0.2 ParimPora 2 Near Secretariat µg/m3 74 68 35 32 7 5.9 17.3 15.7 0.2 0.2 Near Kidney 3 Hospital, NH1A, µg/m3 78 75 41 37 7.7 7.2 24.3 20.5 0.4 0.3 Banumsar Bus Stand By pass, 4 µg/m3 120 110 66 58 7.2 6.9 20.2 18.6 0.4 0.3 Athwagan Near Pampore Bus 5 µg/m3 92 87 46.4 44.6 6 5.2 17.1 14.5 0.3 0.3 stop

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Particulate Particulate Sulphur Nitrogen Carbon matter Matter Dioxide Dioxide Monoxide SN Sampling Location Unit (PM10) (PM2.5) (SO2) (NO2) (CO) WD WE WD WE WD WE WD WE WD WE Near Peerbagh Co- 6 operative colony, µg/m3 92 78 41 36 6.3 5.8 20 17.1 0.5 0.4 Peerbagh Near Canal Ram 7 µg/m3 102 89 51 43 5.9 5 23.6 20.3 0.5 0.5 Bagh Near SKIMS Bus 8 µg/m3 107 87 52 41 8.4 7.2 21.5 24.4 0.3 0.4 Stop, Saura Near Khanyaar Bus 9 µg/m3 117 113 63 56 7.3 7 24.7 23.5 0.5 0.4 Stop, Khanyaar 10 Near NIT Srinagar µg/m3 133 129 63 57 8.4 7.9 30.5 29.2 0.5 0.4 Near Bhat Colony, 11 µg/m3 68 63 34 28 6.1 5 15.8 14.4 0.5 0.5 Batapora WD: Weekday; WE: Weekend

TABLE 2.6 NATIONAL AMBIENT AIR QUALITY STANDARDS Time Concentration in Ambient Air Pollutant weighted Industrial, Residential, Ecological Average Rural &Other Area Sensitive Area 3 Sulphur Dioxide (SO2) g/m Annual 50 20 24 Hours 80 80 Oxides of Nitrogen (NO2) Annual 40 30 3 g/m 24 Hours 80 80 Particulate Matter (size less Annual 60 60 3 than 10 m) or PM10 g/m 24 Hours 100 100 Particular Matter (size less Annual 40 40 3 than 2.5 m) or PM2.5 g/m 24 Hours 60 60 Carbon Monoxide (CO) 8 Hours 02 02 3 mg/m 1 Hour 04 04 3 Ozone (O3) g/m 8 Hours 100 100 1 Hour 180 180

2.2. EXISTING NETWORK

2.2.1. Transport Network and Linkages

Srinagar is connected by NH-44 (old NH-1A) with other parts of the country by road network from Jammu which further moves to Leh while passing through the densely

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populated areas. Srinagar is connected to districts like Anantnag, Baramulla, Badgam, Pulwama through major district roads. All of these roads are two lanes with small pockets of four lane width. The city is also linked to urban areas like Chadoora and Ganderbal through road system which also passes through congested parts of Srinagar. The existing road network of Srinagar is basically of radial pattern. Major roads namely Srinagar- Leh Highway, M.A Road, Qamarwari – Batamalo Road and Dr. Ali Jan Road are converging in to the city from different directions. Figure 2.4 shows the existing regional transport connectivity of Srinagar. FIGURE 2.4: REGIONAL TRANSPORT CONNECTIVITY OF SRINAGAR

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2.2.2. Rail

Srinagar railway station or Nowgam railway station is the railway station for the city of Srinagar. It lies on the 119 km long Banihal-Baramulla line that started in October 2009 and connects Baramulla to Srinagar, Anantnag and Qazigund. The railway once fully completed is expected to increase tourism & travel to the Kashmir Valley and will provide 24X7 connectivity with rest of Indian mainland. The station is also planned to be part of a second railway, the Srinagar-Kargil-Leh railway.

2.2.3. Airport Srinagar Airport is situated in the outskirts of the city at Humhama and is popularly known as Sheikh-Ul-Alam International Airport. The airport is about 14 km away from the city of Srinagar. The public and private airlines operating from Srinagar include Spice Jet, Go Air, Vistra, Air India, and Indigo. Srinagar’s airport is well-linked to the other airports of key cities like Mumbai, Delhi, Chandigarh, Leh etc.

2.3. EXISTING TRANSIT SERVICES

2.3.1. Public Transport

Public transport plays a crucial role in the commuter transportation in any city. It offers economies of scale with minimized road congestion and low per capita road usage. Cheaper and affordable public transport systems world over have proved to promote mobility – move people more efficiently and safely with increased opportunities for education, employment, social development etc.

i. Bus Transport The public transport services are rather scattered and buses & mini buses are the only mass transport system in the Srinagar. At present private operators are operating the city bus services with fleet size of about 2539 buses. Private auto, Shared taxis/ Tata Sumo, Maxi Cab are supplement to these transportation services. With the growth of population, the number of commuters has increased in many folds. However, the transport system has been unable to cope up with increased demand. All the city routes are catered by private bus operators with permit from government. The route structure in Srinagar has been designed by J&K State Road Transport Corporation (J&K SRTC) based on major boarding/alighting demand locations. There are 158 routes covered by 2539 buses.

ii. Intermediate Public Transport

IPT modes have been popularized and play a vital role in city passenger transport movement comprising of, Auto Rickshaw, Shared taxis and Maxi Cabs. With their

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limitations and drawbacks, they still continue to keep the city mobile and active. The IPT operation is reasonably self-regulated and looked after by operators’ unions. There has been a gradual increase in the number of IPT fleet every year.

The principal modes of travel are Shared taxis and Auto rickshaws in the city. While Auto rickshaws add to the mobility of passengers in the core area, they often lead to congestion on account of their maneuverability and non-observance of regulations. Auto rickshaws have an average trip length of 5.1 Km and Shared taxis have slightly longer average trip lengths of 14.4 Km.

Major auto stands in the city are at L.D. Hospital, Nehru Park, Baghat Chowk, Dalgate, Batmallu, Soura Chowk and Bemina. Major Shared taxis stands in the city are at Pantha Chowk, Dalgate and L.D. Hospital.

2.4. STUDY AREA TRANSPORT CHARACTERISTICS

Primary traffic & travel surveys had been carried out by RITES in 2017 in the Study Area. The summary of existing traffic and travel characteristics are appraised in the subsequent sections.

2.4.1 Study Area Traffic Characteristics

Primary traffic & travel surveys covering road network inventory was carried out along all arterial and major roads in the study area. The distribution of the road network as per right of way (ROW) is presented in Table 2.7. It can be observed that major portion of the road network, about 58.7% has less than 10m ROW, 27.0% has ROW between 10-20m and merely 3.0% of the road has ROW more than 40m. This indicates that the road network in the city is dominated by narrow roads with limited capacity.

TABLE 2.7: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY S. No. Right of Way (m) Length (km) Percentage (%) 1 < 10 420.4 58.7 2 10 – 20 193.5 27.0 3 20 – 30 70.9 9.9 4 30 – 40 10.4 1.5 5 >40 21.5 3.0 Total 716.7 100.0 Source: Primary Survey, 2017

i. Availability of Footpath It was observed from the field surveys that the city roads lack footpaths. Only 14.8% of the surveyed road network has footpath available reflecting the poor pedestrian

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infrastructure in the city. The details about footpath availability are presented in Table 2.8. TABLE 2.8: AVAILABILITY OF FOOTPATH S. No. Footpath Road Length (km) Percentage (%) 1 Present 106.2 14.8 One-side 31.3 4.4 Both-sides 74.9 10.4 2 Absent 610.5 85.2 Total 716.7 100 Source: Primary Survey, 2017

ii. Abutting Landuse

The distribution of road network with respect to abutting predominant land use is presented in Table 2.9. It is seen that the road network is abutted by average residential land use upto an extent of about 52.4%, commercial about 20.0% and Institutional landuse about 23.4%. TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE Left Right S. No. Type Road length (Km) % Road length (Km) % 1 Residencial 369.8 51.6 381.3 53.2 2 Commercial 136.0 19.0 150.2 21.0 3 Institutional 173.5 24.2 161.8 22.6 4 Industrial 26.0 3.6 11.3 1.6 5 Agricultural 10.5 1.5 10.4 1.5 6 Vacant 0.9 0.1 1.7 0.2 Total 716.7 100.0 716.7 100.00 Source: Primary Survey, 2017

iii. Journey speed

The journey speed characteristics during peak and off-peak period are presented in Table 2.10 It is observed that about 6.4% of the total road network has journey speed upto 10 kmph during peak hours. About 84.1% of surveyed network has journey speed between 10-20 kmph and only 0.4% of road network has journey speed more than 40 kmph. This indicates congestion on roads which is mainly inside the core city.

Average Journey Speed during peak and off-peak period for city as a whole is observed to be 12.9 kmph and 18.7 kmph respectively.

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Table 2.10: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED S. No. Journey Speed (Kmph) Road Length (Km) Percentage (%) 1 <10 45.4 6.4 2 10-20 601.6 84.1 3 21-30 28.4 4.0 4 31-40 37.3 5.2 5 >40 2.7 0.4 Total 715.4 100.0 Source: Primary Survey, 2017

iv. Daily Traffic Volume at Mid Blocks

The traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs) have been computed at various screen line/mid-block locations as presented in Table 2.11. It is observed that the traffic at different locations varies from 57,917 Vehicles (56,362 PCU’s) at Ram Bagh Bridge to 1,942 Vehicles (1,564PCU’s) along HabbaKadal Old Bridge throughout a normal working day.

TABLE 2.11: DAILY TRAFFIC VOLUME AT MID-BLOCK LOCATIONS Total Total S. No Name of Mid-Block/Screenline Location Vehicles PCU’s SL_01 Lasjan Bridge (Near PanthaChowk ) 11647 16454 SL_02 Kanipura (Railway RUB) 13279 14295 SL_03 Rangret (RUB) 12036 12595 SL_04 Humhama Under Pass 22148 22959 SL_05 Mehjoor Nagar ( Bridge ) 10475 9575 SL_06 Ram Bagh Bridge 57917 56362 SL_07 Tengpora Bridge 19756 22969 SL_08 Bemina Bridge 17934 17841 SL_09 Qamrawari Bridge 20805 22172 SL_10 Zero Bridge 61696 55925 SL_11 Amira Kadal Bridge 11675 12445 SL_12 Badshah Bridge 39064 36418 SL_13 HabbaKadal Old Bridge 1942 1564 SL_13A HabbaKadal New Bridge 16309 14818 SL_14 New FatheKadal Bridge 17035 15866 SL_15 ZainaKadal New Bridge 15478 13622 SL_15A Janna Kadal Old Bridge 8980 8423 SL_16 AaliKadal Bridge 5160 4766

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Total Total S. No Name of Mid-Block/Screenline Location Vehicles PCU’s SL_17 Nawakadal Bridge 12738 11349 SL_18 Safakadal Bridge 35174 32672 MB_01 Badami Bagh (Near Contonment) 12138 13404 MB_02 Badu Bagh (Near_Masjid) 9241 9641 MB_03 Saidakadal 7881 7793 MB_04 Darga Road (Near NIT) 21090 20612 MB_05 Gandhrbal Road (Near College) 15235 15106 MB_06 Lal Bazar (Near Botshah Mohalla) 14212 13466 MB_07 Wazar Bagh (Near L.D. Hospital) 16365 17015 Source: Primary Survey, 2017

v. Daily Traffic Volume at Outer Cordons

The traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs) have been computed for the total daily (24 hour) traffic at 10 Outer Cordon locations is presented in Table 2.12.It is observed that the traffic at different locations varies from 23,715 vehicles (33,454 PCUs) at Srinagar-Galander Road to 3,631 Vehicle (5,123 PCUs) at Srinagar - Ompara Railway Station Road (Near Chinar Colony) on a normal working day. TABLE 2.12: DAILY TRAFFIC VOLUME AT OUTER CORDON LOCATIONS Grand Grand S. No. Location of Outer Cordon Total Total (No.s) (PCU's) 1 Srinagar-Galander Road 23715 33454 2 Srinagar-Kakpora Road (Near Petrol Pump) 3951 6916 3 Srinagar - Pulwama Road 9552 13406 4 Srinagar-Chadora Road (Near Wathura Village) 7634 10057 Srinagar - Ompura Railway Station Road (Near Chinar 5 3631 5123 Colony) 6 Srinagar- Budgam Road (Near Wadwan) 3134 5750 7 Srinagar-Baramula Road 10569 15354 8 Srinagar - Sumbal Road 9486 15106 9 Srinagar Gandherbal Road 10135 14666 10 Srinagar - Gulmarg Road 9108 13214 Source: Primary Survey, 2017

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vi. Bus Passengers Characteristics

Boarding and alighting counts were carried out at 4 bus terminals. The analysis of data (Table 2.13) revealsthat General Bus Stand Batmaloo Bus Terminal caters to the maximum number of passengers with 17,276 Boarding & 17,912 Alighting. TABLE 2.13: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS SN Name of Total Total Total Peak Time Peak Peak Peak Location Boarding Alighting Hour Hour Hour Boarding Alighting B+A 1 Pampore Bus 1870 1128 2998 1630 - 1730 247 126 373 Terminal 2 Pantha Chowk 3524 3777 7301 0930 - 1030 395 384 779 Bus Terminal 3 Badgam Bus 7019 2394 9413 1630 - 1730 783 370 1153 Terminal 4 General Bus Stand BatmalooBus 17276 17912 35188 1530 - 1630 2010 1569 3579 Terminal (Shifted to Parimpora) Source: Primary Survey, 2017

vii. Rail Passengers Characteristics

A total of 2 Rail terminals were selected to conduct terminal survey spread over the entire study area. It is observed from Table 2.14 that Nowgam Railway station caters to the maximum number of passengers with 10,015 boarding & 12,491 alighting. The details collected during the course of the survey included the number of passengers boarding & alighting, origin – destination survey including opinion and willingness to pay surveys. TABLE 2.14: DISTRIBUTION OF PASSENGERS AT RAIL TERMINAL

Peak Name of Railway Total Total Total Peak Peak Hour Peak Hour SN Hour Station Boarding Alighting B+A Time Boarding B+A Alighting Nowgam (Srinagar) 0800 - 1 10015 12491 22506 1129 1895 3024 Railway Station 0900 Badgam (Ompara) 1645 - 2 2622 2274 4896 175 907 1082 Railway Station 1745 Source: Primary Survey, 2017

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2.4.2 Study Area Travel Characteristics

The travel a characteristic of the City has been appraised based on the detailed primary surveys carried out by RITES during the course of Study.

i. Average Household Size

The average household size in the study area is 5.0 persons per household. The distribution of households by size is presented in Table 2.15 and Figure 2.5. It can be observed that about 35.8% of the households fall under the category of 3-4 persons per household and about 54.4% of household’s falls under category of 5-6 persons group. TABLE 2.15: DISTRIBUTION OF HOUSEHOLDS BY SIZE Number of SI No Household by Size Percentage Households 1 Up to 2 15 0.2 2 3--4 2699 35.8 3 5--6 4098 54.4 4 7--8 613 8.1 5 9--10 99 1.3 6 >10 7 0.1 Total 7531 100.0

Source: Primary Survey, 2017 FIGURE 2.5: DISTRIBUTION OFHOUSEHOLDS BY SIZE

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ii. Average Monthly Household Income

The average monthly household income in the study area is Rs. 26,384. Table 2.16 and Figure 2.6 presents the distribution of Households by monthly income. It is observed that about 50.1% of the households earn Rs. 5000 to Rs. 20,000. About 39.0% between Rs. 20,000 to Rs. 50,000. A small percentage of about 1.6% households are earning even less than or equal to Rs. 5000 per month. Only, about 0.5% of the households have monthly income more than Rs. 50,000. TABLE 2.16: DISTRIBUTION OF HOUSEHOLDS BY MONTHLY INCOME S. No Income Group Percentage 1 ≤ Rs 5000 1.6 2 Rs 5001 - Rs 10000 15.4 3 Rs 10001 - Rs 15000 15.2 4 Rs 15001 - 20000 19.5 5 Rs 20001-25000 9.6 6 Rs 25000-50000 29.4 7 > Rs 50000 8.8 8 No Response 0.5 Total 100 Source: Primary Survey, 2017 FIGURE 2.6: DISTRIBUTION OFHOUSEHOLDS BY MONTHLY INCOME

iii. Per Capita Trip Rate

The total daily trips, as derived from the household survey, in the study area is about 40.56 lakh. Distribution of daily trips by modes is presented in Table 2.17 and Figure 2.7. About 78.7% of these are vehicular trips while 21.3% are walk trips. Per capita trip rate including walk is 1.8 and excluding walk is 1.5 trips in the study area.

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TABLE 2.17: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE Mode No. of Trips Percentage Car 186549 4.6 Taxi 1524 0.01 S. Taxi 153279 3.8 TW 173255 4.3 Vehicular Auto 63508 1.6 78.7 Trips Bus 16274 0.4 Mini Bus 2415776 59.6 S. Bus 161674 4.0 Cycle 18470 0.5 Train 1002 0.01 Walk Trips Walk 865036 21.3 21.3 Total Trips 4056347 100.0 100 PCTR Including Walk 1.8 Total Trip without walk 3191310 PCTR Excluding Walk 1.5 Source: Primary Survey, 2017 FIGURE 2.7: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE(INCLUDING WALK)

iv. Trip Length

Average trip length of 5.55 km (including walk) and 6.51 km (excluding walk) is observed in the study area. Figure 2.8 represent the detailed distribution of trips by the distance covered for each mode. It is observed that an average trip length of 2.0

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km is being covered up by walk. Cars travel an average trip length of 7.5 km, two wheelers 6.0 km while Auto rickshaws and cycles covers average trip distance of 5.1 km and 2.4 km respectively. FIGURE 2.8: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE

2.5. EXISTING LAND USE AND ZONING

The proposed land use distribution from Master Plan – 2021 to Master Plan 2035 shows major increase in the existing built up, residential and traffic & transportation, whereas for other activities there is very marginal increase. The total developed area is proposed to increase from 28357.3 Ha in 2021 to 31171 Ha in 2035.

With regards to the land use of developed area and 2035, about 53.3% of area is categorized as residential in 2021 and about 64.88 in 2035. The proportion of commercial and industrial land use constitutes 2.1% and 3.4 % respectively in 2021. For traffic and transportation in 2021 is about 6.2 % and in 2035 increased to 15.63. A proposed landuse break up of Srinagar Master Plan 2021 & 2035 are given in Table 2.18 and Table 2.19. TABLE 2.18: PROPOSED LANDUSE BREAKUP – SRINAGAR 2021

S. No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 15112.3 53.3 2 Commercial 601.3 2.1 3 Industrial/ Manufacturing 959.8 3.4 4 Public and Semi Public 2158.4 7.6

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5 Public and Semi Public 1601.9 5.6 6 Administrative 556.5 2.0 7 Tourism 405.6 1.4 8 Traffic & Transportation 1753.5 6.2 9 Parks/ Playground/ Open Space 2853 10.1 10 Defence 2355 8.3 Total Developed (A) 28357.3 100 11 Agriculture & Allied 9687.5 62.8 Forest, Wildlife, Water bodies & 12 Wetlands 5657.1 36.7 13 Floating Gardens 71 0.5 Total Undeveloped (B) 15415.6 100 Grand Total (A+B) 43772.9 Source: Master Plan Srinagar 2035 TABLE 2.19: PROPOSED LANDUSE BREAKUP – SRINAGAR 2035 S. No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 20225 64.88 2 Commercial 450 1.44 3 Industrial & Manufacturing 596 1.91 4 Public and Semi Public 2475 7.94 5 Traffic & Transportation 4873 15.63 6 Tourism 260 0.83 7 Leisure & Sports 1820 5.84 8 Defence 472 1.51 Total Developed (A) 31171 100

9 Ecology & Environment 12617 27.74 10 Ecological Reserve 7841 17.24 11 Agriculture & Allied 21015 46.21 12 Special Areas 4004 8.80 Total Undeveloped (B) 45477 100 Grand Total (A+B) 76648 Source: Master Plan Srinagar 2035

The proposed land use distribution clearly suggests thrust on the development of residential areas and a continued thrust on commercial development to boost the local economy. Transport continues to occupy a significant share of the land in the city. The land-use plan as per revised Master Plan 2035 is shown in Figure 2.9.

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FIGURE 2.9: PROPOSED LANDUSE DISTRIBUTION IN SRINAGAR MASTER PLAN 2035

2.6. ISSUES AND CONCERNS

The major traffic issues and concerns in the city are listed as follows and presented in Figure 2.10. Lack of citywide good and quality public transport system Encroachment of footpaths / Unorganized On-street parking causing reduction in efficient roadway width Lack of pedestrians facilities like footpath along major roads resulting in pedestrian spill over on right of way Un-organised operations of shared auto services Absence of necessary infrastructure such as bus stop, lighting etc. The said issues and concerns are widespread in the Srinagar City which reduces the efficiency of road carriageway leading to congestion and causes vulnerability to road

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users. Other reasons for congestion include encroachment of road space by street vendors, unauthorized movement of auto-rickshaws and tempos which have not been regularized. With increase in population and dependence on personalized modes of transport, increase in road accidents the transport system requires expansion and augmentation for safe, efficient, convenient travel and further to reduce the pollution level in the City. FIGURE 2.10: TRAFFIC SITUATION AT IMPORTANT ROADS

Batamaloo Chowk HMT Junction

Pantha Chowk Qamarwari Road

Sanat Nagar Chowk Badami Bagh

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3. CONCEPTUAL TRANSPORTATION ALTERNATIVES AS PER CMP

During the last decade, the urban sprawl in Indian cities has extended far beyond the City jurisdiction limits resulting in high usage of private modes. Despite substantial efforts, cities are facing difficulty in coping with increase of private vehicles along with improving personal mobility and goods distribution.

National Urban Transport Policy (NUTP) emphasizes on personal mobility to achieve cost-effective and equitable urban transport measures within an appropriate and consistent methodology. Accordingly, the Comprehensive Mobility Plan (CMP) lays out a set of measured steps that are designed to improve transportation in the city in a sustainable manner to meet the needs of a growing population and projected transport demand.

CMP envision providing Sustainable mobility solutions for Srinagar in a bid to ensure free-flowing city, smarter, accessible, safe & secure urban transport and also to have a substantial improvement in service level benchmark.

The strategy framework to approach Mobility planning has been formulated in CMP considering the following:

Land use and Transport Integration Development of Mobility Corridors Making Public Transport a Choice Mode Intermediate Public Transport System Strategy Non-motorized Transport Strategy Traffic Engineering & Management Measures

3.1. PLANNING CONSIDERATIONS

3.1.1. The CMP considers planning of public transport system in the Study Area and envision a three-tier system to address the mobility needs as per the travel demand along the major travel corridor. The following strategy has been considered while formulating mobility plan:

Integrating Land use and Transport in Planning Process Bringing a control on movement of personal vehicles Encourage Public Transport System and other Sustainable modes

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To ensure that Mobility solutions for Srinagar that are sustainable and in conformity with the pillars of sustainable mobility, following Goals have been proposed:

Goal 1: Develop public transport system in conformity with the land use that is accessible, efficient, and effective.

Goal 2: Ensure safety and mobility of Pedestrians and Non-Motorized Transport (NMT) users by designing streets and areas that make a more desirable, liveable city for residents and visitors and support the public transport system.

Goal 3: Develop traffic and transport solutions that are economically and financially viable and environmentally sustainable for efficient and effective movement of people and goods.

Goal 4: Develop a parking system that reduces the demand for parking and need for usage of private mode of transport and also facilitate organized parking for various types of vehicles

The Objectives for each of the Goals are given below:

i. Goal 1: Develop public transport system in conformity with the land use that is accessible, efficient and effective Objectives

(a) Provide good quality of public transport system that is accessible, efficient and effective within Srinagar (b) Develop strategies to encourage people to use public transport system and discourage use of private vehicles. (c) Develop policies that encourage concentrated mixed land use development along the public transport corridors.

ii. Goal 2: Ensure safety and mobility of Pedestrian and Non-Motorized Transport (NMT) users by designing streets and areas that make a more desirable, liveable city for residents and visitors and support the public transport system. Objectives

(a) To improve pedestrian facilities in areas of pedestrian concentration and encourage pedestrian movement in heavy pedestrian movement areas and restrict use of private vehicles

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(b) To provide facilities for pedestrians and NMT users to ensure safety by segregating their movement from vehicles along major corridors (c) To provide safe pedestrian facilities along major public transport nodes and transfer points (d) Introduction of bike sharing scheme

iii. Goal 3: Develop traffic and transport solutions that are economically and financial viable and environmentally sustainable for efficient and effective movement of people and goods.

Objectives

(a) Develop short term strategies such as traffic management and engineering solutions to ease flow of traffic at major congestion points within the city. (b) Develop medium and long-term measures such as construction of bypass, new link roads, tunnels, road network development MRTS planning etc. to ease traffic flow along major roads within the city

iv. Goal 4: Develop a parking policy that reduces the demand for parking and need for private mode of transport and also facilitate organized parking for various types of vehicles.

Objectives

(a) Restrict on street parking at critical locations in the city (b) Create off street parking (wherever possible Multilevel Parking) near major activity centers, transit stations/terminals to meet the growing parking demand. (c) To suggest various measures through a combination of demand management and fiscal measures to restrain the demand for parking of private vehicles at critical locations.

3.1.2. Primary Public Transport Network (Light Metro System)

Selection of a particular mass transit system for a city largely depends on the characteristics of the city and its metropolitan area, the projection of traffic demand for transit travel and the availability of suitable right-of-way (ROW) among others.

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A total of 42.5 km of rail based public transport network has been proposed in two phases, Phase-I network of 25 Km and another 17.5 Km network in Phase-II. The system will mostly cover the core areas of the city and connect them to the major outer areas which are less habited at the moment. The proposed corridors for rail based public transport system is presented in Figure 3.1.

FIGURE 3.1: PROPOSED RAIL BASED PUBLIC TRANSPORT CORRIDOR

3.1.3. Secondary Public Transport Network (Bus System)

In order to strengthen the Primary public transport network, the existing public transport system has been proposed to be upgraded by introduction of reliable bus service with AC buses along all major roads, providing more comfort and safety as compared to existing bus system. A total of 10 major bus routes have been identified across Study Area on which bus based PT system is proposed to be operated with more frequency AC bus services. These are the major route carrying high capacity of travel demand that may be served by bus system. The total length of identified bus system network is about 240 km. New bus terminals and depots have also been proposed for high quality and sustained services.

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3.1.4. Inland Water Transport Plan

As part of CMP, Ferry services also have been proposed for Short Term, Medium Term and Long Term. The implementation plan for Short Term covered Dalgate to Hazratbal, Nishat and Shalimar where as in Medium and Long Term proposals covering Dal gate to Soura, Rajbagh to Chhatbal Wier & Pampore.

3.1.5. Commuter and Goods Rail System (CGRS)

In addition to MRTS corridors, dedicated rail based commuter service between Srinagar and its regional/sub-urban towns i.e. Qazigund, Baramulla, Kulgam, Kupwara etc, as a secondary public transport system has also been proposed.

3.1.6. Intermediate Public Transport (IPT) Improvement Plan

Fragmented and disorganized operation is the major drawback of the existing IPT operation. IPT should be made an integral component of the transportation system in the city for more meaningful role and structured operation. Thus, there is a necessity to effectively integrate operations of PT and IPT modes to give ultimate benefit to the user and operator. Following are the measures suggested in CMP for the improvement of IPT system.

IPT modes are proposed to operate on secondary/ tertiary roads to serve as feeder to PT corridors. Parking and terminal facilities for para-transit operation. Removal of disparity in fare structure followed by PT and IPT modes. Control on illegal operation of IPT modes. Driver Training, registration of only licensed drivers for driving of IPT modes are some other areas that need immediate attention of concerned authorities to bring improvements in IPT operation.

3.1.7. Non-Motorized Transport (NMT)

Provision of footpaths, pedestrian facilities and NMV lanes are part of NMT plan complementing to the proposed public transport system for last mile connectivity. Footpath improvement, intersections improvement, cycle rickshaw management and NMT lanes in important areas of city are key features of the plan. Following measures have been recommended for pedestrian/NMT infrastructure:

Footpaths to be installed on all the mobility corridors throughout the City.

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Minimum recommended width for footpaths is 2.0 m exception being, roads with ROW below 10 m where footpath of 1.5 m may be provided to accommodate minimum required carriageway of 7 m. Footpath should be provided on both sides of the road. Footpaths to be raised by unmountable kerbs of height 150 mm. Footpaths wherever discontinued, to be raised by table top crossing. Strict enforcement to restrict motorized vehicles from entering NMV lanes and footpaths and also to discourage encroachment and vandalism of the NMV infrastructure. All roads with medians to have rail guards to discourage jaywalking along with opening at every 1 km distance to allow pedestrians to cross with a pedestrian crossing signal as a minimum requirement. Zebra crossings to be provided at all at grade junctions.

3.2. DESCRIPTION OF ALTERNATIVES

Considering the above context, various alternative Public transport systems have been considered for Srinagar. Mass transport systems could be rail based consisting of Metro, Light Metro or Metrolite and road based such as BRT & Normal Bus. A characteristics summary of these public transport modes has been summarized in Annexure 3.1. The various public transportation modes along with associated advantages are detailed below: i. Normal Buses on Shared Right of Way:

Normal/ordinary bus system is the main transport system in many major Indian cities. They are normally characteriterised by sharing the common Right of Way with other modes of transport in the city (Figure 3.2). Ordinary buses normally act as a fedeer mode of transport in metropolitan cities to mass rapid transit systems such as light metro,metro rail and suburban rail systems.

FIGURE 3.2: NORMAL BUSES ON SHARED RIGHT OF WAY

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Advantages:

Very low Capital and O&M costs Highly flexible City wide coverage Easy to implement among all modes

ii. Bus Rapid Transit: Bus Rapid Transit Systems are bus-based public transport system designed to improve capacity and reliability relative to the conventional bussystem. Typically, this system includes roadway that has dedicated lanes for high capacity buses (Figure 3.3), and gives priority to buses at intersections where buses may interact with other traffic; alongside design features to reduce delays caused by passengers boarding / leaving buses. The system aims to combine the capacity and speed of a high capacity MRTS with the flexibility, lower cost and simplicity of a bus system.

Advantages:

Capital costs lower than rail-based systems Lower O&M costs Higher capacity than ordinary bus services Relatively simple technology and availability of manpower for O&M Needs urban space for dedicated corridors

FIGURE 3.3: BUS RAPID TRANSIT

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iii. Metrolite:

The Ministry of Housing and Urban Affairs (MoHUA), Government of India in July 2019 has introduced policy guidelines for planning of light urban rail transit system - Metrolite for small cities and towns having lower ridership estimates. Metrolite can be developed at- grade or elevated at lower cost as compared to the conventional Light Metro and Metro Rail System. In case of at-grade, the system shall have a dedicated path separating from the road traffic. In addition to less capital cost, the operation and maintenance cost of Metrolite would also be less making the system more financially viable. Metrolite with maximum 12T axle load is to be adopted for passenger capacity from 2,000 to 15,000 PHPDT. The system permits sharper curves of radius up-to 25 m (Figure 3.4). Advantages: Capital cost less than conventional Metro system - cost could be significantly lower if Metrolite can be planned at grade No pollution as system operates on electricity Comfortable and safe PT system as Metro system.

FIGURE 3.4: METROLITE

iv. Light Metro System:

Light Metro system is popular system in large number of European countries (Figure 3.5). Modern Light Metro running on rails have high acceleration and deceleration characteristics. Exclusive right of way for Light Metro allows the trains to run at higher speeds. The Light Metro System is a preferred mode of transport in areas with a maximum PHPDT upto 50,000 (with 6 car train).

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The Light Metro has lower axle load and low viaduct width (8m - 9m) than heavy metro rail resulting in lower viaduct cost. The reduction in the viaduct cost is expected to be approximately 20% and reduction in track cost is approximately 10-15% due to lower axle load. Advantages:

Capital cost less than Metro Rail system. Can negotiate sharper curves Has low maintenance cost and low noise vibrations as compared to bus and metro systems. Needs less urban space than bus and metro rail systems No pollution as system operates on electricity Comfortable and safe PT system as Metro system

Light Metro Systems are operational worldwide with different propulsion technologies types. Following paragraphs discuss the two types of Light Metro systems being used worldwide.

FIGURE 3.5: ELEVATED LIGHT METRO SYSTEM

v. Metro Rail Systems:

Metro Rail system is most prevalent mass transit system adopted worldwide (Figure 3.6). In India, metro rail is operational in various cities viz. Delhi, Kolkata, Mumbai, Bangalore, Hyderabad, Kochi, Jaipur, Lucknow etc. It is a grade separated system with exclusive right of way characterized by short distances of stations spaced at about 1 km and modern state of the art rolling stock having high acceleration and deceleration with maximum design speed of 80-120 kmph. Sharpest curve of 120m radius is permitted.

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Advantages:

Serves Maximum peak hour peak directional traffic among all modes Very high carrying capacity Needs very little operational urban space High operating speed No pollution as system operates on electricity Comfortable and safe PT system leading to improved city image

The characteristics of various available alternatives of MRTS system covering attributes like travel demand, carrying capacity, structural requirements, rolling stock, traction system, operational characteristics, effect on ambient surrounding & urban landscape, maintainability etc. are provided as a part of Annexure 3.1.

FIGURE 3.6: METRO RAIL TRANSIT

3.3. CONSTRAINTS

In addition to above, various identified constraints of public transportation modes are briefed below:

i. Normal Bus System on Shared Right of Way:

Very low capacity Low speeds and frequent delays Frequent breakdowns Higher pollution compared to other modes

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ii. Bus Rapid Transit:

Capacity not as high as rail-based systems, but higher than Normal Bus system Inflexible as stopping at fixed bus stops More polluting than rail-based systems iii. Metrolite:

Higher Capex and Opex than road based systems Needs substantial urban space if proposed at-grade Carrying capacity lower than metro system. Good for Cities with medium to low travel demands. Needs extensive feeder systems for last mile connectivity Non availability of large chunk of urban land for maintenance depot Presently no indigenous availability iv. Light Metro Transit System

Long gestation period High capital cost & operating cost Carrying capacity lower than metro system Inflexible as stopping at fixed stations Needs extensive feeder systems for last mile connectivity Require of large chunk of urban land for maintenance depot

v. Metro Rail System:

High capital costs, operating costs and passenger carrying capacity Needs substantial urban space Needs extensive feeder systems for last mile connectivity Non-availability of large chunk of urban land for maintenance depot

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Annexure 3.1

System Normal Bus System Bus Rapid Transit (BRT) Metrolite Light Metro Metro Rail System

Exterior of Vehicle

It is a bus operation generally It is a bus operation generally It is a transport system that It is a transport system that Most prevalent worldwide characterized by use of shared characterized by use of runs on elevated or at grade runs on elevated or at grade Mass Rail Transit System rights-of-way along the general exclusive or reserved rights- track suitable for carrying track suitable for carrying (MRTS), Suitable for carrying traffic flows. Can carry 3000 to of-way (bus ways) that 2000 -15000 PHPDT. upto 50,000 PHPDT with 6 more than 40,000 PHPDT and Description 5000 PHPDT permit higher speeds and Cars. above (say 1 lakh). avoidance of delays from general traffic flows. Can carry 5000-10000 PHPDT

Superstructure Roads Roads Concrete slab/Roads Concrete slab Concrete slab

Pier and foundation Not Required Not Required Concrete Concrete Concrete Structure

Track Road Road Steel rail Steel rail Steel rail

Switch constitution Road Crossings Road Crossings Switch and crossing Switch and crossing Switch and crossing Switch Track & Track Length (m) 12m 12m, 18m (articulated type) 33 m (per train length) 17.5m (per coach length) 22.0m (per coach length)

Width (m) 2.5m to 2.6m 2.5m to 2.6m 2.65 m 2.65 m 2.9 m Height (m) 3.25 to 3.5m 3.25 to 3.5m - 3.9 m 3.9 m Weight (tare) 12.0 to 16.0 T 12.0 to 16.0 T 60.0 T (for 33m train) 30.0 T 40.0 T Axle load (max) 6.0 to 10.0T 6.0 to 10.0T 12.0 T 12.0 T/9T 16.0 T Rollingstock Type of car load Concentrated load Concentrated load Concentrated load Concentrated load Concentrated load

Rotary Motor and steel Traction system Rubber tyre Rubber tyre Rotary Motor and steel wheel Rotary Motor and steel wheel wheel Brake system Electric brake & hydraulic Electric brake, Pneumatic Hydraulic/Compressed air Electric brake, hydraulic brake Hydraulic/Compressed air Brakes brake and Regenerative brake and Regenerative brakes Brakes and Regenerative brakes brakes with Brake Blending Guidance System None/ special guide wheels None Steel rail Steel rail Steel Rail on kerbs Power collector Catenary or embedded third Not applicable Not applicable Conductor rail Catenary rail Voltage None None A.C. 25kV D.C. 750 V D.C. 750 V Running gear & Traction System & gearTraction Running

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System Normal Bus System Bus Rapid Transit (BRT) Metrolite Light Metro Metro Rail System

Maximum speed 80 km/h 80 km/h 60 km/h 90 km/h 90 km/h Schedule speed 10 to 15 km/h 20 to 25 km/h 30 Kmph 34 Kmph 34 Kmph Minimum curve radius 12m 12m 25 m 60 m mainline, 50 m depot 120 m mainline, 100 m depot Maximum gradient 10% 10% 6 % 6 % 4 % Deceleration Service _ _ 1.0 m/s2 1.0 m/s2 1.1 m/s2 brake Emergency brake _ _ 1.3 m/s2 1.3 m/s2 1.3 m/s2 Automatic Train Operation Characteristics Operation No No Available Available Available operation 1 car seat 35 35 - 30-32 43-50 Standing @6p/m2 65 65 - 163-168 205-220 Total 100(L=12) 100(L=12) 300 (Length 33m ) 193-200 248(Length=22m) -270 3 car train _ _ 300 586 766 6 car train _ _ - 1186 1576 23000 (3 car trains with 120 3 Car – 30,000 Up to 3000 (Buses at 120 sec 6000 (Buses at 60 sec Upto 15000 (3 Car Train Max. PHPDT sec headway)- limited to 6 car 6 Car – 60,000 headway) headway) with 72 secs headway) Transportation capacity Transportation (50,000) 9 Car – 90,000 Effect on ambient Noisy due to steel wheel Noisy due to steel wheel This system is noisy due to Noise and Pollution Problems Noise and Pollution Problems

surrounding arrangements. arrangements steel wheel arrangement urban landscape No such issues No such issues Superior to metro due to Superior to metro due to This system is inferior to other lesser width of viaduct lesser width of viaduct and no systems in terms of landscape overhead wires for traction (if Harmony if overhead traction is

Surrounding& Surrounding& third rail traction is considered. considered).

Walk way Walk way Walk way Walk way Walk way In case of emergency, In case of emergency, In case of emergency, supporting vehicles will supporting vehicles will supporting vehicles will engage in rescue activities. engage in rescue activities. If engage in rescue activities. If If supporting vehicles supporting vehicles cannot do supporting vehicles cannot do No Issues No Issues cannot do that, it is possible that, it is possible for that, it is possible for for passengers to evacuate passengers to evacuate to passengers to evacuate to

mergency evacuationmergency to nearest stations through nearest stations through nearest stations through E evacuation passage by walk. evacuation passage by walk. evacuation passage by walk. It has less maintenance of It has less maintenance of Requires extensive track Extensive maintenance of roads Extensive maintenance of Track track as compared with track as compared with Metro maintenance work due to rail- required. roads required. Metro rail transit system. rail transit system wheel interaction. Maintenance of rotary Maintenance of rotary motors Maintenance of rotary motors

and cost and Maintenance of engine and Maintenance of engine and Vehicle motors and turning of steel and turning of steel wheels and turning of steel wheels rubber tyre is necessary. rubber tyre is necessary. Maintainability wheels necessary. necessary. necessary. Rs 100 Cr/km (at Grade) & Rs 200 - 250 Cr/km (Elevated) Rs 110 Cr/km (at Grade) &Rs. Capital cost per km (Cr/km) About Rs 10 Cr/km Rs 70 – 80 Cr/km Rs. 150 Cr/km (Elevated & 450 - 500 Cr/km 180 Cr/km (Elevated Section) Section) (Underground Section)

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4. SCREENING CRITERIA FOR IDENTIFIED ALTERNATIVES OPTIONS

4.1. SCREENING PARAMETERS 4.1.1. Goals & Objectives Screening of alternative modes needs to be carried out to shortlist most viable alternatives for priority public transport corridor in the Study Area. The screening parameters for alternatives evaluation are considered with regard to mobility improvements, engineering feasibility, environmental benefits, cost effectiveness, operating efficiencies and economic effects. The basic framework for screening and evaluation of the alternatives includes:

Effectiveness – the extent to which each alternative meets established goals and objectives, including transportation and sustainability goals

Impacts –the extent to which the project supports economic development, environmental or local policy goals

Cost effectiveness – to show the trade-off between the effectiveness of an alternative and its capital and operating costs

Economic feasibility – the ability to obtain the economic benefits for the society

Equity – the distribution of costs and benefits

The basic goals and objectives have been identified to establish the screening criteria that satisfy the project purpose and need. The basis for evaluation allows the benefits and impacts of each alternative to be measured with an objective set of criteria that relate to the specific needs for the project. As the evaluation progresses with respect to these criteria, the most suitable options will emerge for more detailed analysis, eventually leading to the adoption of the preferred alternative by decision makers. While the methodology offers an objective procedure for comparing potential public transportation options, it also takes into consideration criteria for evaluating public transportation projects based on an economic appraisal - facilitating fully informed decision making. Based on the review of the goals and objectives, a set of parameters have been identified and listed in Table 4.1.

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TABLE 4.1: GOALS AND OBJECTIVES TO BE SATISFIED BY ALTERNATIVE MODES S. No. Goals Objectives 1 Improve mobility for the Provide more transportation choices, especially for transit residents and visitors dependent groups such as low & middle income and the aged to jobs, housing and other trip purposes. Provide high-quality transit service for local trips between employment generating zones as well as core study area Increase transit ridership and mode share for public transport trips Establish a more balanced transportation system which enhances modal choices and encourages walking, bicycle and transit use 2 Contribute to and serve as a Encourage transit-oriented mixed-use development along catalyst for economic the corridors that would support population and development employment growth along the corridor Reinvest in the local economy by maximizing the economic impact of transportation investments as related to land use redevelopment, infrastructure improvements, and housing Support regional economic development initiatives Incorporate considerations into new development design that support transit as a transportation option 3 Enhance livability, reuse Minimize adverse air, land and water environmental and long-term impacts of transportation investments environmental benefit Conserve transportation energy Serve households at a range of income levels Support lifestyle choices for environmentally sustainable communities. Implement strategies for reducing transportation-related greenhouse gas emissions. Promote green and sustainable technologies and solutions that enhance economic development opportunities. 4 Improve the image and Support private investments in transit friendly, and identity of the residential, pedestrian and bicycle-focused developments commercial, and industrial Support improvements in neighborhood connectivity areas through through attention to safety, comfort and aesthetics in the infrastructure design of transportation infrastructure improvements Serve areas of and complement initiatives for affordable housing.

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4.1.2. Basis for Identification of Screening Criteria for Alternatives Considering the goals and objectives, the parameters across various transportation modes are identified for initial screening and further detailed evaluation. Available transportation modes have been screened initially on a qualitative basis such as need to serve the travel demand, constructability, cost and right of way etc. to shortlist the modes and in a quantitative and detailed way among the shortlisted alternatives such as estimation of traffic figures, civil engineering effects, capital and operation & maintenance cost etc. to result in the most viable alternative for the priority corridor in the City.

Based on the existing Study area characteristics and options available for different modes of transport, possible alternatives of public transport for Srinagar have been identified. The alternative analysis process covers following 4 stages (Figure 4.1).

Stage 1: Develop screening criteria for identified alternative options Stage 2: Evaluation parameters for various alternatives (For qualitative and quantitative screening) Stage 3a: Alternatives qualitative evaluation Stage 3b: Alternatives quantitative evaluation (Screening of alternatives shortlisted from initial screening) Stage 4: Implementation options for most viable alternative

FIGURE 4.1: ALTERNATIVES ANALYSIS PROCESS

4.2. EVALUATION PARAMETERS OF VARIOUS ALTERNATIVES Metro Rail Policy, 2017 suggests several screening criteria for alternatives analysis. Following screening criteria have been identified for both the qualitative and quantitative evaluation: 4.2.1 Mobility Effects - Primary purpose of this task is to assess the current travel demand for base year, with available future year land use data as documented in CMP. Mobility effects also cover the identified modes utilisation and its connectivity.

4.2.2 Conceptual Engineering Effect - Engineering effects have been considered for civil aspects of alternatives. To refine the range of alternatives to relate the differences

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between options, all feasible alternatives have been compared including those as identified in CMP.

4.2.3 System Effects - The indigenous availability of rolling stock, carrying capacity, type of operation, safety, comfort, land availability for depot, are the system related characteristics which are considered.

4.2.4 Environmental Effects - The purpose of preliminary environmental analysis is to identify environmentally sensitive areas early on, so that these areas can be avoided if possible during design. A screening-level analysis has been conducted to determine the potential environmental impacts of each alternative identified.

4.2.5 Social Effects - The analysis has been conducted to determine the potential social impacts of alternatives.

4.2.6 Cost Effectiveness & Affordability - The capital cost and annual costs associated e.g. operation & maintenance costs etc. for each alternative have been evaluated. Preliminary costs have been estimated based upon conceptual engineering for alternatives selected for evaluation.

4.2.7 Financial and Economic Effects – Financial plans, economic benefits and costs associated with the project have been identified and quantified for identification of optimum solution along with economic viability.

4.2.8 Other Factors - Approval & Implementation - The mass transport system to be introduced will require technology and set of components well established and proven so that statutory approvals and implementation of system do not result in time delays and cost implications. Established systems already in place in India will require less time for processing of approvals and would be easy to implement.

4.3. PARAMETERS FOR QUALITATIVE SCREENING The evaluation parameters under various heads have been identified and summarized in subsequent sections. The first level screening has been performed to quickly and efficiently identify the alternatives considering available modes of transportation specific to local conditions. Further qualitative evaluation has been carried out. The qualitative evaluation will hence be the initial level of screening for the identified parameters to narrow the number of alternatives for further evaluation in quantitative analysis stage. The following set of parameters has been considered as qualitative parameters:

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4.3.1. Mobility Effects i. Ability to Cater Travel Demand – Max. Peak Hour Peak Direction Trips (Max. PHPDT)

PHPDT is a measure of capacity of a public transport system. The peak hour travel demand along an arterial road helps in determining which public transport mode will be helpful in catering to the demand as different modes of public transport systems have different carrying capacity. Considering the travel demand for Srinagar, the existing services and capacity of operational bus transport system is inadequate. Rail Based Mass Transport Systems with dedicated guideways and frequencies can cater to a larger travel demand and catchment. ii. Daily System Utilization in terms of Passenger KM (PKM) per KM

Daily passenger’s kilometer (PKM) is a multiplicative measure of total passenger carried and total distance covered by the transport system. The daily PKM/KM gives the utilization factor of mode under consideration. The higher the utilization factor, there are more chances of selecting specific mode for travel. iii. Average Trip Time

Average trip time depends upon the trip length of passengers using the system. Road based systems will have more trip time attributed to congested travel characteristics on the roads. iv. Reduced Vehicles on Road due to Proposed System

The introduction of mass rapid transit system will help in reducing vehicular traffic on the road thereby contributing to relieving traffic congestion along proposed corridors, reduction in accidents and larger environmental savings. 4.3.2. Conceptual Civil Engineering Effects i. Available Right of Way (RoW) with Required Viaduct and Station Widths

Available right of way along the major arterials on which mass transport alignment is based plays an important role. The elevated system of metro rail for example requires width for viaduct as well as station width at station locations. Unlike bus transport system, rail based systems require wider roads for elevated sections but road width becomes irrelevant for underground sections. ii. Alignment Design and Constructability The constructability of road based transport systems is relatively easier than rail based systems. Rail based systems are more technology driven and require more radius of curvature and other land acquisition components. Rail based systems

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once built cannot be changed and offer little flexibility for changes in alignment. iii. Geotechnical Characteristics and Civil Structures The geotechnical characteristics along the travel corridor and possible civil structures for the mass transit system play role alongwith the city characteristics in selection of mass transport system. These characteristics least impact the bus based systems and have considerable influence on rail based systems. iv. Station Planning and Intermodal Integration The station planning of the proposed mass transit system alongwith efficient parking spaces and intermodal connectivity with other modes of transport plays an important role in providing last mile connectivity and boosting the patronage of the mass transit system. v. Utility Shifting Conception and implementation of a new transport system impacts the location of existing utilities along the alignment of corridor. Bus/ Road based systems causes less impact to utilities compared to rail based systems.

4.3.3. System Effects i. Safety & Comfort

Safety and comfort are one of the prime factors before commuters undertake travel. Convenient public transport systems like Light Metro & Metro rail will go a long way in helping the development authorities in shifting people from private to public modes of transport. Technology driven public transport system will have better safety and comfort. This can also be an important measure among the competing modes of transport.

ii. Land for Depot Maintenance

Land in bulk amount is required within city limits for maintenance activities of rolling stock and allied facilities for the rail based system. The land required for depot maintenance may vary as per system proposed.

iii. Indigenous Availability Indigenous availability of rolling stock is an important factor as it leads to lesser system cost, availability within short span of time and easy procurement/maintenance for operation purposes. Technical expertise developed in the country over the period of time is always helpful in mitigating implementation delays.

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4.3.4. Environment Effects i. Air & Noise Pollution Public transport offers range of alternative modes to the private modes. Public transport can relieve traffic congestion and reduce air and noise pollution generated from use of personalized road transport. ii. Trees Affected The trees affected/proposed to be removed for the implementation is a sensitive environmental impact. The proposal with maximum social benefits and least damage to the environment in cutting of trees would have preference. iii. Waste management including Hazardous Waste The system as well as station shall have provisions to handle generated waste during passenger handling and operation of system. Rail based systems with bigger stations and planned amenities have better waste management facilities.

4.3.5. Social Effects i. Structures/Persons Affected The alignment for the mass transport system proposed in the city may require relocation of some structures/persons. Such displacement has been considered as a qualitative parameter with social effects. 4.3.6. Cost Effectiveness & Affordability i. Capital Cost per Passenger KM Mass rapid transport systems are capital intensive initiatives. It is total capital required for project consisting of land, alignment and formation, station/bus stop buildings, traction and power supply systems, rolling stock, environmental and social costs, intermodal integration, general charges etc. Bus based systems have major expenditure towards fleet and bus stops infrastructure. Capital Cost per passenger km will be more for rail based systems. ii. Operation & Maintenance Cost per Passenger KM In addition to the capital cost, there are associated recurring annual costs such as operation and maintenance expenditures. The expenses incurred across modes have been compared. 4.3.7. Financial and Economic Effects i. Economic Returns The implementation of a dedicated mass rapid transit system will result in reduction of number of private vehicles on the road and increase in journey speed of road-based vehicles. Rail based systems will have higher benefits to the

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society compared to bus based systems like reduction in accidents and reducing pollution. ii. Life Cycle Cost Public transport system for a city is envisioned for a longer planning period. Systems with longer life cycle with higher durability and less replacement such as rail based systems have higher score than road based systems. 4.3.8. Other Factors - Approvals and Implementation i. Time required for Approvals The Mass Transport system to be introduced will require technology and set of components well established and proven so that the approvals for the system do not result in time delays and cost implications. Established systems already in place in India will require less time for processing of approvals. ii. Ease of Implementation Bus based system (Normal Bus/ BRT) and Rail based system (Metrolite/ Light Metro/ Metro Rail) are easy to implement in India. The technologies for all the systems have been standardized and available within the country. The identified screening parameters (total 23 nos.) for qualitative evaluation are summarized in Table 4.2. TABLE 4.2: PARAMETERS IDENTIFIED FOR QUALITATIVE EVALUATION S. No. CRITERION PARAMETERS Ability to cater to Travel Demand – Max. Peak Hour Peak Direction Trips (Max. PHPDT) 1 Mobility Effects (4 nos.) Daily System Utilisation PKM/Route KM Average Trip Time Reduced Vehicles on Road due to Proposed System Available Right of Way Alignment Design and Constructability Conceptual Civil Engineering Geotechnical Characteristics and Civil Structures 2 (5 nos.) Station Planning and Intermodal Integration including Parking Requirement for Utility Shifting Safety and Comfort 3 System Effects (3 nos.) Land for Depot Maintenance Indigenous Availability 4 Environment Effects (4 nos.) Air Pollution

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S. No. CRITERION PARAMETERS Noise Pollution Trees Affected Waste Management including Hazardous Substance 5 Social Effects (1 no.) Structures/Persons Affected Cost Effectiveness & Capital Costs per Passenger KM 6 Affordability (2 nos.) Operational & Maintenance Cost per Passenger KM Financial and Economic Economic Returns 7 Effects (2 no.) Life Cycle Cost Approvals & Implementation Time Required for Approvals 8 (2 no.) Ease of Implementation

4.4. PARAMETERS FOR QUANTITATIVE EVALUATION After first level screening of alternatives considering available modes of transport, the second level involves detailed assessment of screening parameters for quantitative evaluation to find most viable public transport system. The following set of screening parameters has been considered for quantitative evaluations: 4.4.1. Mobility Effects i. Travel Demand Forecasting: While analyzing the travel demand for Study Area, the following tasks have been performed: a. Summarizing the Right of Ways along public transport corridors in city. b. Preparation of road and transit networks for each alternative and a no- project (without project) scenario. c. Summarizing the travel demand results for base and horizon years for public transport corridors, peak hour peak direction trips, daily system utilisation (passenger km per route km) and estimating reduced number of vehicles on road due to proposed corridor. d. Ease of passenger transfer between the proposed alternative modes in terms of time and convenience. e. Analysis of differences among the various alternatives to provide information to Environmental Assessment. 4.4.2. Conceptual Engineering Effect i. Available Right-of-Way (Land Acquisition)

a. Civil engineering alignment plan has been prepared with horizontal and vertical profiling giving the arrangement of system structures along the Right

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of Way with an estimation of land required. For rail based mass transit systems, land might be required for construction of viaduct, at stations and also for depots. For elevated road based systems land would be required for viaduct construction, bus stops and for maintenance/ repair activities at depot. b. The road space has been identified which will be occupied by station (either underground or elevated) and the project permanently/temporarily. ii. Alignment Design and Constructability

Alignment criteria have been considered for the shortlisted modes considering existing/proposed infrastructure, integration with other modes of transport, availability of RoW, land for ramp and options for depot. Overall ease of construction has also been compared. Geometric Parameters consisting of basic design criteria, parameters relating to horizontal and vertical design profiles plays an important role with respect to the existing local conditions. iii. Geotechnical Characteristics and Civil Structures: Study of Soil characteristics of the area is necessary for construction of a new transport system. Geotechnical condition of the area has major impact on the design of foundations. Hence, At-grade systems have less impact as compared to elevated or underground systems. iv. Station Planning and Intermodal Integration:

The meticulous planning of stations and intermodal integration for organized passenger movement and modal shifts will go a long way in providing convenient passenger transfers and betterment in patronage. Intermodal integration along with provision of adequate parking spaces at stations plays an important role in providing last mile connectivity and boosting the ridership patronage. v. Utility Shifting Conception and implementation of a new transport system impacts the location of existing surface/underground utilities. At-grade systems cause less impact to utilities' shifting as compared to elevated or underground systems. The quantity of utilities to be shifted for implementing a mass transport system plays a role in impacting the day today traffic operations. 4.4.3. System Effects i. Rolling Stock Requirement The efficiency of the mass transport systems depends upon the minimum headway on which the system can be operated and the total rolling stock/fleet required for

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operational purposes. Both Metro and Light Metro systems can have same minimum possible headway, whereas Light Metro requires less rolling stock than Metro. Elevated BRT requires a big fleet of buses to cater to the projected demand. ii. Land for Maintenance Depot Land in bulk amount is required within city limits for maintenance activities of rolling stock and allied facilities for the rail based system. Availability of land is an important factor in identification of mode. Track centre in case of Light Metro is less, this reduces the shed area. Also, Sharp curves helps in reducing the land requirement for the depot/maintenance facilities. In case of BRT, the required depots may be less but the dead mileage of operating the buses would be expensive. iii. Indigenous Availability Availability of rail coaches/buses is also an important factor as it has time delays and cost implications. With several operational Light Metro/ Metro Rail systems in India various components like track guage, civil structures and rolling stock components have been standardized. Efforts have been taken by Government for taking a step towards indigenizing the Light Metro systems. 4.4.4. Environmental Effects The purpose of environmental analysis is to identify sensitive areas early on, so that these areas can be avoided if possible during design. i. Air & Noise Pollution Public transport can relieve traffic congestion and reduce air/ noise pollution generated from use of personalized road transport. The use of public transport must be encouraged under sustainable transport policy. Rail based systems are advantageous and cause less pollution as compared to road based system on account of usage of electric power. Buses on the other hand use CNG, but still are more polluting than rail based systems. 4.4.5. Social Effects Preliminary social impacts in terms structures/ persons affected have also been estimated for each of the alternatives. i. Structures/Persons Affected The alignment for the mass transport system proposed in the city results in relocation of a number of structures/persons. This is a sensitive part of the project regarding land acquisition resulting in rehabilitation and resettlement of project affected families and compensation payment.

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4.4.6. Cost Effectiveness & Affordability i. Capital Cost per Passenger KM The mass rapid transport systems are capital intensive initiatives. It is the total capital required per passenger km for the project consisting of land, alignment and formation, station buildings in case of rail based systems, traction and power supply systems, rolling stock, signaling & telecommunication, environmental and social costs, intermodal integration, general charges etc with respect to total passenger km. ii. O&M Cost per Passenger KM Operation and maintenance of a transport system requires cost and manpower on a daily basis across the operational years. The cost required for this purpose shall be an important factor in identification of mode in addition to other parameters. Light Metro has no rotating parts and also the propulsion system is independent of wheel/rail adhesion. Thus, the maintenance requirements for Light Metro will be less due to absence of rotating parts and less wear and tear of the wheels and the track. 4.4.7. Financial and Economic Effects Public and private funding options have been considered in developing the plan. Benefits and costs associated with the project have been quantified. i. Economic Returns The implementation of a dedicated mass rapid transit system will result in reduction of number of private vehicles on the road and increase in journey speed of road- based vehicles. This is expected to generate substantial benefits to the economy as a whole in terms of reduction in fuel consumption, vehicle operating costs and passenger time. In addition, there will be reduction in accidents and atmospheric pollution. Other benefits include reduction in noise, increase in mobility levels, improvement in quality of life and general economic growth. ii. Life Cycle Cost Public transport system is essentially envisioned for a longer planning period. While planning and evaluation period for rail based mass transit system is taken as 30 years, these systems are expected to serve beyond this time for up to 100 years. Rail based system have a higher life cycle than bus system. 4.4.8. Approvals and Implementation i. Time Required for Approvals The technologies for all the systems (Light Metro/Metro) have been standardized and available within the country. Established systems already in place in India will

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require less time for processing of approvals. ii. Ease of Implementation Rail based system and Bus Rapid Transit have proven experience in India with operation in various cities. Light Metro/Metro Rail technology as well as various components like track gauge, civil structures and rolling stock components have been standardized and now available within the country. Efforts have also been made by the Government and Implementing Agencies towards indigenizing the various components of metro rail systems. Technical expertise has also been

developed in the country over the period of time. The identified parameters (total 20 nos.) for quantitative evaluation is summarized in Table 4.3.

TABLE 4.3: PARAMETERS IDENTIFIED FOR QUANTITATIVE EVALUATION S.No. CRITERION PARAMETERS Ability to cater to Travel Demand –(Max. PHPDT) 1 Mobility Effect (3 nos.) Daily System Utilisation PKM/KM Reduced Vehicles on Road due to proposed system Available Right of Way (Land Acquisition) Alignment Design & Constructability Conceptual Civil Engineering Geotechnical Characteristics and Civil 2 (5 nos.) Structures Station Planning and Intermodal Integration Requirement of Utility Shifting Rolling Stock Requirement 3 System Effects (3 nos.) Land for Maintenance Depot Indigenous Availability Air Pollution 4 Environment Effects (2 nos.) Noise Pollution 5 Social Effects (1 no.) Structures/Persons Affected Cost Effectiveness & Capital Cost per Passenger KM 6 Affordability (2 nos.) Operation & Maintenance Cost per Passenger KM Financial and Economic Effects Economic Returns 7 Cost (2 nos.) Life Cycle Cost Approvals & Implementation Time Required for Approvals 8 (2 no.) Ease of Implementation

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4.5. QUALITATIVE SCREENING OF ALTERNATIVES 4.5.1. The screening analysis of qualitative parameters will focus on eliminating the alternatives that are not feasible. The factors considered for this screening are as follows: The mode will fail to meet the project identified goals and objectives Do not fit with existing local, regional programs and strategies, and do not fit with wider government priorities (e.g. national programs for liveability and sustainability); and, Would be unlikely to pass key viability and acceptability criteria (or represent significant risk)

4.5.2. Five alternative options reviewing the CMP and other local conditions have been considered for the initial screening stage with the set of identified qualitative parameters: i. Normal Bus System ii. Elevated Bus Rapid Transit System iii. Metrolite iv. Light Metro System v. Metro Rail System

4.5.3. A scoring criterion for each of screening parameters has been developed for the initial qualitative evaluation leading to short listing for further evaluation. A weightage of 20% has been given to travel demand under mobility effects as the conception of a public transport system is based and designed on existing as well as horizon years’ peak hour travel demand. Conceptual Civil Engineering Effect has been assigned 15% weightage as outcome of engineering surveys, geometric requirements, availability of right of way for viaduct and stations, extent of land required for the project have direct implications on conception of the project. System related aspects have been given a weightage of 10% considering operation & maintenance, passenger safety and comfort parameters. Environmental and Social effects carry a weightage of 20% (15% for Environmental Effects & 5% for Social Effects) as the mass transport system plays a major role in reducing pollution, preserving actual natural environment. The structures impacted by the project implementation and population requiring rehabilitation & resettlement have also been considered as an important factor. The influencing parameter of cost effectiveness & affordability namely project cost estimates of all project components and life cycle costs have been considered with 15% weightage.

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The Financial & Economic Effects have been given 15% weightage as public transport systems are helpful in providing larger economic and social benefits to the society thereby improving the quality of life. The time taken for approvals and ease of implementation of the proposed mass transport system has been given a weightage of 5%.

The overall weightages assigned to various parameters for qualitative evaluation have been summarised in Table 4.4.

TABLE 4.4: SCORING CRITERIA FOR QUALITATIVE EVALUATION S. No. Criterion Objectives Weightage 1 Mobility Effects Serve the maximum peak travel demand 20 Minimize congestion and reduce reliance on automobile Provide convenient accessibility and improve interchange facilities Increase public transportation ridership and mode share Provide higher modal utilisation 2 Conceptual Civil Utilisation of available of existing right of way 15 Engineering Suitability of Geometric parameters Effect Assess constructability of alternative mode Possible extent of land acquisition considering right of way, civil structures and stations 3 System Effects Provide better safety and comfort 10 Ability to carry more passengers Indigenous availability of rolling stock 4 Environmental Preserve the natural environment 15 Effects Reduce pollution from shifting of vehicles from private to public modes of transport Protect and enhance cultural heritage, landmarks and archaeological monuments 5 Social Effects Impact on existing structures and families 5 6 Cost Provide quality, affordable public transport service with 15 Effectiveness & an optimum investment cost Affordability Consumption of minimum possible maintenance costs 7 Financial and Provision of a public transport system that would be 15 Economic longstanding and has a higher life cycle cost Effects Provision of economic friendly transport system with higher economic benefits to the society

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S. No. Criterion Objectives Weightage 8 Approvals and Time taken for approval of system 5 Implementation Ease of implementing the proposed and approved system Total 100

4.5.4. The relative influence of each of screening parameters for qualitative evaluation with respect to each alternative mode has been considered while assigning score to the parameters. The result of this qualitative evaluation will narrow down the alternatives from the identified modes for further quantitative evaluation of the mass transport modes.

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5.1 EVALUATION BASED ON SCORING CRITERIA 5.1.1 The scoring criteria have been classified on the basis of the importance and value of the parameter associated with specific alternative. The scoring against each parameter for each of alternative option will help shortlisting modes further for a detailed quantitative analysis. The alternatives are ranked based on their relative performance under each criterion. Four scoring classifications considered for each parameter are:

1. Excellent (100%) – Most attractive mode for the given parameter will score excellent rating 2. High (75%) – High rating equivalent to 75% of weightage will be assigned to modes on a relative scale 3. Medium (50%) – Medium rating equivalent to 50% of weightage will be assigned to a mode based on attractiveness on a relative scale between high and low 4. Low (25%) – Mode unattractive towards a specific parameter will receive least rating of low

The highest performing alternative receives a score of 100%, followed by 75%, 50% and 25% scores.

5.1.2 Basis of Scoring the Screening Parameters for Qualitative Evaluation

 Mobility Effects – Mobility effects namely travel demand and existing transport characteristics in the City influence in determining the mass transport system required. Fulfillment of projected demand in long term scenario, ease of passenger transfer, utilization factor, possibility of intermodal integration between systems and catchment area connectivity are the identified parameters. Guided systems score high in mobility effects as they offer higher carrying capacity and frequency of regulated services, better utilization in terms of more passenger‐km and thus reducing congestion on roads.

Metro rail and Light Metro scores 20 points each while other modes Metrolite, Elevated BRT and Normal Bus score 14.25, 10 and 5 respectively based on their individual mobility related performances on a scale of 20.

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 Conceptual Civil Engineering Effects – The parameters covered are available right of way, alignment design & constructability, geotechnical characteristics, station planning & intermodal integration and requirement for utility shifting.

Road based systems score high as it requires less right of way and have easy constructability than grade separated rail based systems and BRT. Rail based systems and elevated BRT with dedicated guideway systems have impact on shifting of existing surface / underground utilities. However, Metro Rail, Light metro, Metrolite and Elevated BRT can offer better station planning and intermodal integration opportunities.

Metro rail scores 7.5 points, Light metro scores 10.50, Metrolite & Elevated BRT scores 11.25 each and Normal Bus scores 15 respectively on a scale of 15.

 System Effects – The influential parameters are passenger's safety & comfort, land for Maintenance of Depot and indigenous availability of the system.

Rail based systems and Elevated BRT are more automated in operations while normal bus system is manually operated in mixed traffic conditions. Rail based systems offer better quality of travel and offer safe travel conditions than road based systems. All the modes namely Metro, Light Metro, Metrolite, Elevated BRT and Normal bus have indigenous availability in the country.

Considering these Metro Rail scores 7, Light Metro scores 8, Metrolite, Elevated BRT and Normal Bus scores 7 each respectively on a scale of 10.

 Environmental Effects ‐ The parameters considered are air & noise pollution, trees affected and management of hazardous waste.

Rail based systems have been assigned better scores more than bus‐based systems considering their ability to reduce pollution levels on the city roads. Grade separated Metro Rail and Light Metro being electrified systems play an important role in minimizing the air and noise pollution levels in the city. However, these grade‐ separated systems require exclusive right of way and might impact more affected trees. Under environmental effects, Metro rail, Light Metro and Metrolite systems score 13.50, 14.25 and 12.75, followed by Elevated BRT and Normal bus system with 8.75 and 6.5 respectively on a scale of 15.

 Social Effects ‐ Bus based systems score high as very few structures / families are affected. Normal buses score 5.0 out of 5.0 whereas Elevated BRT, Metrolite, Light Metro and Metro rail score 3.75, 3.75, 3.75 and 2.50 respectively on a scale of 5.

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 Cost Effectiveness & Affordability – Bus based systems are more affordable than rail‐based systems due to lower capital and O&M costs per passenger‐km and accordingly are assigned higher scores than metro, Light Metro and Metrolite.

Rail based systems incur high capital cost whereas normal bus systems require comparatively less investment costs as buses share the existing roadway system with other modes. However, Metro, Light Metro, Metrolite and Elevated BRT consume more construction and O&M costs as they are planned for a much higher operational period and an exclusive guideway system. Accordingly, Normal bus system, Elevated BRT, Metrolite, Light Metro and Metro Rail score 15.0, 11.25, 7.50, 7.50 and 3.75 respectively on a scale of 15.0.

 Financial and Economic Effects – Economic benefits and Life cycle cost of rail‐based systems is much higher than road‐based systems considering reduction in pollution levels, number of accidents and overall social benefits.

The cost incurred in road‐based systems considers fuel, operation and maintenance costs. Rail based systems on the other hand result in saving considerable travel time, provide convenient and safe travel conditions thereby resulting in optimizing overall travel cost.

The rail‐based systems also allow Transit Oriented Development along dedicated corridors which generate additional revenue for the implementing agency/development authority. Metro among rail‐based systems have higher carrying capacity and offer higher economic returns than all other systems.

Considering these Metro rail, Light Metro, Metrolite, Elevated BRT and Normal bus system score 15.0, 15.0, 11.25, 7.50 and 3.75 respectively on a scale of 15.0.

 Approvals and Implementation – Road based systems and Rail based systems (Metro, Light Metro, Metrolite) have set standard procedures for approvals and implementation. Considering these Metro rail, Light Metro, Metrolite, Elevated BRT and Normal bus system score 3.25, 3.75, 3.75, 3.75 and 5 respectively on a scale of 5.0.

5.2 SCREENING RESULTS 5.2.1 The screening of parameters in qualitative evaluation results in short listing of alternatives to be taken forward for further evaluation. The summary of analysis of various modes for the given qualitative screening parameters is presented in Table 5.1.

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TABLE 5.1: QUALITATIVE SCREENING ‐ SCORING OF PARAMATERS

Normal S. Total Light Elevated Parameters Metro Metrolite Bus No. Score Metro BRT System A. Mobility Effect Ability to cater Travel 8 8 8 6 4 2 1 Demand ‐ Max. PHPDT Daily System Utilisation‐ 5 5 5 3.75 2.5 1.25 2 PKM/Route KM 3 Average Trip Time 4 4 4 3 2 1 Reduced Vehicles on road 3 3 3 1.5 1.5 0.75 4 due to proposed system Total A 20 20 20 14.25 10 5 B. Conceptual Civil Engineering Effect Available Right of Way (Required Viaduct & 4 2 3 3 3 4 1 Station Widths) Alignment Design and 3 1.5 2.25 2.25 2.25 3 2 Constructability Geotechnical Characteristics and Civil 3 1.5 2.25 2.25 2.25 3 3 Structures Station Planning and 3 1.5 1.5 2.25 2.25 3 4 Intermodal Integration Requirement for Utility 2 1 1.5 1.5 1.5 2 5 Shifting Total B 15 7.5 10.50 11.25 11.25 15 C. System Effects 1 Safety & Comfort 4 4 4 3 2 1 Land for Maintenance 4 1 2 2 3 4 2 Depot 3 Indigenous Availability 2 2 2 2 2 2 Total C 10 7 8 7 7 7 D. Environment Effects 1 Air Pollution 6 6 6 4.5 3 1.5 2 Noise Pollution 4 4 4 4 2 1 3 Trees Affected 3 1.5 2.25 2.25 2.25 3 Waste Management Including Hazardous 2 2 2 2 1.5 1 4 Substance Total D 15 13.5 14.25 12.75 8.75 6.5 E. Social Effects Structures/Persons 5 2.5 3.75 3.75 3.75 5 1 Affected Total E 5 2.5 3.75 3.75 3.75 5 F. Cost Effectiveness & Affordability

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Normal S. Total Light Elevated Parameters Metro Metrolite Bus No. Score Metro BRT System Capital Cost (per Passenger 10 2.5 5 5 7.5 10 1 KM) Operation & Maintenance 5 1.25 2.5 2.5 3.75 5 2 Cost (per Passenger KM) Total F 15 3.75 7.5 7.5 11.25 15 G. Financial and Economic Effects 1 Economic Returns 10 10 10 7.5 5 2.5 2 Life Cycle Cost 5 5 5 3.75 2.5 1.25 Total G 15 15 15.00 11.25 7.5 3.75 H. Approvals and Implementation Time Required for 3 2.25 2.25 2.25 2.25 3 1 Approvals 2 Ease of Implementation 2 1 1.5 1.5 1.5 2 Total H 5 3.25 3.75 3.75 3.75 5 Grand Total A+B+C+D+E+F+G+H 100 72.5 82.75 71.5 63.25 62.25

5.2.3 From the screening and analysis of qualitative parameters for different alternative modes in Srinagar, it is inferred that two modes namely Metro Rail and Light Metro score 72.50 and 82.75 respectively on a scale of 100. The other modes Metrolite, Elevated BRT and Normal Bus System score 71.5, 63.25 and 62.25 respectively.

Alternatives Evaluation in the form of quantitative analysis will be carried out for Metro Rail and Light Metro System. These two alternatives are most likely to:

a. Meet the purpose and need identified for the project. b. Concurrently avoid or minimize environmental and community impacts. c. Allow for effective and feasible project phasing and constructability. d. Provide a cost‐effective transportation investment.

5.3 QUANTITATIVE EVALUATION OF ALTERNATIVES 5.3.1 Mobility Effects

i. The mobility effects have been considered with the available travel demand data. The transport systems available along with details of right of way have been identified for the Study Area. Travel demand analysis for coded road and public transit networks for base and horizon years have been carried out.

The factors contributing to mobility effects considering the local conditions which have been quantified include max. PHPDT, ease of passenger transfer at terminals, passenger utilization in terms of passenger‐km/ km and betterment of environment

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with reduced number of vehicles on road due to proposed mass transit system. The number of commuters travelling in the peak direction in peak hour will be most important guiding factor as the proposed system has to be designed based on this peak hour demand.

ii. Primary road network inventory survey was carried out in 2017. The distribution of the road network as per right of way (ROW) is presented in Table 2.7 in Chapter 2. It can be observed from the table that about 58% of the road network has less than 10 m ROW and only about 5% network has ROW greater than 30 m.

The travel demand model has been developed for Business As Usual (BAU – ‘without project’) and ’with project’ scenario. The following two corridors have been considered for mass transport system:

 Corridor‐1: Indra Nagar to HMT Junction (via Sonwar, Lal Chowk, Secretariat, Gagarzoo and Parimpora)  Corridor‐2: Hazuri Bagh to Osmanabad (via Munshi Bagh, Nowpora, Jama Masjid, Hawal Chowk, Nalbal Bridge and SKIMS)

iii. The travel demand in terms of maximum PHPDT and Daily Passenger trips for horizon years of 2024, 2034 and 2044 have been estimated for alternative options of Metro and Light Metro. The comparison of these parameters for two modes is provided in Table 5.2. TABLE 5.2: MAX. PHPDT AND DAILY PASSENGER TRIPS IN HORIZON YEARS Daily Passenger Trips Year Maximum PHPDT (Lakhs) Corridor 1: Indra Nagar to HMT Junction 2024 11500 1.60 2034 15300 2.33 2044 17300 3.10 Corridor‐2: Hazuri Bagh to Osmanabad 2024 9700 1.01 2034 14200 1.57 2044 17000 2.32

It is observed from the above table that both the modes will be able to cater to maximum PHPDT beyond the year 2044 in both the corridors.

iv. The ‘Without Project Scenario’ is essentially the present condition but it includes existing and committed transport infrastructure proposals that will be constructed in the near future. The ‘Without Project Scenario’ includes the existing road network and improvements that are likely to be implemented within the next few years,

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except for the mass transit system corridors being considered in this study. The Without Project Scenario provides a baseline for comparing travel benefits in both ‘with and without project scenarios’ for Metro and Light Metro System. The mode‐ wise passenger trips for the horizon years up to 2044 have been worked out and shown in Table 5.3. TABLE 5.3: TRIPS IN WITH & WITHOUT PROJECT SCENARIOS IN HORIZON YEARS Daily Trips Reduced on Trips in ‘Without Project Trips in ‘With Project S. Roads due to Mass Transit Mode Scenario’ (in Lakh) Scenario’ (in Lakh) No. Project (in Lakh) 2024 2034 2044 2024 2034 2044 2024 2034 2044 1 Car 3.67 4.64 6.05 3.60 4.48 5.78 0.07 0.16 0.27 2 2‐Wheelers 2.60 4.96 6.77 2.47 4.65 6.23 0.13 0.31 0.55 3 Auto 0.98 1.48 2.02 0.95 1.44 1.96 0.02 0.04 0.06 Rickshaw 4 Bus + 20.82 22.19 24.02 18.44 18.80 19.47 2.38 3.39 4.55 Shared Taxi 5 MRTS ‐ ‐ ‐ 2.61 3.89 5.42 ‐ ‐ ‐ Total 28.07 33.26 38.86 28.07 33.26 38.86 ‐ ‐ ‐

The introduction of mass rapid transit system in the Study Area will help in reducing vehicular traffic on the road thereby contributing to relieving traffic congestion along proposed corridors, reduction in accidents and larger environmental savings.

5.3.2 Conceptual Civil Engineering Effects

Civil engineering effects have been worked out for two alternatives modes of Metro and Light Metro along the two priority corridors in subsequent paragraphs.

1. Geometric Parameters Design Criteria for both the alternative options have been compared in Table 5.4. TABLE 5.4: DESIGN CRITERIA S. No. CRITERIA Metro Light Metro 1 Gauge 1435 mm 1435 mm 2 Design Speed 95 Kmph 90 Kmph 3 Maximum Axle Load 16T 9 T 4 Electric Power Traction 750 V DC (3rd rail) 750 V DC (3rd Rail)

2. Horizontal Alignment Horizontal alignment gives the details of curves in horizontal plane. The alignment on mainline track shall consist of tangent sections connected to circular curves by spiral transitions.

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 Circular Curves Larger radii shall be used whenever possible to improve the riding quality. The minimum radius of curvature for mainline track is governed by the permissible speeds, limits for cant and type of system. Horizontal curve parameters for Metro & Light Metro systems for elevated sections are compared in Table 5.5. TABLE 5.5: HORIZONTAL CURVE PARAMETERS Metro Light Metro Description Elevated Elevated Desirable Minimum Radius 200 m 120 m Absolute Minimum Radius 120 m 60m Minimum curve radius at stations 1000 m 1000 m Maximum permissible cant (Ca) 110 mm* 110 mm* Maximum cant deficiency (Cd) 85 mm 85 mm * The applied cant will be decided in relation to normal operating speeds at specific locations like stations/vicinity to stations.

 Reverse Curves The use of reverse curves is discouraged but where necessary, the two curves have been separated by minimum 25 m for Metro and 20 m for Light Metro. If provision of straight length is restricted by physical constraints, the two curves have been provided without any straight in between.

 Transition Curves It is necessary to provide transition curves at both ends of the circular curves for smooth transition from straight section to curved section and vice‐versa. Table 5.6 shows required Length of transitions for Horizontal curves. TABLE 5.6: LENGTH OF TRANSITIONS OF HORIZONTAL CURVES 0.44 *actual cant (in mm) Minimum Length 0.44 * cant deficiency (in mm) whichever is higher 0.72 *actual cant (in mm) Desirable Length 0.72 * cant deficiency (in mm) whichever is higher Minimum Straight between two 25 m or NIL for Metro transition curves 20 m or NIL for Light Metro Minimum horizontal curve length 25 m for Metro between two transition curves 20 m for Light Metro No overlap is allowed between transition curves and vertical curves

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3. Vertical Alignment The criteria for use in all design stages of vertical alignment and track centre of the viaduct, station and depot area have been established as follows:  Elevated Section As per para 2.12.2 of IRC : SP‐73, "Minimum 5.50 m vertical clearance shall be provided from all points of the carriageway of project Highways to the nearest surface of the overpass structure". However, it is recommended to keep suitable margin for future raising of road by resurfacing etc. Rail level will also depend upon the type and detailed design of pier cap and super‐structure elements. Rail levels at elevated station locations shall be governed by structural design of concourse floor slabs and viaduct. Table 5.7 shows required track centers and height for elevated stations for both system alternatives. TABLE 5.7: TRACK CENTRE, VIADUCT AND HEIGHT ADOPTED IN ELEVATED SECTIONS Rail Level at Rail Level at System Track Centre Viaduct width mid‐section elevated station Metro 4.10 m 10.00 m 8.50 m 12.50 m Light Metro 3.40 m 7.00 m 8.0 m 10.50 m

 Gradients  The grade on the mid‐sections shall not be generally steeper than 2.0% in elevated section. Suitable longitudinal grades with drains at the low point are proposed for assuring proper drainage in underground section.

 Preferably, the stations shall be on level stretch with suitable provision for drainage by way of cross slope and slope of longitudinal drains.

 There shall be no change of grade on turnouts on ballastless track. There shall be no change of grade within 30 m of any points and crossing on ballasted track. TABLE 5.8: GRADIENT PARAMETERS Description Metro Light Metro Absolute Absolute Gradient Desirable Desirable Minimum Minimum Mid‐Section Up to 2% Up to 4% Up to 3% Up to 6% Stations Level Up to 0.1% Level Up to 0.25%  Vertical Curves Vertical curves are to be provided when change in gradient exceeds 0.4% both for Metro and Light Metro system. However, it is recommended that all changes in grade shall be connected by a circular curve or by a parabolic curve. It is

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proposed that vertical and transition curves of horizontal alignment do not overlap. Minimum radius and length of vertical curves are tabulated in Table 5.9.

TABLE 5.9: VERTICAL CURVE PARAMETERS Parameter Metro Light Metro Desirable Radius on Main line 2500 m 2000 m Absolute Minimum Radius on Main line 1500 m 1500 m Minimum Length of Vertical Curve 25 m 20 m

4. Design Speed The maximum sectional speed will be 95 km/h for Metro and 90 km/h for Light Metro system, subject to further restriction by radius of horizontal curves, cant and cant deficiency

5. Station Planning Station platform length is decided by the length of single coach unit & no. of coaches required in one rake and other facilities provided in station building. The Platform length for 3 coach rake for Metro & Light Metro system are worked out and compared in Table 5.10. TABLE 5.10: STATION PARAMETERS Station Parameter Value System Metro Light Metro Coach length 22.0 m x 2.9 m 18.0 m x 2.65 m No. of coaches 3 3 Platform Length 66 m 54 m Elevated station dimensions 75 m x 23 m 65 m x 18 m

6. Alignment Design

Two corridors are considered for both alternative options, on the basis of traffic and other parameters listed below:  Existing / Proposed Infrastructure & Future expansions  High density area & Major Activity centers  Integration with Railway stations & Bus terminals  Availability of ROW  Options for Depot

Corridor – 1: Indra Nagar to HMT Junction Considering centre line of Indra Nagar station as 0.00m, this corridor is 12350m long starting from ‐350m and running upto 12000m. The corridor is completely elevated. The corridor starts along NH‐1D (Srinagar – Ladakh Highway), and thereafter, it runs along MA Road, Qamarwari – Batamaloo Road and terminates at HMT Junction

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along NH‐1A.

A total of 12 elevated stations have been provided on the corridor namely Indra Nagar, Sonwar, Munshi Bagh, Lal Chowk, Secretariat, Batmaloo, Rathpora, Gagarzoo, Qamarwari, Bus stand, Parimporaand HMT Junction.

Maintenance Depot has been planned in private land at HMT Junction. Entry to depot has been proposed from HMT Junction station (Table 5.11). Indra Nagar and

HMT Junction stations being terminal stations are planned with reversal facilities.

TABLE 5.11: ALIGNMENT DESIGN OF CORRIDOR‐1 Alignment Type Length (m) System Metro Light Metro Elevated 12350 12350 Depot Entry / Exits 350 350 Total 12700 12700

Corridor‐2: Hazuri Bagh to Osmanabad

Considering centre line Hazuri Bagh Station as 0.00m, this corridor is 12300m long starting from ‐300m and running upto 12000m. The corridor is completely elevated. The corridor starts along Convent Road and thereafter, it runs along NH‐1D Nalahmar Road,(Srinagar – Ladakh Highway) and terminates at Osmanabad along 90 feet Road. A total of 12 elevated stations have been provided on the corridor namely Hazuri Bagh, Munshi Bagh, Nowpora, Khaniyar, Jama Masjid, Hawal Chowk, Mill Stop, Nalbal Bridge, SKIMS, Soura, Hazratbal Crossing and Osmanabad Maintenance Depot has been planned in private land at Osmanabad. Entry to depot has been proposed from Osmanabad station (Table 5.12). Hazuri Bagh and Osmanabad stations being terminal stations are planned with reversal facilities.

TABLE 5.12: ALIGNMENT DESIGN OF CORRIDOR‐2 Alignment Type Length (m) System Metro Light Metro Elevated 12300 12300 Depot Entry / Exits 200 200 Total 12500 12500

 Land Requirement Land will be required for the following main components:

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 MRTS Structure ‐ Viaduct (including Route Alignment)  Station Building, Entry/Exit Structures, Parking, Multimodal Integration Facilities  Maintenance Depot  Receiving/Traction Sub‐stations  Property Development (PD)  Rehabilitation and Relocation (R&R)  Temporary casting yard and work sites. TABLE 5.13: LAND REQUIREMENT FOR LIGHT METRO Corridor‐1 Corridor‐2 Permanent Structures Permanent Structures Ownership Purpose Land (Floor Area in Land (Floor Area in (Sqm) Sqm) (Sqm) Sqm) Running Section 0 0 0 0 Station Building and Central Govt. 258 0 0 0 Ancillary facilities Total 258 0 0 0 Running Section 0 0 4500 1840 Station Building and 4566 120 3000 780 Ancillary facilities Property Development 69600 0 14000 0 State Govt. R&R Sites 30300 0 37800 RSS/TSS 3000 0 3000 0 Casting Yard 0 0 0 0 Total 107466 120 62300 2620 Running Section 2637 692 27485 13450 Station Building and 2332 906 15450 8865 Ancillary facilities Parking 5050 0 0 0 Private Maintenance Depot 91275 0 17500 0 Property Development 7000 0 12300 0 R&R Sites 40400 0 63580 0 Total 148694 1598 136315 22315 Grand Total 256418 1718 198615 24935 TABLE 5.14: LAND REQUIREMENT FOR METRO Corridor‐1 Corridor‐2 Permanent Structures Permanent Structures Ownership Purpose Land (Floor Area in Land (Floor Area in (Sqm) Sqm) (Sqm) Sqm) Running Section 0 0 0 0 Station Building and Central Govt. 258 0 0 0 Ancillary facilities Total 258 0 0 0

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Corridor‐1 Corridor‐2 Permanent Structures Permanent Structures Ownership Purpose Land (Floor Area in Land (Floor Area in (Sqm) Sqm) (Sqm) Sqm) Running Section 0 0 4500 1840 Station Building and 7566 120 6000 780 Ancillary facilities Property Development 69600 0 14000 0 State Govt. (P.D.) R&R Sites 30300 0 37800 RSS/TSS 3000 0 3000 0 Casting Yard 0 0 0 0 Total 110466 120 65300 2620 Running Section 2637 692 27485 13450 Station Building and 7332 2906 20450 11865 Ancillary facilities Parking 5050 0 0 0 Private Maintenance Depot 100000 0 30000 0 Property Development 7000 0 12300 0 (P.D.) R&R Sites 40400 0 63580 0 Total 162419 3598 153815 25315 Grand Total 273143 3718 219115 27935  Preliminary Geotechnical Investigations

The sequence of un‐consolidated clay, and conglomerate, with lignite of PLIOCENE to quarternary age in the Kashmir valley, overlying the pre‐cambrian to Mesozoic basement rocks and overlain, in turn, by the more recent river alluvia is defined lithostrati graphically as the Karewa group. The soft, un‐consolidated sand – clay – conglomerate rocks of Karewa group characterize the Kashmir valley and occupy nearly half of the Kashmir valley floor. The karewa deposits represent a sequence of fluvial, lacustrine and Aeolian sediments that were deposited initially in the framework of a large lake which once covered the whole of Kashmir valley floor and that the karewa succession is invariably topped by subaerial brown silts that were generated later when the draining out / desiccation of the lake had set in.

In the earthquake Zone map of India, the area under study and its surroundings are seismically active falls in Seismic Zone – V and the tectonic elements of the area are considered capable of generating an earthquake of moderate intensity. In seismic design Zone factor, Z of 0.36 is recommended.

Details of Geotechnical Investigation ‐ In total, 25 Bore Holes have been drilled for

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investigation along the priority corridors. Out of which, 24 bore Holes are 30.00 metre depth each and one bore Hole of 14.00 metre depth. 13 Bore Holes have been drilled in Corridor‐I, 10 Bore Holes have been drilled in Corridor‐II & 2 Bore Holes have been drilled in Depot locations (one in HMT Depot and one in Osmanabad Depot). Considering field and lab test results, pile foundations have been recommended for the proposed elevated viaduct. For underground section, engineering parameters of sub soil may be used for tunnel design and construction.

5.3.3 System Effects System effects describe the quantification of system related components contributing to evaluation of modes.

a. Rolling Stock Requirement The carrying capacity for Light metro system is less in comparison to the medium capacity metro system. Therefore, the two systems will operate at different frequencies to cater to similar traffic demand. It is expected that light metro rolling stock will have high scheduled speed. Thus for the same peak traffic demand, the rolling stock requirement for the two systems may be different. The rolling stock requirement for the two systems has been worked out based on the following assumptions:

 Rolling Stock Specifications for Metro  Coach Dimensions ‐ 22.6m x 2.9m  Train Configuration ‐ 3 Car: DMC+TC+DMC  Train Capacity ‐ 3 car: 766 @6 p/m2, 975 @8 p/m2

 Rolling Stock Specifications for Light Metro  Coach Dimensions – 18 m x 2.65m  Train Configuration – 3 car  Train Capacity – 3 car : 586 @6/m2, 753 @8p/m

 Scheduled speed of 34 kmph for metro.  Scheduled speed of 38 kmph for light metro.  Turnaround time of 4 minutes for both metro and light metro systems.  Traffic reserve is taken as 5% to cater to failure of train on line and to make up for operational time lost.  Repair and maintenance has been estimated as 10% of total requirement (Bare+Traffic Reserve).

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The corridor wise headway and rolling stock requirement for both the systems have been calculated and presented in Table 5.15.

TABLE 5.15: HEADWAY AND ROLLING STOCK REQUIREMENT FOR THE TWO SYSTEMS

System Corridor Parameter 2024 2034 2044 Indra Nagar to Headway (Sec) 300 228 198 Metro HMT Junction Coach Reqmt (nos.) 36 45 54 ( 3 car) Hazuri Bagh to Headway (Sec) 360 240 198 Osmanabad Coach Reqmt (nos.) 33 45 54 Indra Nagar to Headway (Sec.) 225 171 157 Light HMT Junction Metro Coach Reqmt (nos.) 42 57 60 (3 Car) Hazuri Bagh to Headway (Sec) 277 189 164 Osmanabad Coach Reqmt (nos.) 36 48 57

b. Land Requirement for Depot

The land requirement for Light metro depots / maintenance facility will be less in comparison to metro depots due to the following factors:

 The maintenance facility for Light metro depot can be planned with sharp curves.  The length of Stabling lines, inspection lines and repair lines can be reduced to accommodate the rolling stock (18 m length).

Considering above, the land requirement for light metro depot will be less in comparison to the metro depot.

5.3.4 Environmental Effects Environmental impact has been compared in terms of air pollution, noise and vibration.  Air Pollution Air pollution is expressed in terms of benefits of fossil fuel saved and concomitant reduction in air pollutants accrue due to passengers shifting from road based systems to rail based systems such as Metro and Light Metro. As evident from travel demand forecasting, the Environmental impacts of Metro and Light Metro systems are expected to be same till the year 2044. Benefits due to passenger shifting from road to the proposed mode in case of reductions in fuel consumption, net savings on

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fuel expenditure and emissions reductions are summarized in Table 5.16, Table 5.17 and Table 5.18 respectively. The input to this estimation is the estimated daily reduced vehicle kilometer of road‐based vehicles.

TABLE 5.16: FUEL SAVED PER YEAR Fuel Saved per Year in Lakh Liters for Year Metro or Light Metro Diesel Petrol 2024 36.48 6.36 2034 52.86 14.73 2044 71.81 25.09

TABLE 5.17: NET SAVING IN FUEL EXPENDITURE PER YEAR Expenditure Savings in Rs. Lakh for Fuel Metro or Light Metro 2024 2034 2044 Diesel 2703 3918 5322 Petrol 502 1165 1983

TABLE 5.18: REDUCTION IN POLLUTION AND TREATMENT COST 2024 2034 2044 Parameter Metro or Light Metro Pollution Reduction in Tons/year Carbon Monoxide (CO) 104 180 274 Hydrocarbons (HC) 18 37 64 Oxides of Nitrogen (NOx) 122 179 247 Particulate Matter (PM) 5 9 13 Carbon Dioxide (CO2) 15474 23347 32572 Reduction in Treatment 326 502 761 Cost in Rs. Lakh

 Noise and Vibration Levels Noise and vibration pollution is dealt in terms of typical range of noise/vibration levels of Metro and Light Metro. Noise generated from Metro and Light Metro are 66.9 dB(A) and 66.4 dB(A) respectively considering 3 coaches for both systems and design speeds of 95 KMPH for Metro and 90 KMPH for Light Metro. Hence, noise impact for both the systems is almost similar.

Typical vibration levels for Light Metro are usually lower compared to Metro as the Light Metro speeds are lower. As per RDSO guidelines, screening distance required for Category 1 buildings for Metro system is 183m where as for light metro is 138m. Thus, it is seen that vibration impacts due to Light Metro are lesser compared to metro.

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5.3.5 Social Effects

5.3.6 Cost Effectiveness and Affordability The cost effectiveness and affordability include the analysis/ estimation of preliminary capital costs and associated operational & maintenance costs of Metro and Light Metro project.

i. Capital Cost Preliminary Capital Cost estimates for Metro & Light Metro system have been prepared covering civil, electrical, S&T works, rolling stock, environmental protection, rehabilitation, etc. at Jan’ 2020 price level.

While preparing the capital cost estimates, various items have generally been grouped under three major heads on the basis of (i) Route km length of alignment, (ii) Number of units of that item and (iii) Item being an independent entity. All items related with alignment, construction, permanent way, Signaling & Telecommunication, whether in main lines or in maintenance depot, have been estimated at rate per route km/km basis. The preliminary cost estimates for both Metro and Light Metro is presented in Table 5.19.

TABLE 5.19: PRELIMINARY COST ESTIMATES (IN CRORE) S. No. Item Metro Light Metro 1 Land 694.68 611.65 2 Alignment and Formation 1137.76 931.23 Station Buildings incl. Civil works, EM works, ECS, 3 856.80 756.84 TVS, Lift, escalators & Architectural Finishes etc. Depot including civil, EM, Machinery & plants, 4 257.30 233.50 general works & OCC Building 5 P‐Way for main line, depot and depot connectivity 225.92 215.16 6 Traction & power supply 750V DC 426.20 400.90 7 Signaling and Telecom. etc. 349.34 338.32 8a Environment 9.92 9.92 8b R & R incl. Hutments etc. 10.02 10.02 Misc. Utilities, road works, Topographic Surveys, Geotechnical Investigation, Barricading, Tree 9 Cutting and replanting, other civil works such as 170.82 147.90 signage's, Environmental protection and traffic management

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S. No. Item Metro Light Metro Capital Expenditure on Security including civil and 10 10.20 8.83 EM works Capital Expenditure on Inter modal integration 11 72.00 48.00 including Footpath for pedestrians 12 Rolling Stock 637.56 964.08 13 Total of all items except Land 4163.84 4064.69 General Charges incl. Design charges @ 5% on all 14 208.19 203.23 items except land 15 Total of all items including G. Charges 4372.03 4267.93 16 Contingencies @ 3 %on all items except land 131.16 128.04 Gross Total including Contingencies (excluding Land Cost) 4503.19 4395.97 Gross Total including Contingencies (including Land Cost) 5197.87 5007.62 Total Central GST & Basic Customs duty 385.85 393.53 Total State GST 331.40 332.66 Gross Total including Taxes & Duties 5915.12 5733.80

As indicated in table above, the capital cost of Light Metro is lower than Metro system.

ii. Operation and Maintenance Cost

The Operation and Maintenance costs for mass transport system are worked under three major heads:

a) Staff cost ‐ O&M staff@ 25 persons per km and average staff salary of Rs. 8.7 lakh per annum in the year 2020, escalation factor used for staff costs is 9% per annum. It is expected that the staff cost for the two systems viz. Metro and Light metro will be same.

b) Maintenance cost ‐ includes expenditure towards upkeep and maintenance of the system and consumables.

c) Energy Cost The energy consumption for the mass transit system is comprised of two major components viz. traction energy consumption and non traction or auxiliary energy consumption.

The assumptions made for the calculation of energy charges for the two systems are given below:

. The traction energy cost of the system is also dependent on the weight of the rolling stock and the frequency of operation. The weight of the rolling stock

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for the metro trains (177T) is higher than Light metro trains (107T). However, the frequency of operation for the Light metro will be higher than the MRTS system. . The station length in case of the metro system will be higher in comparison to the light metro system. Therefore, the station auxiliary load for metro system is assumed to be 10% higher than the light metro system. . The energy charges for both the systems for different horizon years have been calculated considering the escalation of 5% per annum.

Based on the above assumptions, the operation and maintenance cost for the two systems for different horizon years have been calculated and presented in Table 5.20.

TABLE 5.20: O&M COST FOR DIFFERENT HORIZON YEARS (IN RS. CRORE) System 2024 2034 2044 Metro Corridor 1 67.68 136.60 276.81 Corridor 2 66.14 135.33 276.12 Light metro Corridor 1 64.03 131.10 267.35 Corridor 2 62.50 129.80 266.05

From the above table it is clear that that the operation and maintenance cost for light metro is slightly less than the metro system.

5.3.7 Financial and Economic Effects

 Economic Returns

Economic effects of the system are measured by undertaking economic analysis (cost benefit analysis) of the alternative mass transit project. Economic analysis captures all project related expenditure flow; and all benefits likely to accrue to the society during a pre‐defined analysis period.

The project benefits are estimated through comparison of costs arising out of “with project” and “without project” scenario. In the analysis, the cost and benefit streams arising under the above project scenarios are estimated in terms of economic prices computed by using appropriate shadow prices. This is done to iron out distortions due to externalities and anomalies arising in real world pricing systems.

Total net savings/or benefit is obtained by subtracting the economic cost of the project (incurred for construction (Capital) and maintenance (recurring) costs for the project from the benefits out of the project in each year. The cost benefit flow is used to estimate the (i) Economic Internal Rate of Return (EIRR) (ii) Economic Net

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Present Value (ENPV).

i. Project Horizon

Project horizon comprises of the construction and operation period of the rail‐based transit project. The annual streams of project costs and benefit have been compared over the analysis period of 30 years to estimate the net cost / benefit and to calculate the economic viability of the project in terms of EIRR. The key assumptions used in the evaluation are listed in Table 5.21.

TABLE 5.21: KEY EVALUATION ASSUMPTIONS Parameter Assumption Price Level Jan’20 Construction period 2020‐2024 First year of operation 2024 Daily to annual factor 340

ii. Development of 'With' and 'Without’ Scenarios

The development of the two scenario starts with estimating the traffic and the modal share in these scenarios for the two systems.

Table 5.2 in Section 5.3.1 gives the estimated traffic and modal share in different horizon years for the two systems under evaluation. It can be seen that the total estimated demand for all modes in the year 2024 is 28 Lakh which is expected to rise to about 39 Lakh in the year 2044. The daily demand on rail‐based mass transport system is estimated to be 2.6 lakh passenger trips in 2024. It is expected to rise to 5.4 lakh in 2044.

iii. Economic Costs

The economic costs of capital works and annual operation & maintenance costs have been calculated from the financial cost estimates by excluding:

1. Price contingencies/price escalations 2. Import duties and taxes 3. Sunk costs 4. Interest payment, principal payment and interest during construction period

The economic costs (Table 5.22) have been derived from financial costs using following shadow price factor for each component to take care of the distortions brought by above factors.

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TABLE 5.22: FACTORS USED FOR CONVERTING PROJECT COSTS TO ECONOMIC COSTS S. No Item Factor 1 Capital Cost 0.83 2 Operations & Maintenance Cost 0.87

Tables 5.23 and 5.24 give the capital and O&M costs of the two systems at Jan 2020 Price levels in financial and economic terms respectively.

iv. Economic Benefits Srinagar Mass Rapid Transport (Metro/ Light Metro) will yield tangible and non‐ tangible savings due to equivalent reduction in road traffic and certain socio‐ economic benefits. The Introduction of mass rapid transit will result in reduction in number of mini buses, IPT, usage of private vehicles, air pollution and increase in the speed of road‐based vehicles. This, in turn, will result in significant social benefits due to reduction in fuel consumption, vehicle operating cost and travel time of passengers. Reduction in accidents, pollution and road maintenance costs are the other benefits to the society in general.

TABLE 5.23: FINANCIAL COSTS OF METRO & LIGHT METRO ‐ CAPITAL AND O&M IN CRORE (at Jan’20 Prices) Cost Component Metro Light Metro Construction Cost Including land and R&R 5198 5008 Central, State Taxes and Duties 717 726 O&M Costs  2024 126 119  2034 133 127  2044 139 132 TABLE 5.24: ECONOMIC COSTS OF METRO & LIGHT METRO ‐ CAPITAL AND O&M (IN CRORE) Cost Component Metro Light Metro Construction Cost Including land and R&R 4314 4156 O&M Costs  2024 109 103  2034 116 111  2044 121 115

The benefit stream includes:  Savings in Capital and operating cost (on present congestion norms) of carrying the total volume of passenger traffic by existing modes in case MRTS project is not taken up.

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 Savings in operating costs of different modes due to de‐congestion including those that would continue to use the existing transport network even after the mass rapid transit is introduced.  Savings in time of commuters using the mass rapid transit over the existing transport modes because of faster speed of mass rapid transit.  Savings in time of those passengers continuing on existing modes, because of reduced congestion on roads.  Savings on account of prevention of accidents and pollution with introduction of mass rapid transit.  Savings in road infrastructure and development costs that would be required to cater to increase in traffic, in case MRT is not introduced.

The quantification of some of the social benefits has not been attempted because universally acceptable norms do not exist to facilitate such an exercise. However, it has been considered appropriate to highlight the same, as given below:

 Reduced road stress  Better accessibility to facilities in the influence area  Economic stimulation in the micro region of the infrastructure  Increased business opportunities  Overall increased mobility  Facilitating better planning and up‐gradation of influence area  Improving the image of the city

Following factors (Table 5.25) have been used for converting project benefits to economic costs.

TABLE 5.25: FACTORS USED FOR CONVERTING PROJECT BENEFITS IN TERMS OF ECONOMIC COSTS S. No Item Factor 1 Savings in Capital & Operating Cost of Buses 0.83 2 Savings in Capital & Operating cost of Private Vehicles 0.9 3 Savings in Passenger Time 1.0 4 Savings in VOC 0.9 5 Savings in Accident Costs 0.9 6 Savings in Pollution Costs 1.0 7 Infrastructure Maintenance Cost Savings 0.87

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v. Input Parameters

Inputs used for Economic analysis have been collected from primary and secondary data sources. Vehicle Operating cost (VOC) and Value of Travel Time (VOT) are the two important parameters of Economic Analysis.

Vehicle Operating cost (VOC) is a function of speed, road roughness, carriageway, width/capacity, rise and fall per unit. The VOC unit cost can have been taken from the “Manual on Economic Evaluation of Highway Projects in India, 2009” by the Indian Road Congress (IRC). The VOC has been adjusted for Srinagar according to the traffic, road conditions, fuel cost in the city as recommended in the manual. Table 5.26 gives the mode wise VOC to estimate benefits accruing to the society from the project.

TABLE 5.26: MODE WISE VOC FOR SRINAGAR

Mode VOC* ₹ /KM Car 8.47 2w 3.37 Auto 6.78 Bus 21.16 *Source IRC SP 30 (2009) Values brought to 2019 price level using factor of 5%

Value of Travel Time (VOT) is another important parameter of Economic Analysis. It refers to the cost of time spent on transport. It includes costs of both work and non‐ work trips. Mode wise value of time has also been taken from IRC SP 30 (2009) Values brought to 2019 level using factor of 5%. The value of travel time for Metro / Light Metro passengers has been taken as that of deluxe bus. Table 5.27 gives the mode wise VOT to estimate benefits accruing to the society from the project.

TABLE 5.27: MODE WISE VOT FOR SRINAGAR METRO AND LIGHT METRO Mode Value of Travel Time**Passenger/ Hr Car 93.66 2w 43.98 Auto 81.44 Bus 70.86 Metro/ Light Metro 70.86 *Source IRC SP 30 (2009) Values brought to 2019 level using factor of 5%

Other operational parameters required to assess the savings in VOC and VOT for the two systems in the year 2044 are presented in Tables 5.28 and 5.29.

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TABLE 5.28: MODE WISE OPERATIONAL PARAMETERS – METRO

Average Speed (km/hr)* Mode Avg Lead Veh‐km/ Occupancy/ Without With (km) day Trip Metro Metro Car 7.2 18 13 16 2.6 2wh 6.0 15 11 13 1.5 Auto 5.1 80 10 12 2.6 Bus 6.3 200 8 11 20 Source: RITES Primary Surveys 2017, * Derived from Transport Demand Model

TABLE 5.29: MODE WISE OPERATIONAL PARAMETERS‐ LIGHT METRO Mode Avg Lead Veh‐km/ Average Speed (km/hr)* Occupancy (km) day Without Metro With Metro / Trip Car 7.2 18 13 16 2.6 2wh 6.0 15 11 13 1.5 Auto 5.1 80 10 12 2.6 Bus 6.3 200 8 11 20 Source: RITES Primary Surveys 2017, * Derived from Transport Demand Model

The emission factors by vehicle category as given by CPCB are presented in Table 5.30 as under per the Appraisal guidelines.

TABLE 5.30: VOLUME OF POLLUTANTS EMITTED (EMISSION FACTORS IN GM/KM) Vehicle Type/ Pollutant CO HC NOX PM CO2 2‐wheeler 1.4 0.7 0.3 0.05 28.58 Auto 2.45 0.75 0.12 0.08 77.89 Cars (incl. cabs) 1.39 0.15 0.12 0.02 139.52 Bus (incl. BRT) 3.72 0.16 6.53 0.24 787.72 Treatment Cost (Rs. /ton) 1,00,000 1,00,000 1,00,000 1,00,000 500 Source: Appraisal guidelines for Metro Rail Project Proposals MoHUA, GOI 2017

vi. Estimation of Project Benefits

1. Travel Time Savings  Travel Time Savings due to higher speed of mass rapid transit project as compared to Without project scenario.  Congestion reduction due to modal shift leads to fewer vehicles on roads. This also contributes to time savings of passengers travelling on other modes.

2. Savings in Vehicle Operating Cost  Absence of vehicles on road due to modal shift passengers on mass rapid transit  Smoother operations of passenger trips of other mode vehicles owing to reduced congestion on roads.

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3. Savings from Accident Reduction  Reduction in fatal and injury accidents due less no of vehicles on roads  Savings in damage cost to vehicles involved in accidents. Due to non‐availability of data benefits from reduction in accidents could not be estimated.

4. Savings from Pollution Reduction  Absence of vehicles on road due to shift of passengers to mass transit mode

5. Savings in Road Infrastructure Maintenance With less no of vehicles on roads, expenditure on road maintenance is expected to go down. In the absence of data, a lumpsum expenditure of Rs 50Cr/ year has been assumed.

Above socio‐economic benefits have been converted in money cost. With input from above considerations, the accrued project benefits for the two systems in the horizon year 2044 have been summarized in Table 5.31.

TABLE 5.31: COMPARISONS OF SAVINGS FROM TWO SYSTEMS IN 2044 S. Metro LIGHT METRO BENEFITS No. Amount % Share Amount % Share 1 Travel Time Savings 890 71% 890 71% 2 Savings in Vehicle Operating Cost 301 24% 301 24% 3 Savings from Accidents, Pollution & 58 5% 58 5% Road maintenance Reduction Total 1249 100% 1249 100%

It is clear from the table that benefits irrespective of the system, benefits mainly come from saving of travel time by Metro/ Light Metro (71%) followed by VOC savings (24%) and environmental benefit from emission reduction and road maintenance cost (together) is 5%.

vii. Economic Benefit Stream

For deriving the values of economic indicators (EIRR, ENPV), cost and benefit stream for the two systems has been constructed in terms of money value. The Toolkit on Finance and Financial Analysis 2013 by MoHUA, suggests that ENPV to be calculated on social cost of capital or government security rate. Accordingly, ENPV for the two systems have been calculated on both the rates.

Metro Rail Policy 2017 prescribes 14% as acceptable EIRR rate for metro project, same has been considered as the social cost of capital. The government security rate in Dec.2019 is 6.79%. Accordingly, ENPV for the two systems has been

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calculated based on these rates. The summary of the ENPV, EIRR and Cost Benefit ratio is presented in Table 5.32.

The cost and benefit streams for Metro and Light Metro systems are presented in Table 5.33 and Table 5.34 respectively. TABLE 5.32: COMPARISON OF SAVINGS FROM THE TWO SYSTEMS IN 2044 S. No. Parameter Metro LIGHT METRO 1 EIRR 14.17% 14.66% 2 ENPV (in Rs. Crore) ‐ Social cost of capital @14% 46.07 164 ‐ Government Security Rate@ 6.79% 4016 4007

 Life Cycle Cost

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TABLE 5.33: COST AND BENEFIT STREAM FOR METRO SYSTEM ( IN CRORE)

YEAR CAPITAL RUNNING TOTAL SAVINGS FROM SAVINGS FROM INFRASTRUCTURE & TOTAL SAVINGS NET CASH FLOW EXPENSE COSTS BUSES OTHER VEHICLES TIME VOC POLLUTION & ACCIDENT MAINTENANCE SAVING 2021‐22 665.38 0.00 665.38 0.00 0.00 0.00 0.00 0.00 0.00 -665.38 2022‐23 1411.25 0.00 1411.25 0.00 0.00 0.00 0.00 0.00 0.00 -1411.25 2023‐24 1305.27 0.00 1305.27 0.00 0.00 0.00 0.00 0.00 0.00 -1305.27 2024‐25 932.33 109.21 1041.54 47.08 8.73 332.05 60.87 4.82 30.45 484.00 -557.54 2025‐26 0.00 109.92 109.92 52.51 9.74 370.32 67.89 5.37 32.63 538.45 428.53 2026‐27 0.00 110.59 110.59 58.30 10.81 411.17 75.38 5.96 34.80 596.41 485.82 2027‐28 0.00 111.27 111.27 64.47 11.95 454.73 83.37 6.59 36.98 658.10 546.82 2028‐29 0.00 111.94 111.94 71.06 13.18 501.18 91.88 7.27 39.15 723.71 611.77 2029‐30 0.00 112.63 112.63 78.07 14.48 550.66 100.95 7.99 41.33 793.47 680.84 2030‐31 0.00 113.30 113.30 85.54 15.86 603.35 110.61 8.75 43.50 867.62 754.32 2031‐32 0.00 113.99 113.99 89.04 16.51 628.03 115.14 9.11 43.50 901.32 787.34 2032‐33 0.00 114.66 114.66 92.69 17.19 653.72 119.84 9.48 43.50 936.41 821.75 2033‐34 0.00 115.34 115.34 96.48 17.89 680.45 124.75 9.87 43.50 972.93 857.59 2034‐35 161.05 116.01 277.07 95.52 28.32 697.84 120.08 10.77 43.50 996.04 718.97 2035‐36 0.00 116.49 116.49 98.74 29.27 721.34 124.13 11.14 43.50 1028.11 911.62 2036‐37 0.00 116.96 116.96 102.06 30.26 745.63 128.31 11.51 43.50 1061.27 944.31 2037‐38 0.00 117.43 117.43 105.50 31.28 770.74 132.63 11.90 43.50 1095.55 978.11 2038‐39 0.00 117.90 117.90 109.05 32.33 796.69 137.09 12.30 43.50 1130.98 1013.07 2039‐40 0.00 118.38 118.38 112.73 33.42 823.52 141.71 12.71 43.50 1167.60 1049.22 2040‐41 0.00 118.84 118.84 116.52 34.55 851.26 146.48 13.14 43.50 1205.45 1086.61 2041‐42 0.00 119.31 119.31 128.39 35.71 879.92 151.42 13.58 43.50 1252.53 1133.21 2042‐43 0.00 119.79 119.79 124.50 36.91 909.55 156.52 14.04 43.50 1285.03 1165.24 2043‐44 0.00 120.25 120.25 128.70 38.16 940.18 161.79 14.52 43.50 1326.84 1206.59 2044‐45 545.58 120.73 666.31 128.39 47.96 871.19 139.99 15.52 43.50 1246.55 580.24 2045‐46 0.00 121.20 121.20 130.96 48.92 888.61 142.79 15.83 43.50 1270.61 1149.41 2046‐47 0.00 121.67 121.67 133.58 49.90 906.38 145.65 16.15 43.50 1295.16 1173.49 2047‐48 0.00 122.14 122.14 136.25 50.90 924.51 148.56 16.47 43.50 1320.19 1198.05 2048‐49 0.00 122.62 122.62 138.97 51.92 943.00 151.53 16.80 43.50 1345.72 1223.11 2049‐2050 0.00 123.08 123.08 141.75 52.96 961.86 154.56 17.14 43.50 1371.77 1248.69 IRR % 14.17 ENPV 46.07 ENPV 4016

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TABLE 5.34: COST AND BENEFIT STREAM FOR LIGHT METRO SYSTEM

YEAR CAPITAL RUNNING TOTAL SAVINGS FROM SAVINGS FROM INFRASTRUCTURE & TOTAL SAVINGS NET CASH FLOW EXPENSE COSTS BUSES OTHER VEHICLES TIME VOC POLLUTION & ACCIDENT MAINTENANCE SAVING 2021‐22 622.03 0.00 622.03 0.00 0.00 0.00 0.00 0.00 0.00 -622.03 2022‐23 1350.09 0.00 1350.09 0.00 0.00 0.00 0.00 0.00 0.00 -1350.09 2023‐24 1274.12 0.00 1274.12 0.00 0.00 0.00 0.00 0.00 0.00 -1274.12 2024‐25 910.08 103.20 1013.28 47.08 8.73 332.05 60.87 4.82 30.45 484.00 -529.28 2025‐26 0.00 104.09 104.09 52.51 9.74 370.32 67.89 5.37 32.63 538.45 434.36 2026‐27 0.00 104.97 104.97 58.30 10.81 411.17 75.38 5.96 34.80 596.41 491.45 2027‐28 0.00 105.84 105.84 64.47 11.95 454.73 83.37 6.59 36.98 658.10 552.25 2028‐29 0.00 106.72 106.72 71.06 13.18 501.18 91.88 7.27 39.15 723.71 616.99 2029‐30 0.00 107.61 107.61 78.07 14.48 550.66 100.95 7.99 41.33 793.47 685.86 2030‐31 0.00 108.47 108.47 85.54 15.86 603.35 110.61 8.75 43.50 867.62 759.14 2031‐32 0.00 109.36 109.36 89.04 16.51 628.03 115.14 9.11 43.50 901.32 791.97 2032‐33 0.00 109.77 109.77 92.69 17.19 653.72 119.84 9.48 43.50 936.41 826.64 2033‐34 0.00 110.17 110.17 96.48 17.89 680.45 124.75 9.87 43.50 972.93 862.77 2034‐35 276.99 110.58 387.56 95.52 28.32 697.84 120.08 10.77 43.50 996.04 608.47 2035‐36 0.00 110.98 110.98 98.74 29.27 721.34 124.13 11.14 43.50 1028.11 917.14 2036‐37 0.00 111.39 111.39 102.06 30.26 745.63 128.31 11.51 43.50 1061.27 949.89 2037‐38 0.00 111.80 111.80 105.50 31.28 770.74 132.63 11.90 43.50 1095.55 983.74 2038‐39 0.00 112.20 112.20 109.05 32.33 796.69 137.09 12.30 43.50 1130.98 1018.77 2039‐40 0.00 112.61 112.61 112.73 33.42 823.52 141.71 12.71 43.50 1167.60 1054.98 2040‐41 0.00 113.02 113.02 116.52 34.55 851.26 146.48 13.14 43.50 1205.45 1092.43 2041‐42 0.00 113.42 113.42 128.39 35.71 879.92 151.42 13.58 43.50 1252.53 1139.10 2042‐43 0.00 113.82 113.82 124.50 36.91 909.55 156.52 14.04 43.50 1285.03 1171.21 2043‐44 0.00 114.24 114.24 128.70 38.16 940.18 161.79 14.52 43.50 1326.84 1212.60 2044‐45 583.69 114.64 698.33 128.39 47.96 871.19 139.99 15.52 43.50 1246.55 548.22 2045‐46 0.00 115.05 115.05 130.96 48.92 888.61 142.79 15.83 43.50 1270.61 1155.57 2046‐47 0.00 115.46 115.46 133.58 49.90 906.38 145.65 16.15 43.50 1295.16 1179.70 2047‐48 0.00 115.87 115.87 136.25 50.90 924.51 148.56 16.47 43.50 1320.19 1204.32 2048‐49 0.00 116.28 116.28 138.97 51.92 943.00 151.53 16.80 43.50 1345.72 1229.45 2049‐50 0.00 116.68 116.68 141.75 52.96 961.86 154.56 17.14 43.50 1371.77 1255.09 IRR 14.66% ENPV 164 ENPV 4007

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5.3.8 Approvals and Implementation Both the systems Metro and Light Metro have set standard procedures for approvals and implementation as per Metro Rail Policy 2017. The operational and technologies as well as various components like track gauge, civil structures and rolling stock components have been standardized and now available within the country. Technical expertise has also been developed in the country over the period of time.

5.4 SCORING OF QUANTITATIVE PARAMETERS 5.4.1 The quantitative evaluation of parameters has focused on eliminating the alternative among Metro and Light Metro that is less viable for Srinagar. The process involves discarding of alternative that may not be suitable to the existing local conditions.

5.4.2 Basis of Scoring Parameters for Quantitative Evaluation The weightage for various criteria for quantitative evaluation has been considered same as that of qualitative evaluation. However, detailed evaluation of quantitative parameters has been carried out. The basis of scoring these parameters is as follows:  Mobility Effects ‐ Both the modes will be able to cater to maximum PHPDT beyond the year 2044 in both the corridors and scores similar on this parameter.  Conceptual Civil Engineering Effects –Light Metro system scores high as they require less right of way and have relatively easy constructability than Metro.  System Effects – In India, both the systems are operational in various cities and have the technology in place. In metro rail land requirement for depot maintenance is more as compared to Light Metro.  Environmental Effects – Metro and Light Metro scores same as both have better carrying capacity resulting in higher savings in environmental costs.  Social Effects –Light Metro scores more over Metro as it affects relatively less structures.  Cost Effectiveness & Affordability –Light Metro scores higher than Metro as cost of construction and maintenance is less than for Light metro.  Financial and Economic Effects – Light Metro scores higher than Metro as considering the economic returns.  Approvals and Implementation – Time required for approvals for Metro & Light metro will be same. Light metro will be easier to implement with respect to the metro system because of civil structure and gradient in the city.

The summary of scoring for both the modes based on quantitative evaluation is presented in Table 5.35.

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TABLE 5.35: QUANTITATIVE EVALUATION ‐ SCORING OF PARAMATERS S. Total Light Parameters Metro No. Score Metro A. Mobility Effect 1 Ability to cater Travel Demand ‐ Max. PHPDT 12 12 12 2 Daily System Utilisation‐PKM/KM 5 5 5 Reduced Vehicles on road due to proposed 3 system 3 3 3 Total A 20 20 20 B. Conceptual Civil Engineering Effect 1 Available Right of Way (Land Acquisition) 4 3 4 2 Alignment Design and Constructability 3 2.25 3 Geotechnical Characteristics and Civil 3 Structures 3 2.25 3 4 Station Planning and Intermodal Integration 3 2.25 3 5 Requirement for Utility Shifting 2 1.5 2 Total B 15 11.25 15 C. System Effects 1 Rolling Stock Requirement 6 6 4.5 2 Land for Maintenance Depot 2 1.5 2 3 Indigenous Availability 2 2 2 Total C 10 9.5 8.5 D. Environment Effects 1 Air Pollution 10 10 10 2 Noise Pollution 5 5 5 Total D 15 15 15 E. Social Effects 1 Structures/Persons Affected 5 3.75 5 Total E 5 3.75 5 F. Cost Effectiveness & Affordability 1 Capital Cost (per Passenger KM) 10 7.5 10 Operation & Maintenance Cost (per 2 Passenger KM) 5 3.75 5 Total F 15 11.25 15 G. Financial and Economic Effects 1 Economic Returns 10 7.5 10 2 Life Cycle Cost 5 5 5 Total G 15 12.5 15 H. Approvals and Implementation 1 Time Required for Approvals 3 3 3 2 Ease of Implementation 2 1.5 2.0 Total H 5 4.5 5 Grand Total A+B+C+D+E+F+G+H 100 87.75 98.5

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RITES Ltd. Page | 5‐31 Chapter – 6. IMPLEMENTATION OPTIONS FOR VIABLE ALTERNATIVES Alternatives Analysis Report for Srinagar MRTS Final AAR Chapter-6: Implementation Options For Viable Alternatives

6. IMPLEMENTATION OPTIONS FOR VIABLE ALTERNATIVES

6.1. IMPLEMENTATION OPTIONS

6.1.1. Capital and O&M Costs

It has been estimated that at Jan’2020 prices, the capital cost of Srinagar Light Metro would be Rs 5008 Crore and with all taxes it would be Rs 5734 Crore for both the corridors. With escalation factor of 5 % p.a., the Completion Cost of the project is estimated to be Rs. 5404 Crore for both the corridors. With Central GST, the completion cost becomes Rs 5833 Crore. The land Costs has not been escalated since land acquisition would be completed in the initial two years. The total O&M cost in the year 2024 is estimated at Rs. 126.53 Crore and Rs 260.90 Crore in the year 2034 for both the corridors. The details of costs are presented in Table 6.1.

TABLE 6.1: COST OF SRINAGAR LIGHT METRO Cost Component Both Corridors - Rs. (Crore) Construction Cost Including land &R&R 4386 Taxes @18% for GST 726 Total Including Taxes 5008 Completion Costs Cost Without Taxes 5404 With Central Taxes 5833 With both Central and State taxes 6195 O&M Costs Year 2024 127 Year 2034 261 Year 2044 533

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Considering that the construction of Srinagar Light Metro will take 4 years construction period, Table 6.2 gives the year wise fund requirements based on typical construction schedule. TABLE 6.2: YEAR WISE FUND REQUIREMENTS WITH CENTRAL TAXES (RS IN CRORE) Completion Land and R&R Central Total Completion Year Cost Cost Taxes Cost with CT 2021-2022 439 311 39 789 2022-2023 1,382 311 124 1,816 2023-2024 1,692 152 1,844 2024-2025 1,269 114 1,383 TOTAL 4782 622 429 5833

6.1.2. Options for Central Financial Assistance

The various options for central financial assistance for metro/ light metro projects as detailed in the Metro Rail Policy are:

i. Public Private Partnership (PPP) ii. Grant by the Central Government iii. Equity Sharing Model

Subsequent paragraphs describe the various models with respect to funding of Srinagar Light Metro:

i. Public Private Partnership (PPP) The fundamental principle underlying Public Private Partnerships (PPPs) as a development option for any infrastructure project is to combine the strengths of the private sector with those of the public sector in order to overcome challenges faced during construction & operation and to achieve superior outcomes. The private sector can be expected to contribute to efficiency gains in the development of land, construction, operations and maintenance through the use of technology, better management and construction practices. In addition, the private sector should be expected to bring economies of scale from large projects and by involving a larger number of private partners. However, the success of PPP will depend critically on designing PPP structures that make an appropriate allocation of risks, responsibilities, rewards and penalties, and create the incentives for value creation. Indeed, this risk allocation is the defining feature of the PPP strategy. The golden principle is that risks should be allocated to the entity best equipped to manage each risk. The expectation is that such an allocation of risks will not only produce the best possible program and project

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outcomes but also optimize costs. This should lead to good quality outcomes at optimum prices. Any infrastructure project generally goes through the following phases:

Operation & Project Pre-Construction Construction Maintenance Preparation (O&M)

Each phase is susceptible to different types of risks. A PPP can be established in either in Construction phase/ Operation & Maintenance phase; and both Construction and O&M phase. Based on Metro Policy 2017 and PPP models adopted in various sectors in India, the explored models of PPP are presented in Figure 6.1. Central financing for this model will be governed by the Viability Gap Funding (VGF) scheme of Government of India.

FIGURE 6.1: PUBLIC PRIVATE PARTNERSHIP MODELS

A. PPP Models for Light Metro during Construction Phase

Model 1: Development of Light Metro on Government Land - Design, Build, Finance and Transfer (DBFT) with Annuity.

Under this model, the public authority will provide land to the selected private developer. The private partner will develop the infrastructure with its own funds and

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funds raised from lenders at its risk (that is, it will provide all or the majority of the financing). The authority shall be responsible for operating (supply and running of rolling stock) and managing the infrastructure life cycle (assuming life-cycle cost risks).

The bid parameter in such projects is generally annuity which is a fixed amount paid to the private partner post-construction and during Operation & Maintenance period. The fee is generally financed through the funds coming from users after covering O&M expenses and long-term maintenance. If these funds are insufficient to meet the Annuity pay-out, the Authority shall finance the same through State/ Central Government.

Model 2: Development of Light Metro System on Government Land - DBFT with Hybrid Annuity

This model is similar to DBFT with Annuity except for one major difference – The private entity receives certain amount (% of capital cost) during construction phase while the remaining is paid out as annuity during operation & maintenance phase.

B. PPP Models for Light Metro during O&M Phase – O&M Services

Model 1: Operation and Maintenance Services on Cost + Fee Model

Under this model, post-construction of civil assets, the private partner installs the system (signaling and electrical assets), procures rolling stock and operates and maintains all these assets. The authority collects all the revenue and pays the private entity a monthly/ annual payment for operations and maintenance of the system. The remuneration given could comprise of a fixed fee and a variable component, which would depend on the quality of service provided.

Model 2: Operation and Maintenance Services on Gross Cost Model

Under this model, post-construction of civil assets, the private partner installs the system, procures rolling stock and operates and maintains all the assets. The authority collects all the revenue and the private entity is paid an agreed fixed sum for the duration of the contract.

Model 3: Operation and Maintenance Services on Net Cost Model

Under this model, post-construction of civil assets, the private partner installs the system, procures rolling stock and operates and maintains all the assets. The private entity collects the complete revenue generated from the services provided. In case, the revenue generated is lower than O&M cost, the Authority may agree to compensate the difference in cost to the private entity while finalizing the agreement.

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C. PPP Models for Light Metro during O&M Phase – Maintenance Services

Model 1: Maintenance Services on Cost + Fee Model

Under this model, post-construction and installation of system including provisioning of rolling stock by public authority, the private partner is awarded the contract to maintain all the assets. The authority collects all the revenue and pays the private entity a monthly/ annual payment for maintenance of the system. The remuneration given could comprise of a fixed fee and a variable component, which would depend on the quality of maintenance.

Model 2: Maintenance Services on Gross Fee Model

Under this model, post-construction and installation of system including provisioning of rolling stock by public authority, the private partner is awarded the contract to maintain all the assets. The authority collects all the revenue and the private entity is paid an agreed fixed sum for the duration of the contract.

D. PPP Models for Light Metro during O&M Phase – Non-Core Services

Model 1: Non-Core Services on Cost + Fee Model

For carrying out certain non-core activities such as Automated Fare Collection system, Housekeeping, Non-Fare Revenue Collection etc., a private entity may be selected who shall be paid a monthly/ annual payment for undertaking these activities. The remuneration given could comprise of a fixed fee and a variable component, which would depend on the quality of service provided.

Model 2: Non-Core Services on Gross Fee Model

E. PPP Models for Light Metro during both Construction and O&M Phase

Model 1: Development of Light Metro on Government Land - Design, Build, Finance, Operate and Transfer (DBFOT) with VGF/Premium

Under this model, the public authority will provide land to the selected private developer. The private partner will develop the infrastructure with its own funds and funds raised from lenders at its risk (that is, it will provide all or the majority of the financing). The contractor is also responsible for operating (supply and running of rolling stock) and managing the infrastructure life cycle (assuming life-cycle cost risks) for a specified number of years. To carry out these tasks, the private partner, will usually create an SPV.

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The bid parameter in such projects is either Premium (as percentage of revenues) if the funds coming from users are sufficient to cover O&M expenses and long-term maintenance with a surplus that can then be used as a source to repay the financing of the construction of the asset, and where no Bidder is offering a Premium, bidding parameter is the Grant required (as per VGF scheme of Government of India).

Model 2: Development of Light Metro on Government Land - DBFOT with Annuity

This model is similar to DBFOT with VGF/Premium expect for two major differences- 1) User fees/charges are collected by the public authority 2) The private entity receives a fixed amount (called as Annuity payment) for a specified number of years. The fee is generally financed through the funds coming from users and in case the revenue from users is insufficient to meet the Annuity pay-out, the Authority shall finance the same through State/ Central Government.

Model 3: Development of Light Metro on Government Land - DBFOT with Hybrid Annuity

This model is similar to DBFOT with Annuity except for one major difference – The private entity receives certain amount (% of capital cost) during construction phase while the remaining is paid out as annuity during operation & maintenance phase.

The comparison of above models and their selection is based on the risk associated with each model. It is known that, compared with public entities, private firms usually have higher costs of capital as well as profitability requirements that significantly affect the cost of infrastructure initiatives. Therefore, the PPP arrangement which would be finalized at the time of implementation should, in principle, enhance value for money (VfM) through a combination of factors, including financing, operational efficiencies, superior risk management, greater implementing capacity, and enhanced service quality.

The transfer of risk from the public entity to the private partner in various PPP models is set out in Table 6.3.

TABLE 6.3: RISK BASED COMPARISON OF PPP MODELS Construction Non-Core Risk (including Operation Maintenanc activities Revenue PPP Model design & Risk e Risk Management Risk financing risk) Risk DBFT with Annuity Private Government Government Government Government DBFT with Hybrid Annuity Private Government Government Government Government O&M Services – Cost + Fee Government Shared Shared Shared Government O&M Services – Gross Cost Government Private Private Private Government O&M Services – Net Cost Government Private Private Private Private

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Construction Non-Core Risk (including Operation Maintenanc activities Revenue PPP Model design & Risk e Risk Management Risk financing risk) Risk Maintenance Services – Government Government Shared Shared Government Cost + Fee Maintenance Services – Government Government Private Private Government Gross Cost Non-Core Services – Cost + Government Government Government Shared Government Fee Non-Core Services – Gross Government Government Government Private Government Cost DBFOT with VGF/ Premium Private Private Private Private Private DBFOT with Annuity Private Private Private Private Government DBFOT with Hybrid Annuity Private Private Private Private Government

ii. Grant By Central Government Under this option Central Government would fund 10% of the project completion cost excluding private investment Land, R&R and state taxes. Remaining costs are to be borne by state with Private sector participation. The private sector participation shall be from one of the models discussed above which shall be finalized at the time of implementation.

iii. Equity Sharing Model This model is commonly known as Special Purpose Vehicle (SPV) model is the most prevalent model in metro rail operation in Indian cities. In this model, projects are taken up under equal ownership of Central and State Government concerned through equal sharing of equity. The formation of a jointly owned SPV is an essential feature of this model.

As per the prevalent practice, Central Government contributes 20% of the project cost excluding land, R&R and state taxes as their equity contribution. An equal amount can be contributed by State Government aggregating the total equity to 40%. Remaining 60% is arranged as soft loan from funding agencies. Delhi Metro Rail Corporation, Bangalore Metro Rail Corporation, Chennai Metro Rail Corporation & Kolkata Metro Rail Corporation are some of the examples of success of such a SPV.

Department of Economic affairs, Ministry of Finance, Government of India has issued policy guidelines no 3/11/2015-PMU on official Development Assistance for development cooperation with bilateral partners. This assistance can be availed for metro/ light metro projects. The prevailing interest rate is 1.5% p.a. for ODA loans. The loan is repayable in 30 years including moratorium period of 10 years. The loan assistance is up to 85% of the total project cost excluding taxes and land costs. Since

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the loan is generally in currency of lending country, any fluctuation in exchange rate at the time of repayment are generally borne by SPV.

Private sector participation in this model can be explored for O&M phase. The PPP model to be adopted for the same shall be decided at the time of implementation.

a. Central Financial Assistance

i. Under PPP Model As per the rules of GOI, the CFA in terms of Viability Gap Funding (VGF) has a cap of 20% of the project completion cost excluding Land, R&R and state taxes for PPP projects provided the state government also contribute same or more amount towards the project. Accordingly, year wise outflow of funds from GOI for CFA would be as presented in Table 6.4.

TABLE 6.4: FUND REQUIREMENT FROM GOI UNDER PPP MODEL Year Central Financial Assistance(VGF) (Rs in Crore) 2021-2022 158 2022-2023 363 2023-2024 369 2024-2025 277 TOTAL 1167

ii. Under Grant Model Under this option, the CFA is 10% of the project completion cost excluding private investment land, R&R and state taxes. Year wise fund requirement is detailed in Table 6.5.

TABLE 6.5: FUND REQUIREMENT FROM GOI UNDER GRANT MODEL

Year Central Financial Assistance (Rs in Crore) 2021-2022 79 2022-2023 182 2023-2024 184 2024-2025 138 TOTAL 583

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iii. Under Equity Sharing Model The central financial assistance under this model is same as that of PPP model i.e. 20% of project completion cost excluding land, R&R and state taxes. But in this model, the CFA consists of central government equity and subordinate debt towards central taxes to the project. Generally the share of subordinate debt varies from 5- 6% and equity varies between 14-15%. Table 6.6 gives the year wise fund requirement from GOI under equity sharing model.

TABLE 6.6: FUND REQUIREMENT FROM GOI UNDER EQUITY SHARING MODEL Year Total Funds (Rs in Crore) 2021-2022 158 2022-2023 363 2023-2024 369 2024-2025 277 TOTAL 1167

b. Funds From Non Fare Box Sources

6.2. PROS AND CONS OF EACH IMPLEMENTATION OPTIONS

6.2.1. Public Private Partnership

In view of the shortage of funds from budgetary source and the need of fast tracking the investments in infrastructure, one of the possible options is resorting to PPP. Accordingly, as a matter of policy, it is being promoted so that the infrastructure development can keep pace with the requirement for economic development. However PPP is not a panacea for all situations. The Pros and cons of PPP approach in procuring a construction cum operation/maintenance contract are as under:

It brings in private capital, hence the pace of developing infrastructure can be ramped up to meet the urbanization challenge;

It brings in efficiency;

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Suitably structured, the financing, project and traffic related risks are transferred to the concessionaire thereby saving the exchequer from avoidable exposure;

As the traffic risk is to be borne by the concessionaire, the justification for the project is to be decided by the market;

PPP in construction phase also leads to PPP in O&M phase with ease. A private concessionaire, if awarded the responsibility of both construction and later running of the project, is likely to take a long-term perspective in design, quality and standard and would bring in cost saving innovations. On the other hand if a project is developed and operated / maintained by different entities, risk and reward are not properly aligned. An O&M concessionaire may attribute any disruption in service to the design fault and hence such arrangement may lead to disputes;

The liability of Government of India in a PPP project is limited to paying VGF which is a onetime expenditure, determined by market and hence not open ended.

The Global experience of PPP in rail transit on BOT basis has not been very encouraging. Even in India, the experience so far is not very promising - operation has just started for Hyderabad Metro after years of delay in concessioning. Delhi Airport express line ran into troubles and is now being operated by DMRC. Line I of Mumbai Metro has its own issues.

6.2.2. Equity Sharing Model

The evidence provided by the international experience is overwhelmingly in favour of rail transit projects being developed in the Government sector. These projects are capital intensive and are not viable on the basis of fare box revenue alone, as such require support of revenue generation from non fare box sources that generally come from land value capture which is much easier for government entity than a private developer.

Since these projects are highly capital intensive, the cost of capital is a critical issue. Government can raise capital at a much cheaper cost as compared to a private party thus bringing down the cost of the project.

The execution of project involves series of permissions, acquisition of land etc. A government agency is better placed to assume all these risks as compared to a private entity. Considering the sensitivity in acquisition of land, a government entity is better placed in doing so especially if the concerned land is for creation of a public service;

Standardization of specification and technology in a rail transit like project is of immense value and a pre-requisite for innovation. This can be achieved more easily if the projects in different part of the countries are built by Government agencies;

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Integration of various corridors/phases of project, in case of PPP is extremely difficult;

As development rights under a PPP contract to make it sustainable has to be specified upfront at the time of floating of bid, it implies that any rise in value of real estate which takes place subsequent to operation of project is captured by the private concessionaire. Therefore, from this perspective, development of capital intensive rail transit projects should be preferably done by Government agencies;

Besides, the ridership in rail transit generally rises as the network gets larger and larger. Under PPP, the concessionaire of the initial segment of the project is likely to benefit from the extension of the network without contributing anything for new segment;

A private party works on up fronting its returns. As such in case of failure of PPP, Govt. will be left with huge liabilities as has been the case with most of the metro rail projects attempted on PPP in Asia- Kualumpur, Bangkok and Metro Manila;

The only concern under SPV route is that the Government of India is exposed to open ended and uncertain liability

6.3. MOST SUITABLE OPTION FOR IMPLEMENTATION

It is, therefore, recommended to implement the project under SPV model with private sector participation in different subcomponents of operations & maintenance such as automatic fare collection, provision of lift and escalators etc. which shall be finalized at implementation stage.

Further, considering the fact that the funds from non fare box revenue sources shall due only to the government instrumentalities and not to the private operator.

Moreover, all successful MRTS operating in the country are operating on SPV model. The experiences with private sector participation in Airport express line, Delhi, Mumbai Metro Line 1 have not been very encouraging.

RITES Ltd. Page | 6-11 Chapter – 7. CONCLUSION: THE PATH FORWARD Alternatives Analysis Report for Srinagar MRTS Final AAR Chapter-7: Conclusion: The Path Forward

7. CONCLUSION: THE PATH FORWARD

7.1. FINDINGS

1. Srinagar, the summer capital and the largest city of Jammu and Kashmir (J&K) in India, is a symbol of ancient values and present aspirations. It lies at an average elevation of about 1586 m above M.S.L. on the banks of the Jhelum River, a tributary of the Indus, Dal and Anchar lakes. Kashmir, since time immemorial has been attracting tourists both domestic and foreign. Srinagar city, being located in the centre of the valley acts as major tourist destination and terminal point.

2. Large-scale urbanization and rapid growth of vehicles population has laid sever stress on the existing urban transport system in Srinagar city. Sharing of limited Right-of- Way by variety of private modes has resulted in traffic congestions, inadequate parking spaces, accidents and environment deterioration in the study area.

3. Rail Based Mass Rapid Transit System on the two priority public transport corridors have been proposed in the Comprehensive Mobility Plan, 2020.

4. Qualitative evaluation of the available alternatives namely Normal Bus System, Bus Rapid Transit, Metrolite, Light Metro and Metro Rail have been carried out on the identified priority mass transport corridor. Normal Bus and Bus Rapid Transit have been ruled out in view of limited RoW, inability to meet the passenger demand in future and significant greenhouse gas emissions. Metrolite has also been ruled out due to its limitation to meet the expected riderships.

5. In this preliminary screening, Light Metro and Metro Rail have emerged as prospective mass transport system for Srinagar for further quantitative evaluations.

6. Light Metro systems can cater to Peak Hour Peak Direction Passenger demand up to the horizon year 2044 and beyond and has less capital cost as compared with metro rail.

7. With several light metro systems in India under various stages of planning, implementation and operation, its technology is standardized and available within the country. Efforts have also been made by the Government and Implementing Agencies towards indigenizing the various components of light metro systems.

8. Based on detailed quantitative evaluations of screening parameters, Light Metro System has scored higher than that of Metro System.

RITES Ltd. Page | 7-1 Alternatives Analysis Report for Srinagar MRTS Final AAR Chapter-7: Conclusion: The Path Forward

7.2. RECOMMENDATIONS

Based on both qualitative and quantitative screening carried out, Light Metro System has emerged as the most viable alternative mass rapid transport system to meet the expected mass transport needs of Srinagar city.

It is also recommended to implement the project under SPV model with private sector participation in different subcomponents of operations & maintenance.

7.3. NEXT STEP AND WAY FORWARD

RITES Ltd. Page | 7-2 (A Government of India Enterprise) URBAN TRANSPORT SBU RITES Bhawan Plot No. 1, Sector 29, Gurgaon – 122001 (INDIA) Tel: 0091-124-2571666, Fax: +91-124-2571660