9.4 Cost for the Full Phase
Cost estimation by UBTSL for the full phase is shown in Table 3.1-3. As it can be seen through comparison between Table 3.1-2 and Table 3.1-3, the completely same unit costs are used for Table 3.1-2 and Table 3.3-3. Accordingly the review by JARTS on each unit cost of Table 3.1-2 can be applied to each unit cost of Table 3.1-3. In this context review on Table 3.1-3 would not be carried out by JARTS.
9.5 Concluding Remarks
At this stage, systems such as power supply signalling and telecommunications are not yet clearly defined and some detailed informations are not yet ready. Accordingly JARTS's review on cost for phase 1 was carried out based on some assumptions or preconditions as described in Chapter 9,2.
In summarizing the cost review the following points may be presented.
(1) Cost estimate in civil engineering by JARTS shows about 50% higher than that by UBTSL and cost estimate in track by JARTS shows about three times higher than that by UBTSL. UBTSL is requested to reconfirm the cost in civi1 engineering and track by making use of Indian experiences in Indian Railways, Konkan Railways and Calcutta Metro, etc.
(2) Cost estimate in systems and nil vehicles by JARTS is almost equal to that by UBTSL (about 6% difference).
(3) Software cost shares about 38% of hardware cost. These cost may be decreased by making use of local (Indian) consultants / experts experienced in railway construction projects in India. Cost for contingency in civil engineering may be decreased by adequate geological survey before the project implementation.
(4) In calculating the necessary number of cars, the demand forecast for Phase 1 route in 2011 is adopted under the condition that the whole LRT network is completed in 2011. It resulted in necessary number of cars of 46. In case the whole LRT network is not completed in 2011, the demand forecast for Phase 1 route in 2011 may be smallser. Further in 2002, when the commercial operation starts on Phase 1 route, the demand forecast for Phase 1 route will be further smaller, accordingly less number of cars. In carrying out the financial analysis, these issues should be examined.
(5) The cost of depot was estimated for the necessary number of cars for the whole LRT network, namely 126. However, for the Phase 1 route, the necessary number of cars is on1y 46. Accordingly about 23% of initial investment to the depot may be postponed by nealy 10 years.
10. Construction Schedule(Phase 1)
10.1 General
Construction schedule for Phase I prepared by UBTSL is shown in Fig. 3.3-1. Fig.
3.3-1 can be simplified as shown in Fig. 10.1.1. Comments on this construction schedule will be presented as follows.
