DETAILED PROJECT REPORT(UPDATED)

Andheri (E) Dahisar (E) CORRIDOR

(FINAL)

CLIENT : MUMBAI METROPOLITAN REGION

DEVELOPMENT AUTHORITY (MMRDA)

Prepared By

DELHI METRO RAIL CORPORATION LTD.

August 2015
DETAILED PROJECT REPORT(UPDATED)

Andheri (E) Dahisar (E) CORRIDOR

CLIENT : MUMBAI METROPOLITAN REGION
DEVELOPMENT AUTHORITY (MMRDA)

Prepared By

DELHI METRO RAIL CORPORATION LTD.

August, 2015
 Contents

Pages
Salient Features 1-3

Executive Summary 1-38

Chapter 1 Introduction 1-17

Chapter 2 Evolution of Master Plan 1-6
Chapter 3 Traffic Forecast 1-8
Chapter 4 System selection 1-37
Chapter 5 Civil Engineering 1-92
Chapter 6 Train Operation Plan 1-16
Chapter 7 Maintenance Depot 1-19
Chapter 8 Power Supply Arrangements 1-19
Chapter 9 Environmental Impact Assessment 1-48
Chapter 10 Multi Model Traffic Integration at Metro Stations 1-3
Chapter 11 Friendly Features for Differently Abled 1-23
Chapter 12 Security Measures for a Metro System 1-4
Chapter 13 Disaster management measures 1-6
Chapter 14 Cost Estimates 1-8
Chapter 15 Financial Analysis 1-15
Chapter 16 Economical Appraisal 1-11
Chapter 17 Implementation 1-13
Chapter 18 Conclusions and Recommendations 1-3
 Salient Features

SALIENT FEATURES

1. GAUGE (NOMINAL): 1435 mm

2. ROUTE LENGTH: 16.475 Kms

(Completely Elevated)

3. NUMBER OF STATIONS: 16(All Elevated)

4 TRAFFIC PROJECTION

Year PHPDT Daily Trips Average Lead

in KM
2016 12800 388440 6.58

2019 15602 472590 6.58

2021 18086 528690 6.58

2031 18584 667698 6.04

5. TRAIN OPERATION:
Horizon Year
Item
2019 2021 2031
a. Train composition 6 cars 6 cars 6 cars
b. Designed Train headway 6.5 min 5.5 min 5.5 min
(Peak Hour)
c. PHPDT demand 15602 18086 18584
d. PHPDT Capacity 14136 19156 19156
(With 6 standees per sqm.)
e. Rakes required 13 15 15
f. Coaches required 68 80 90

6. i. Design speed 90 Kmph

ii. Maximum operating speed 80 Kmph
iii. Schedule (Booked) Speed 32 Kmph

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 Salient Features

7. Traction Power Supply:

a. Traction system voltage 25 kV AC

b. Current Collection Over Head Catenary
c. Receiving Sub Stations One at Mumbai Exhibition ground and
secondin Maintenance Depot at
Dehisar
8. ROLLING STOCK

a. 3.20 m wide rolling stock with stainless steel body

b. Axle load 17 T
c. Seating arrangement Longitudinal
d. Capacity of 6 coach unit
i) With 6 standees / sqm. 1756
ii) With 8 standees / sqm. 2244
e. Class of accommodation One (Air conditioned)

9. MAINTENANCE FACILITIES:

Maintenance Depot has been proposed near terminal station at Dahisar in 15 Ha.
land area of Airports Authority of India.

10. SIGNALLING, TELECOMMUNICATION AND TRAIN CONTROL:

a) Type of Signalling CATC (Continuous Automatic Train Control

System) based on CBTC (Communication based
Train Control System) which includes ATP
(Automatic Train Protection), ATO (Automatic Train
Operation) and ATS (Automatic Train Supervision)
sub-systems using radio communication between
Track side and Train.

b) Telecommunication i. Integrated System with Optic Fibre cable,

SCADA, Train Radio, PA system etc.
ii. Train information system, Control telephones and
Centralized Clock System.
.
11. FARE COLLECTION Automatic Fare collection system with POM and
Smart card etc.

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 Salient Features

12. STRUCTURE:

i. Viaduct: Precast segment Twin U girders on Single pier with pile / Open
foundations upto radius 300m and flatter, for sharper curves I-Girder..
ii. Station structure on columns, independent of viaduct piers.

13. TOTAL ESTIMATED COST:

i) Estimated cost with central taxes only 4628.00 Crores.

(At July 2015 prices)
ii) Estimated completion cost with central taxes only
(by April 2019 At 7.5% p.a escalation) 5877.00 Crores.

iii) FIRR 8.20%

iv) EIRR 22.06%

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 Executive Summary

EXECUTIVE SUMMARY

0.1 INTRODUCTION:

0.1.1 Background:

Mumbai, the capital of Maharashtra, is the fastest developing city in India

and also the commercial capital of India. It is the land of Finance, Trade
and Entertainment. The city displays a cosmopolitan character which is
reflected in its cuisine, culture, language and inhabitants.

The city offers jobs and professional abilities in different sectors. Lot of
migrants from all over India are attracted to Mumbai. This results in very
heavy pressure on the citys infrastructure, particularly transportation.

0.1.2 Population:

The total population of Greater Mumbai in 2011 was 124.42 Lakhs, more
than double of population of 59.7 Lakhs in 1971. The rise in population
was about 38.02 % during 1971 81 but was about 20.54 % during 1981
91 and 19.94% during 1991 2001. Between 2001 to 2011 the growth
in population is only 4.5%. Table 0.1 shows the trend of population in
Island City, Western Suburbs, Eastern Suburbs and total for greater
Mumbai.

Table 0.1 Trend of population in Greater Mumbai (in Millions)

Total Greater
Year Island City Western Suburbs Eastern Suburbs Mumbai
Decadal Decadal Decadal Decadal
Growth Growth Growth Growth
3.07 1.71 1.19 5.97
1971 (51.42%) (28.64%) (19.93%) (100%)
3.28 2.86 2.10 8.24
1981 (39.81%) 6.84 (34.71%) 67.25 (25.49%) 76.473 (100%) 38.02%
3.17 3.95 2.80 9.93
1991 (31.92%) -3.35 (39.78%) 38.11 (28.20%) 33.33 (100%) 20.51%
3.35 5.10 3.46 11.91
2001 (28.13%) 5.68 (42.82%) 29.11 (29.05%) 23.57 (100%) 19.94%
3.08 5.53 3.83 12.44
2011 (31.92%) -0.27 (39.78%) 0.43 (28.20%) 0.37 (100%) 4.5%

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 Executive Summary

0.1.3 Employment:

The employment growth during 1971-2015 in different areas of Greater

Mumbai is shown in Table 0.2 The share of employment in Island City has
fallen to 39% in 2015 from 72% in 1971. However, the share of
employment during 1971-2015, has increased in Western suburbs from
16% to 40% and in Eastern Suburbs from 12% to 21%.

Table 0.2 Employment in Different Areas of Greater Mumbai

(in Millions)
Western Eastern Greater
Year Island City
Suburbs Suburbs Mumbai
1971 1.09 0.24 0.19 1.52
1981 1.39 0.51 0.29 2.19
1991 1.34 0.64 0.44 2.42
1998 1.59 0.65 0.38 2.62
2011 2.25 2.32 1.23 5.80
2015 2.30 2.40 1.24 5.94

0.1.4 Land Use Policy:

MMRDA prepared a Regional Plan for Mumbai Metropolitan Region

(MMR) as required under the Maharashtra Regional & Town Planning Act
1966. As per the recommendations in the Plan, a new industrial Growth
Policy should be framed with specific economic, environmental and urban
development objectives. The plan has proposed a poly-nucleated land use
structure for the Mumbai Metropolitan Region.

0.1.5 Road Vehicles:

There has been phenomenal increase in road vehicles in Greater Mumbai.

Number of private vehicles per 1000 population was 18.11 in 1971 has
increased to 150.32 in 2011. The rate of growth of vehicles has increased
further during the last few years.

0.1.6 Suburban Rail Network:

Suburban Rail Network in Mumbai is run by Central and Western

Railways. Central Railway Suburban Trains on main lines run from
Mumbai CST to Kasara towards Nashik and to Karjat on Pune side. The
Harbour Branch trains go from CST to Panvel in Navi Mumbai and to

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 Executive Summary

Andheri on Western Railway. Western Railway suburban section is from

Churchgate to Virar. It will be extended to Dahanu this year.

Suburban services are operated with Electric Multiple Units (EMUs),

mainly in 9 car trains, which are being gradually converted to 12 car rakes.
Western Railway has made a beginning with 15 car trains.

The traction system is 1500 Volt D.C. overhead system. Work is in

progress to convert it to 25 kV AC traction.

0.1.7 Road Network:

Road Network developed over many years is prominently in NorthSouth

direction following the linear geographical pattern of Mumbai. Lately
Eastern Suburbs / Navi Mumbai have also developed commercially and
better EastWest connectivity is necessary.

0.1.8 Bus Transport System:

Bus services in the Region are provided by BEST, Thane Municipal

Transport, Navi Mumbai Municipal Transport and MSRTC.

BEST with over 3000 buses is the largest provider of bus services.

Dispersal of train commuters from Main Railway Terminals to their final

destinations in Mumbai such as Fort, Ballard Estate, Colaba, Nariman
Point etc. is done primarily by the bus system.

0.1.9 Air Pollution:

In Mumbai, road traffic is a major source of air pollution. Air Pollution due
to road traffic has increased by almost 400 % during the last two decades.

Noise pollution is not seen as a widespread problem, though the noise

levels in lot of areas are high as compared to specified standards. It is,
however, likely that noise will become a more perceived problem as traffic
volumes increase.

0.1.10 Need for Metro:

Public Transport System is an efficient user of space and energy, with
reduced level of air and noise pollution. As the population of the city
grows, the share of public transport, road or rail-based, should increase.
For a city with population of 1.0 million, the share of public transport
should be about 40 - 45%. The percentage share of public transport

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 Executive Summary

should progressively increase with further growth in the population of the

city, reaching a value of about 75% when the population of the city
touches 5 million mark. With Mumbais population crossing 12 million, the
share of public transport at 88% is quite good. However, over the past
decade the share is likely to reduce further if corrective measures are not
taken immediately. While up-gradation of existing suburban system is
underway through MUTP, it is felt that additional mass transit corridors are
required to meet the expanding demand.

0.1.11 Advantages of a Metro System:

Metro systems are superior to other modes because they provide higher
carrying capacity, faster, smoother and safer travel, occupy less space,
are non-polluting and energy-efficient. To summarise, a Metro system:
Requires 1/5th energy per passenger km compared to road-based
system
Causes no air pollution in the city
Causes lesser noise level
Occupies no road space if underground and only about 2 meter width
of the road if elevated
Carries same amount of traffic as 7 lanes of bus traffic or 24 lanes of
private motor cars (either way), if it is a medium capacity system.
Is more reliable, comfortable and safer than road based system
Reduces journey time by anything between 50% and 75% depending
on road conditions.

0.1.12 Past Studies:

A number of transportation studies have been carried out in the past for
Mumbai Metropolitan Region. These studies discussed travel pattern,
network characteristics, and the degree of traffic saturation on the existing
roads in the Study Area. Following major studies have been done in the
past and recommendations were made for transportation improvements in
Mumbai Metropolitan Region
a. Mass Transport Study (1969)
b. Techno-Economic Feasibility Study for the 7th Rail Corridor
c. East West Rail Corridor Study
d. Comprehensive Transport Study (CTS) for MMR
e. Mumbai Metro Study by Mumbai Metro Planning Group
f. MRTS Study by TEWET
g. Sky Bus Metro Study by MMRDA
h. Comprehensive Transport Study -2008

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 Executive Summary

0.2 EVOLUTION OF MUMBAI METRO MASTER PLAN:

0.2.1 Mumbai does have a very good transportation system but has not been
able to keep pace with the increasing demand. The carrying capacity of
the Rail and bus based system has been increased considerably over the
last 4 5 decades but traffic has increased much faster.

0.2.2 Due to various constraints of existing system as also the limitations in

increasing their carrying capacity, a new Mass Rapid Transit System is
essential to take care for the next few decades.

0.2.3 A master plan has been prepared and various corridors finalised. The
master plan includes nine corridors with a total length of 146.5 kms. to be
completed in the three phases. The network will cover NorthSouth and
also EastWest transportation requirements.

0.2.4 The Master Plan network was split in suitable corridors are shown in Table
0.3
Table 0.3
Length (Km)
S. No. Corridor
Total Elev. U.G
1 Versova Andheri Ghatkopar 15.00 15.00 -
Coloba Mahim (Bandra) 18.00 8.10 9.90
2
Mahim (Bandra) Charkop 18.00 18.00
3 Mahim Kurla Mankhurd 12.80 10.70 2.10
4 Charkop Dahisar 7.50 7.50
5 Ghatkopar Mulund 12.40 12.40
6 BKC Kanjur Marg via Airport 19.50 11.00 8.50
7 Andheri (E) Dahisar (E) 18.00 18.00
8 Hutatma Chowk Ghatkopar 21.80 13.30 8.50
9 Sewri Prabhadevi 3.50 3.50

0.2.5 Present Status:

0.2.5.1 Line no 1 viz. Versova Andheri Ghatkopar has been implemented and
commissioned on 8th June 2014 The work was done on Public Private
Partnership (PPP) mode by a Special Purpose Vehicle, Mumbai Metro
one, comprising of Government of Maharashtra, Reliance Infrastructure
and VEOLIA of France.

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 Executive Summary

0.2.5.2 A special purpose vehicle (SPV) was formed for line no 2, viz. Charkop
Mahim Mankhurd corridor. SPV comprises of Government of
Maharashtra, Reliance Infrastructure and SNC Lavalin of Canada.
However, the implementation of this Line did not take off.

0.2.5.3 An SPV named as Mumbai Metro rail Corporation Ltd. (MMRC) is

incorporated and implementation of Line -3 between Colaba- BKC-Aarey
is being done by the SPV.
0.2.5.4 MMRDA is intending to implement other corridors by itself.

0.3 TRAFFIC FORECAST:

The station to station segment flows in both directions during peak hours
for the years 2016, 2021 and 2031 are shown in Table no 0.4 and peak
hour total boarding and alighting figures in table 0.5.

Table No 0.4 Peak Hour Station to Station Segment Flows

2021 2031
From To
Forward Reverse Forward Reverse
Station 1 Station 2
4289 8553 4688 7306
(ANDHERI.) (Shankarwadi)
Station 2 Station 3
5421 8344 6207 7452
(Shankarwadi) (JVLR Jn.)
Station 4
Station 3
(Bombay 11300 17153 14318 17778
(JVLR Jn.)
Exhibition)
Station 4 Station 5
(Bombay (Hub Mall) 11505 17831 14460 18353
Exhibition)
Station5 Station 6
11440 18086 14406 18584
(Hub Mall) V. Nagar
Station 7
Station 6
(Aarey Road 11221 17870 13991 18371
(V. Nagar)
Junction)
Station 7 Station 8
(Aarey Road (Vitt Bhatti 11048 17086 13834 17612
Junction) Jn.)
Station 9
Station 8
(Kurar 11099 16550 13976 17214
(Vitt Bhatti Jn.)
Village)
Station 9 Station 10
10758 15493 13514 17186
(Kurar Village) (Bandongri)
Station 11
Station 10
(Mahindra & 9938 15105 12500 17175
(Bandongri)
Mahindra)

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 Executive Summary

2021 2031
From To
Forward Reverse Forward Reverse
Station 11 Station 12
(Mahindra & (Thakur 9206 12935 11747 14938
Mahindra) Complex)
Station 12 Station 13
(Thakur (Borivali Bus 8785 10894 11353 13140
Complex) Stop)
Station 13 Station 14
(Borivali Bus (Borivali 7950 9942 10438 13472
Stop) Omkareshwar)
Station 14 Station 15
(Borivali (Shrinath 6745 7875 10436 9442
Omkareshwar) Nagar)
Station 15
Station 16
(Shrinath 5859 6851 8817 7541
(DAHISAR)
Nagar)
Maximum PHPDT 11505 18086 14460 18584

Table 0.5 Peak Hour Boarding and Alighting

2021 2031
Station
Boarding Alighting Boarding Alighting
Station 1 (ANDHERI.) 4289 8553 4688 7306
Station 2
2547 1206 2750 1377
(Shankarwadi)
Station 3
7237 10167 9679 11894
(JVLR Jn.)
Station 4
2311 2784 2339 2773
(Bombay Exhibition)
Station 5
171 490 182 467
Hub Mall
Station 6
1851 1854 1936 2138
(V. Nagar)
Station 7
1961 1350 2127 1525
(Aarey Road Junction)
Station 8
2629 2042 2979 2439
(Vitt Bhatti Jn.)
Station9
3530 2813 3278 3710
(Kurar Village)
Station 10
1777 2210 1816 2821
(Bandongri)

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 Executive Summary

2021 2031
Station
Boarding Alighting Boarding Alighting
Station 11
3968 2530 4504 3020
(Mahindra & Mahindra)
Station 12
(Thakur Complex) 3682 2061 4660 3257

Station 13
1851 1734 1681 2928
(Borivali Bus Stop)
Station 14
3348 2486 7649 3620
(Borivali Omkareshwar)
Station 15
4867 4730 8961 8680
(Shrinath Nagar)
Station 16
6851 5859 7541 8817
(DAHISAR)
Total 52869 52869 66770 66770

Daily Trips projected for different horizon years is given in Table 0.6 below.
Table 0.6 Trips per day (lakhs)

Trips per day (lakhs)

Year
Daily Trips Average Lead in KM
2016 388440 6.58
2019 472590 6.58
2021 528690 6.58
2031 667698 6.04

0.4 SYSTEM SELECTION:

0.4.0 General:

0.4.0.1 Andheri (East) Dahisar (East) Corridor of Mumbai Metro starts at the
junction of Western Express Highway and M.V. Road at Andheri East. The
alignment runs through Jogeshwari, Goregaon, Malad, Kandivali, Thakur
Village, Poisar and Borivali to end at Dahisar (E).

Versova Ghatkopar corridor also passes through the junction of W.E.H

and M.V. Road. One station of this corridor is located on East side of
W.E.H. Chainage 0.0 for Andheri East Dahisar corridor is about 95 m
North of Versova to Ghatkopar Metro Line.

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 Executive Summary

0.4.0.2 Length of Andheri Dahisar Metro corridor is 16.476 Kms. The entire
corridor will be elevated. Maintenance Depot has been proposed near
Dahisar Terminal station on Land belonging to Airport Authority of India.

0.4.0.3 Sixteen stations have been proposed on the corridor. Efforts have been
made to keep the inter station distance about a kilometer. However the
closest inter- station distance is 540 metres and farthest 1728 metres.

0.4.1 Permanent Way:

0.4.1.1 Choice of Gauge:

The issue of Broad Gauge vs. Standard Gauge for Metro in India has been
debated widely and the decision has been in favour of Standard Gauge. It
is advantageous for many reasons as indicated below:

In general alignment has to follow the road alignment, which has sharp
curves. Standard Gauge permits adoption of sharper curves.
In Standard Gauge 1 in 7 and 1 in 9 turn-outs which occupy lesser
length can be used while in Broad Gauge 1 in 8 and 1 in 12 turnouts
are required.
For Standard Gauge, optimized state-of-the-art rolling stock designs
are available of-the-shelf which is not so in case of Broad Gauge.
Standard gauge has been adopted for metros all over the world. Due
to large market, constant up-gradation of technology takes place on a
continued basis. This is not available Broad Gauge.
Once technology for Standard Gauge coach gets absorbed and
manufacturing base for this setup in India, there will be considerable
export potential for the coaches.

0.4.1.2 Track Structure:

Two types of Track Structure have been proposed. The ballastless track
has been proposed for viaduct, while normal ballasted track has been
proposed in the maintenance depot. The track will be completely welded
and even the turn outs will be incorporated in LWR / CWR. The rails
section used will be UIC 60 (60 kg / mtrs). The grade of rails on main
lines will be 1080 Head Hardened as per IRS-T-12-96. As these rails are
not manufactured in India at present, these are to be imported. For the
Depot lines, the grade of rails should be 880, which can be easily
manufactured indigenously.

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 Executive Summary

0.4.2 Traction System:

Keeping in view the ultimate traffic requirements, uniformity,

standardization and other techno economic consideration, 25 KV AC
traction system is considered to be the best alternative and same has
been proposed for this corridor. 25 KV AC traction system has economical
advantages of minimal number of traction sub stations and potential to
carry large traffic.

0.4.3 Signalling:

The signaling system shall provide the means for an efficient train control,
ensuring safety in train movements. It assists in optimization of metro
infrastructure investment and running of efficient train services on the
network.

Metro carries large number of passengers at a very close headway

requiring a very high level of safety enforcement and reliability. At the
same time heavy investment in infrastructure and rolling stock necessitates
optimization of its capacity to provide the best services to the public. These
requirements of the metro are planned to be achieved by adopting CATC
(Continuous Automatic Train Control System) based on CBTC
(Communication based Train Control System) which includes ATP
(Automatic Train Protection), ATO (Automatic Train Operation) and ATS
(Automatic Train Supervision) sub-systems using radio communication
between Track side and Train.

0.4.4 Telecommunication:

The Telecommunication system acts as the communication backbone for

Signalling systems and other systems such as SCADA, AFC etc and
provides Telecommunication services to meet operational and
administrative requirements of the metro network. The Telecommunication
facilities proposed are helpful in meeting the requirements for :

1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system

The proposed telecom system will cater to the following requirements:

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 Executive Summary

Train Traffic Control

Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Station to station dedicated communication
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information
and Display System within the station and from Central Control to each
station.
Centralised Clock System
Train Destination Indicator
Instant on line Radio Communication between Central Control and
Moving Cars and maintenance personnel.
Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
E&M SCADA is not envisaged as part of Telecomm System as such,
hence catered to separately in DPR
Integrated Network Control System
Access Control System

0.4.5 Automatic Fare Collection:

0.4.5.1 Mass Rapid Transit System handles large number of passengers. Ticket
issue and fare collection play a vital role in the efficient and proper
operation of the system. To achieve this objective, ticketing system shall
be simple, easy to use / operate and maintain, easy on accounting
facilities, capable of issuing single / multiple journey tickets, amenable for
quick fare changes and require overall less manpower. In view of the
above computer based automatic fare collection system is proposed.

AFC system proves to be cheaper than semi-automatic (Manual System)

in long run due to reduced manpower cost of ticketing staff, reduced
maintenance in comparison to paper ticket machines, overall less cost of
recyclable tickets (Smart Card / Token) in comparison to paper tickets and
prevention of leakage of revenue. Relative advantages of automatic fare
collection system over manual system are as follows.

Seamless ticketing is now being thought of for Mumbai. This system is

recommended to be adopted as this will enable the commuters to travel

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 Executive Summary

hastle free by different modes of transport viz. Metro, suburban trains,

buses, water transport (whenever introduced) and even taxies without
purchasing multiple tickets for each mode separately.

A. Manual fare collection systems have the following inherent

disadvantages:
1. Large number of staff is required for issue and checking of tickets.
2. Change of fare structure is time consuming as it has to be done at
each station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of
confrontation.
5. 100 % ticket checking at entry / exit impossible.

B. Automatic fare collection systems have the following advantages:

1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by
control gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.
7. System has multi operator capabilities. Same Smart Card can be
used for other applications also.
8. AFC systems are the world wide accepted systems for Metro
environment.

0.4.5.2 The proposed ticketing system shall be of Contact less Smart Token /
Card type. The equipments for the same shall be provided at each station
counter / booking offices and at convenient locations and will be
connected to a local area network with a computer in the Station Masters
room. Equipment and installation cost of Contactless Smart Card / Token
based AFC system is similar to magnetic ticket based AFC system, but
Contactless system proves cheaper due to reduced maintenance, less
wear and tear and less prone to dusty environment.

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 Executive Summary

0.4.5.4 Choice of Control Gates:

Retractable flap type or Turnstile type Control Gates are proposed.

0.4.5.5 Passenger Operated Machines:

Space for provision of Passenger Operated Machines (Automatic Ticket

Dispensing Machines) in future has been earmarked at the stations. It is
proposed to provide sufficient number of POMs so that passengers get
issued token to the maximum extent by these machines.

0.4.5.6 Integration of AFC with other Lines and Modes of Transport:

In Mumbai, different metro lines are being constructed and operated by

different operators. In view of passenger convenience and operational
efficiency, it is proposed that AFC for different metro lines should be
integrated and smart card based fare products should be inter-operable.
AFC system shall take into account revenue sharing mechanism among
different operators based on journeys performed at each system. The
single ride tickets (tokens) may not be inter-operable and may be limited to
each operators system.

The proposed AFC system shall provide interfaces to other operators such
as Suburban Rail, Bus, Parking, Toll etc so that these systems may also
be integrated with common smart card based fare products. This will
facilitate the passengers as they need not carry different cards for different
applications

0.4.6 Rolling Stock:

0.4.6.1 Rolling Stock proposed will be most advanced and have sophisticated
system with latest State of Art Technology. The important criteria for
selection of rolling stock are:
Proven equipment with high reliability
Passenger safety features
Energy efficiency
Light weight equipment and coach body
Optimized scheduled speed
Aesthetically pleasing Interior and Exterior
Low life cycle cost
Flexibility to meet increase in traffic demand

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 Executive Summary

The controlling criteria are reliability, low energy consumption, light weight
and high efficiency leading to lower annualized cost of service. The coach
will have high rate of acceleration and deceleration.

0.4.6.2 The Coach will be of stainless steel, approximately 22 m long, 3.2 m wide
and 3.9 high. Overall length of a train of 6 coaches will be about 132 m.
The axle load will be 17 tonnes. The coaches will be fitted with
asynchronous 3 phase AC squirrel cage induction motors. Trains will have
regenerative braking system to save energy cost.

Current will be drawn through overhead catenary. Train will be air

conditioned and provided with automatic door closing and opening system.

The coaches will have longitudinal seats with seating 50 passengers and
250 standees (With 6 persons per sq.m). With dense crush density of 8
passengers per sq.m, standees will go up to 325.

Maximum design speed will be 90 kmph. Maximum acceleration is

proposed to be 0.8 m / sec / sec. and maximum deceleration 1.2 m / sec /
sec.

0.5 CIVIL ENGINEERING:

0.5.1 Geometric Design Norms:

0.5.1.1 The design parameters proposed for the Corridor are, in general, same as
for other corridors of Mumbai Metro Project. The parameters have been
finalised based on detailed evaluation, experience and internationally
adopted practices.

Minimum horizontal curve radius specified is 200 m but in extreme cases it

can be reduced to 120 m. Minimum curve radius at stations is specified as
1000 m.

Vertical curves are proposed at every change of grade. Radii of vertical

curves are 2500 m desirable and 1500 m minimum.

It is proposed to use twin U - girder for the alignment upto the curvature of
300m radius and I-Girder for the sharper curves.

The track centers on the elevated section with twin U Girders are kept at
5.0 m uniform throughout the corridor to standardize the superstructure,
excepting at few locations as detailed below:

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On curves below 300 m radius 4.30 m (I- girder to be used)

but upto 120 m radius

At scissors crossing 4.50 m

The viaduct carrying the tracks will have a vertical clearance of minimum
5.5 m above road level.

0.5.1.2 Gradients:

Normally stations should be on a level stretch. In limiting cases, stations

may be on a grade of 0.1%. In Andheri (E)Dahisar (E) corridor all stations
are on level stretch.

Between stations, generally grades may not be steeper than 2.0%.

However, in where existing road gradients are steeper than 2%, gradients
up to 4% (compensated) can be provided in short stretches.

0.5.1.3 Design Speed:

The maximum Design speed has been proposed as 90 kmph and

maximum sectional speed 80 kmph. The booked speed has been taken as
32 kmph.

0.5.2 Alignment:

0.5.2.1 Andheri (East) Dahisar (East) corridor of Mumbai Metro Project is

proposed to start at junction of Western Express Highway and MV Road in
Andheri (East). The alignment stretches from Andheri (E) to Dahisar (E)
via Jogeshwari, Goregaon, Malad, Kandivali, Thakur Village, Poisar and
Borivali along and parallel to Western Express Highway (W.E.H.).
Andheri (E) Metro Station on this corridor is proposed on Right Hand Side
of WEH between L&T building and Flyover.

The chainage of Andheri(E) proposed station is taken as 0.0 and dead end
chainage of this station as (-) 450 m.

Total length of the corridor from dead end to dead end is 16.475 km. The
entire corridor proposed is elevated.

The corridor has been proposed on the East side of the flyover on W.E.H.
to start with first station as Andheri(E). Just after station, the alignment

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crosses to West side of the WEH and thereafter it runs on West side only
upto Dahisar.

Sixteen stations have been proposed on the corridor. Attempt has been
made to locate stations at about a kilometer apart. However due to various
considerations such as ridership, accessibility, availability of land, design
considerations etc; a few stations could not be located at one Km.
distance apart. The maximum and minimum inter station distances are
1727.7 m and 540.3 m respectively.

0.5.3 Station Locations:

Stations have been located so as to serve major passenger destinations

and enable convenient integration with other modes of transport. Average
spacing of stations is close to one km.
All stations will be two level stations except Dahisar Terminal Station. The
concourse comprising of passenger facilities and station facilities will be at
lower level and the platforms on the higher level. Dahisar station is
proposed to have two towers one on either side

An index map showing the alignment and location of stations is given in

Fig. 0.1

The proposed Andheri (E) Dahisar (E) Metro Corridor runs northwards
from Andheri East to S.V & L.R Junction at Dahisar (E), parallel to
Western Express Highway, covering a distance of 15.525 km from centre
of Andheri(East) Station to Dahisar(East) station. A total of 16 stations
have been planned along the proposed corridor. All stations are planned
as elevated stations. Stations are generally located around 900 -1100 m
apart, though the inter station distance varies from 540 m to 1728 m due
to traffic and topographic reasons as well as design constraints. List of
stations with chainages and inter station distances is given below in Table
0.7.

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Table 0.7 List of Stations

Andheri To Dahisar Corridor (Mumbai)

Inter
Distance U/G
S.No Station Name Chainage(m) Between /
Two ELEVATED
Stations.
0 DEAD END (-) 450
1 ANDHERI 0.0 450 ELEVATED
2 SHANKARWADI 1229.8 1229.8 ELEVATED
3 JVLR Jn. 2413.9 1184.1 ELEVATED
4 BOMBAY EXHIBITION 3781.5 1367.6 ELEVATED
5 HUB MALL 4580.0 798.5 ELEVATED
6 VISHVESHWAR NAGAR 5559.7 979.7 ELEVATED
7 AAREY ROAD Jn. 6100.0 540.3 ELEVATED
8 VITT BHATTI Jn. 7180.0 1080.0 ELEVATED
9 KURAR VILLAGE 8068.0 888.0 ELEVATED
10 BANDONGRI 9075.7 1007.7 ELEVATED
11 MAHINDRA & MAHINDRA 9700.0 624.3 ELEVATED
12 THAKUR COMPLEX 11427.7 1727.7 ELEVATED
13 BORIVALI BUS STOP 12250.0 822.3 ELEVATED
14 BORIVALI OMKARESHWAR 13376.5 1126.5 ELEVATED
15 SHRINATH NAGAR 14384.5 1008.0 ELEVATED
16 DAHISAR (E) 15524.9 1140.4 ELEVATED
DEAD END 16025.7 500.8

0.5.4 Terminals:

Andheri East Terminal:

Southern terminal of the corridor is proposed Andheri(E) with its centre

line at Ch.0.0km. The station is located at junction of Western Express
Highway and Mathurdas Vasanji Road on East side of the Andheri flyover
on Western Express Highway. The station is elevated with rail level at
about 14.0m above the road level. This terminal station is accessible from
many residential and commercial establishments. Metro Line No.1 also
crosses W.E.H. at this location and a station on this line is being
constructed on the East of W.E.H. Rail level at this station of line no. 1 is
about 21.50m above road level due to Andheri flyover on W.E.H. The two
stations will be connected by an elevated walkway .Other side of WEH will
be connected to this station by the help of walkway provided under the
existing Andheri flyover as sufficient headroom being available.

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Dahisar Terminal:
The last station proposed on the corridor is Station No.16 (S.V & L.R.
Junction) near junction of S.V. Road and Link Road at Dahisar(East), the
centre line being at Ch.15.525. Station is in the midst of residential and
commercial area of Dahisar.
Feasibility of connecting this corridor with Charkop-Dahisar Corridor has
also been examined. It is possible to terminate D. N. Nagar-Charkop-
Dahisar Corridor on this terminal station of this corridor. The provision to
extend this corridor to further North is also kept in view

0.5.5 Scissors Crossovers:

Scissors Crossovers will be provided at both the terminal stations viz.

Andheri(E) and Dahisar (S.V. & L.R Junction). In between scissors
crossovers are proposed at two stations for use in emergencies.

0.5.6 Maintenance Depot:

It is proposed to provide the Car maintenance depot at Dahisar in the land

of Airport Authority of India. The land parcel available is of 18. Ha but of
irregular shape. Detailed planning of depot in this area has been done.

0.5.4 ViaductElevated Structure:

The proposed Viaduct Structure is fully elevated. Normally in metro

elevated section, following two types of segmental superstructure are
adopted;

(A) Pre-cast segmental box girder using external unbounded tendon.

(B) Pre-cast segmental U-Channel Superstructure with internal pre-

stressing.
(C) Precast segment Twin U girders

Twin U Girders are normally economical as compared to segmental U girders

and box girders. Twin U girder is recommended for adoption.

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0.5.5 Geo Technical Investigations:

Geotechnical Investigations were done on the whole length by taking 18

bore holes at different locations.

Boring was done for a depth of about 15 m. and 5 to 8 m in rock. Piles

have been proposed for foundations with about 1.8 m. grip length in rock.

0.5.6 Utility Diversions:

A number of utilities like sewer lines, water pipelines, gas pipelines, power
and communication cables etc. are there along and across the alignment.
Some of these will have to be diverted. Details are given in chapter 5 on
Civil Engineering

A fresh Utility survey is being done by DMRC as all the above utilities
were identified as per the old alignment by SPAN. Separate report on the
utilities will be made available. However the provision in the cost for
handling utilities have been made on per kilometer basis.

0.5.7 Land:

Keeping in view the scarcity of land in Mumbai, requirement of land has

been kept to the minimum. The full corridor including stations is proposed
to be elevated. As such land will be required for the following only.
Entry/Exit Structures
Station utilities like Diesel generator room, underground water tank,
etc.
Traffic integration facilities
Depot
Traction Receiving Substations
Mid section for viaduct

Entire corridor is planned along slip road and service road of Western
Expressway on the West side. In many sections service road is not
available and in some section width of slip road is reduced due to less
ROW and encroachments by shops, hutments, etc. As such adequate
land is not available in many stretches and requisite land has to be
acquired.

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Summary of Permanent land acquisition required is shown in Table 0.8.

Table 0.8 Summary of Permanent Land Requirement

Govt Private Total
1 Stations 2787 12373 15160
2 Depot including one RSS 150000 0 150000
3 Receiving Sub stations (RSS) 5000 0 5000
Total 157787 12373 170160

Temporary Construction Depot:

It is proposed to provide the Government land to the civil Contractors for

developing their construction depot at two locations one each with the
area of 4 Ha.

0.5.8 Safety & Security Systems:

This chapter lays down the standards and requirements for safety &
security, arising out of fire and unauthorized entry into premises. The
system will be designed and installed for safe transportation of passengers
& premises safety in Metro Railway System.

0.5.8.1 Requirements:

i. The System shall protect the passengers against the fire in train
services and at the premises of Metro Railway.
ii. The system shall protect vulnerable premises from fire.
iii. The system shall be able to detect the unauthorized entry and exit at
nominated places.
iv. The system shall include
Fire alarm system.
Fire Hydrant and Sprinkler System.
Fire Extinguishers.
Closed circuit television with video analytics.
Security Gates Metal Detector.
Baggage Scanner.

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0.6 TRAIN OPERATION PLAN:

0.6.1 Salient Features:

Running of services for 19 hours of the day (5 AM to Midnight) with a
station dwell time of 30 seconds,
Make up time of 5-10% with 8-12% coasting.
Scheduled speed for this corridor has been taken as 35 Kmph.

0.6.2 Train Formation

To meet the above projected traffic demand, the possibility of running trains
with composition of 6 Car trains with different headways have been
examined.
Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
6-car train composition: DMC+TC+MC+ MC+TC+DMC

Capacity@ 6 passengers per square meter of standee area

DMC : 282 passengers (Sitting-42, Standing-240)
MC : 298 passengers (Sitting-50, Standing-248)
TC : 298 passengers (Sitting-50, Standing-248)
6 Car Train : 1756 Passengers (Sitting-284, Standing-1472)

The PHPDT capacity provided on this corridor in different years of operation is

given in Table 0.9 :

Table 0.9 PHPDT Capacity Provided

YEAR
2016 2019 2021 2031
Cars/trains 6 6 6 6
Head way (Minutes) 8 6.75 5.5 5.5
Max. PHPDT Demand 12800 15602 18860 18752
PHPDT Capacity 13170* 15609* 19156* 19156*
Available (16830**) (19947**) (24480**) (24480**)

0.6.3 YEARWISE RAKE REQUIREMENT

Based on Train formation and headway as decided above to meet Peak Hour
Peak Direction Traffic Demand, Rake requirement has been calculated and
has been tabulated below in Table 0.10:

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Table 0.10: Year wise Rake requirement

Headway No. of
Corridor Year Rake Consist No. of Coaches
(min) Rakes
2016 8 10 60
Andheri- 2019 6.75 13 6 car 78
Dahisar 2021 5.5 15 90
2031 5.5 15 90

0.7 POWER SUPPLY:

0.7.1 Electricity is required for operation of Metro system for running of trains,
station services (e.g. lighting, lifts, escalators, signalling & telecom, fire
fighting etc) and workshops, depots & other maintenance infrastructure within
premises of metro system. The power requirements of a metro system are
determined by peak-hour demands of power for traction and auxiliary
applications. Broad estimation of auxiliary and traction power demand is
made based on the following requirements:-

(i) Specific energy consumption of rolling stock 80 KWh/1000 GTKM

(ii) Regeneration by rolling stock 30%
(iii) Elevated/at grade station load initially 250 kW, which will increase to
500 kW in the year 2031
(iv) Depot auxiliary load - initially 2000 kW, which will increase to 2500 kW
in the year 2031.

Keeping in view of the train operation plan and demand of auxiliary and
traction power, power requirements projected for the year 2016, 2019, 2021
and 2031 are summarized in table 0.11 below:

Table 0.11 Power Demand Estimation (MVA)

Year
Corridor Load
2016 2019 2021 2031
Andheri to Traction 7.74 9.30 10.83 11.06
Dahisar Auxiliary 7.41 9.70 10.69 12.97
16 Stations
Total 15.15 19.00 21.52 24.03
(16.48 km)

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0.7.2 Sources of Power Supply

The high voltage power supply network of Mumbai city was studied in brief.
The city has 220, 110 and 66 kV network to cater to various types of demand
in vicinity of the proposed corridors.

Keeping in view the reliability requirements, two Receiving Sub-stations are

proposed to be set up for the line. This is an economical solution without
compromising reliability. It is proposed to avail power supply for traction as
well as auxiliary services from the following grid sub-stations of TATA Power
Company Limited at 110 kV voltage through cable feeders:

Table 0.12 Sources of Power Supply

Corridor Grid sub-station (GSS) Location of RSS Approx.
(Input voltage) of Metro Authority
length cables
from GSS to
RSS
Andheri to Dahisar 220 or 110 or 66 kV RSS Near Andheri To be
16 Stations Grid Sub Station (GSS) Station confirmed by
(16.48 km) Near Andheri TATA Power
110 kV Grid Sub RSS Near Dahisar To be
Station (GSS) Near Depot confirmed by
Dahisar TATA Power

Tata Power company have assured that reliable power supply from their 110
kV Borivali Sub-station will be provided for Dahisar Depot RSS (Annexure
8.2) and for Supply of Andheri RSS, a letter No. DMRC/Elect/Mumbai/2015,
dated 04.08.2015 has been sent to TATA Power Company for confirmation of
source of power supply (Annexure 8.3). In view of this, during the details
design stage, the locations of RSS and GSS may be reviewed/ fine tuned and
finalized based on the updated status of power supply/ Sub-stations of TATA
Power Company Limited. The summary of expected power demand at various
sources is given in table 0.13

Table 0.13 Power Demand projections for various sources

Peak demand Peak demand**
Normal (MVA) Emergency (MVA)
Corridor Input Source
Year Year Year Year
(2016) (2031) (2016) (2031)
RSS Near Andheri Station
Traction 3.04 4.42 7.74 11.06
Andheri to
Dahisar Auxiliary 2.47 4.94 7.71 12.97
16 Stations Sub-total (A) 5.51 9.36 15.15 24.03

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(16.48 km) RSS Near Dahisar Depot

Traction 4.70 6.63 7.74 11.06
Auxiliary 4.94 8.04 7.71 12.97
Sub-total (B) 9.64 14.67 15.15 24.03
Total (A+B) 15.15 24.03
** Incase of failure of other source of power

0.7.3 Various options of Traction system:-

There are three options available for power supply system for MRTS:-
25 kV & 2X25 kV AC Overhead Catenary system
750 V DC third rail system
1500 V DC Overhead Catenary system.

On the basis of techno-economic considerations, 25 kV AC traction system is

recommended.

0.7.4 Standby Diesel Generator Set:

In the unlikely event of simultaneous tripping of all the input power sources or
grid failure, the power supply to stations as well as to trains will be interrupted.
It is, therefore, proposed to provide a standby DG set of 180 kVA capacity at
the elevated stations to cater to the following essential services:

(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system

Silent type DG sets with low noise levels are proposed, which do not require a
separate room for installation.

0.7.5 Supervisory control and Data Acquisition (SCADA) system:

The entire system of power supply (receiving, traction & auxiliary supply) shall
be monitored and controlled from a centralized Operation Control Centre
(OCC) through SCADA system. Modern SCADA system with intelligent
remote terminal units (RTUs) shall be provided. Optical fiber provided for
telecommunications will be used as communication carrier for SCADA
system.

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0.7.6 Energy Saving System:

Energy charges of any metro system constitute a substantial portion of its

operation & maintenance (O & M) costs. Therefore, it is imperative to
incorporate energy saving measures in the system design itself. The
auxiliary power consumption of metros is generally more than the traction
energy consumed by train movement during initial years of operation.
Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic.

0.7.7 Electric Power Tariff:

The cost of electricity is a significant part of Operation & Maintenance

(O&M) charges of the Metro System, which constitutes about 25-35% of
total annual working cost. Therefore, it is the key element for the financial
viability of the Project. The annual energy consumption is assessed to be
about 45.97 million units in initial years (2016), which will be about 67.80
Million Units in the year 2031. In addition to ensuring optimum energy
consumption, it is also necessary that the electric power tariff be kept at a
minimum in order to contain the O& M costs. Therefore, the power tariff for
Mumbai Metro should be at effective rate of purchase price (at 110 kV
voltage level) plus nominal administrative Charges i.e. on a no profit no
loss basis. The power tariff of Maharashtra Electricity Regulatory
Commission for TATA power Company, FY 2015 16 demand charges
Rs 200/ kVA per month and energy charges Rs 7.63/ kWh. Therefore it
will be in the about Rs 8.46 per unit. It is proposed that Government of
Maharashtra takes necessary steps to fix power tariff for Mumbai Metro at
No Profit No Loss basis. Similar approach has been adopted for Delhi
Metro.

0.8 ENVIRONMENTAL IMPACT ASSESSMENT:

0.8.1 A detailed Environmental Impact Assessment study has been done along
the full length of the proposed corridor. Baseline environmental data has
been collected for all the relevant elements of environment.

Apart from the normal parameters of air pollution, water pollution, noise
pollution etc. a quantitative evaluation of Total Environmental Impact has
also been done. Total score of environmental impact of this infrastructure
project can be obtained by aggregating all individual impacts. Even
though such an aggregation involves a certain degree of subjectivity, a

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 Executive Summary

rationalized procedure based on logic, experience and expertise can

minimize subjectivity. In the study, a simple and reliable procedure of
Modified Matrix used by National Environmental Engineering Research
Institute (NEERI) has been used.

Result of this impact procedure shows that the overall impact is quite low
for an infrastructure of this type and therefore accepted even without
remedial measures from Environmental Impact point of view.

It is possible and is felt desirable to further reduce the negative impact or

even to convert it to a positive score by adopting a certain mitigation plan.
An Environment Management Plan has been suggested.

A revised Environment Score indicates that the adverse impact is almost

totally balanced by beneficial impact.

EIA Assessment has concluded that there will be only minor adverse
impacts while beneficial effects are very significant. No Project
Alternative will have extremely high negative impacts on the environment.
Implementation of the project is strongly recommended.

0.9 Socio Economic Impact of the Project:

0.9.1 A good portion of land required for the corridor is occupied by residential
hutments, shops and commercial establishments. Rehabilitation and
resettlement of affected person is a pre requisite for execution of the
project. A fresh socio economic study is underway and the report is being
prepared separately. However, for rehabilitation and resettlement funds
provision have been made in cost at per kilometre basis

0.10 COST ESTIMATE:

Project Cost estimates for the Andheri(E) Dahisar (E) Metro Corridor
has been prepared covering civil, electrical, signalling and
telecommunication works, rolling stock, environmental protection,
rehabilitation, considering 25 kV AC traction at July 2015 price level.

The overall Capital Cost for the Andheri Dahisar Metro Corridor of
Mumbai at July 2015 price level works out to Rs. 4158 Crores excluding
applicable Taxes & Duties of Rs 774 Crores. as tabulated hereunder in
Tables 0.14 and 0.15.

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Table 0.14
Andheri (E) to Dehisar (E) Corridor
Capital Cost Estimate July 2015 level
Total length = 16.475 km
Elevated (including elevated ramp) =16.475 km
Total Station ( All Elevated ) =16
Amount
S.
Item Unit Rate Qty. (Rs. in
No.
Cr.)
Without taxes
1.0 Land
1.1 Permanent
a Government ha 20.00 15.78 315.57
b Private ha 100.00 1.24 123.73
Temporary Land for
1.2 Ha. 5.00 8.00 40.00
Construction Depot
1.3 R & R incl. Hutments etc. R. Km. 3.52 16.48 58.04
Subtotal (1) 537.34
2.0 Alignment and Formation
Elevated section including station
2.1 length (Including Cost of Rain Water R. Km. 36.92 16.48 608.39
Harvesting)
2.2 Depot entry connection R. Km. 36.92 1.00 36.92
Subtotal (2) 645.31
3.0 Station Buildings
3.1 Elevated stations(including finishes) Each
a Type (A) way side- civil works Each 29.09 13.00 378.13
b Type (A) way side- EM works etc Each 8.06 13.00 104.80
Type (B) Way side with signalling-civil
c Each 28.48 1.00 28.48
works
Type (B) Way side with signalling-EM
d Each 8.06 1.00 8.06
works etc
a Type (C), Terminal station -civil works Each 32.45 2.00 64.90
Type (c), Terminal station -EM works
b Each 8.06 2.00 16.12
including lifts and escalators
Providing half height platform Screen
3.2 Doors (PSD) at all Stations Each 2.45 32 78.4
Metro bhawan, OCC bldg. Staff
3.3
quarters
a civil works LS 50.00
b EM works etc LS 25.00
Subtotal (3) 753.89
4.0 Maintenance Depot at Dehisar LS
4.1 Depot
a Civil works LS 90.00
b EM works etc LS 60.00

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Subtotal (4) 150.00

5.0 P-Way
5.1 Ballast less track R. Km. 8.58 17.48 149.94
5.2 Ballasted track for Depot R. Km. 4.72 5.00 23.60
Subtotal (5) 173.53

Traction & power supply incl. Third

6.0
Rail , ASS etc. Excl. lifts & Escalators

6.1 Elevated section R.Km. 10.50 16.48 173.04

Subtotal (6) 173.04
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R. Km. 15.99 16.48 263.58
7.2 Automatic fare collection Stn.
a) Elevated stations Each 5.50 16.00 88.00
Subtotal (7) 351.58
Misc. Utilities, roadworks, other civil
9.0 works such as median stn. signages R. Km.
Environmental protection
Civil works (4.5 cr/km)
a R. Km. 8.00 16.48 131.84
+ EM works (3.5 cr/km)
Subtotal (9) 131.84
10.0 Rolling Stock (3.2 m wide Coaches) Each 9.80 78.00 764.40
Subtotal (10) 764.40
11.0 Capital expenditure on security
a Civil works R.Km. 0.30 16.48 4.92
b EM works etc R.Km. 0.06 13.27 0.82
Subtotal (11) 5.74
12.0 Staff quarter for O & M
a Civil works R.Km. 1.32 16.48 21.82
b EM works etc R.Km. 0.28 16.48 4.68
Sub Total (12) 26.49
Capital expenditure on Multimodal
13.0
Traffic Integration
Capital expenditure on Multimodal
a Each 2.31 16.00 36.96
Integration
Sub Total (13) 36.96
14.0 Total of all items except Land 3270.82
General Charges incl. Design charges
15.0 228.96
@ 7 % on all items except land
Total of all items including G.
16.0 3499.77
Charges except land
17.0 Contingencies @ 3 % 104.99
18.0 Gross Total 3604.77
Cost without land = 3605
Cost with land including contingencies on land = 4158

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Table 0.15 Details of Taxes and Duties

Andheri (E)to Dehisar (E) Corridor
Customs duty = 23.4155 %
Excise duty = 12.50 %
VAT = 12.5 %
Octroi 4 %
Taxes and duties
S. Total cost custom excise Total
No. without duty duty VAT(Cr.) taxes &
Taxes & (Cr.) (Cr.) duties
Description duties (Cr.) Octroi (Cr.)
Alignment &
1 Formation
Underground 0.00 0.00 0.00 0.00 0.00
Elevated, at grade &
entry to Depot 645.31 56.46 63.52 14.04 119.99
2 Station Buildings
Elevated station - civil
works 549.90 48.12 54.13 11.96 102.25
Elevated station-EM
works 128.99 6.04 10.96 12.33 4.09 29.34
OCC bldg-civil works 50.00 4.38 4.92 1.09 9.30
OCC bldg-EM works 25.00 1.17 2.13 2.39 0.79 5.69

3 Depot
Civil works 90.00 6.32 5.51 6.20 2.04 18.04
EM works 60.00 2.81 5.10 5.74 1.90 13.65

4 P-Way 173.53 32.51 3.69 4.15 5.87 40.34

Traction & power

5 supply
Traction and power
supply 173.04 16.21 11.03 12.41 5.61 39.65
6 S and T Works
S&T 263.58 49.38 6.59 7.41 8.95 63.38
AFC 88.00 15.45 2.75 3.09 2.97 21.30
PSD 0.00 0.00 0.00 0.00 0.00 0.00
7 R & R hutments 58.04 3.63 1.16 3.63

8 Misc.
Civil works 153.34 13.42 15.09 3.34 28.51
EM works 47.69 5.07 5.70 1.48 10.77

9 Rolling stock 764.40 157.51 7.45 8.38 29.74 173.35

Total 3270.82 287.40 182.65 209.11 95.02 774.18

Total taxes & Duties 774

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 Executive Summary

0.11 FINANCIAL VIABILITY, FARE STRUCTURE AND FINANCING

OPTIONS:

It is assumed that the construction work will start on 01.10.2015 and is expected
to be completed on 31.03.2019 with Revenue Opening Date (ROD) as
01.04.2019 for the corridor. The total completion costs duly escalated and shown
in the table 0.16 have been taken as the initial investment. The cash flow of
investments separately is placed in Table 0.16 as below.

Table 0.16 Year wise Investment (Completion Cost including cost of land)
Figures in Rs. Crore
Cost at July -2015 Completion Cost
Financial Year
Price Level
2015-16 225.00 229.00
2016-17 592.00 648.00
2017-18 1163.00 1369.00
2018-19 1019.00 1289.00
2019-20 815.00 1108.00
2020-21 408.00 596.00
2021-22 406.00 638.00
Total 4628.00 5877.00

Fare Structure
The fare structure for the FY 2019-20 has been assumed based on the details
provided by MMRDA. Considering the increase in the Consumer Price Index
(CPI) and input costs of operation since then, the existing fare structure has been
escalated by using an escalation factor @15.00% once in every two years. The
fare structure for the FY 2019-20 as per the proposed fare slabs is shown in the
table 0.17 below:
Table 0.17 Fare Structure in 2019-20

Sr. No. Distance Proposed Fare in 2019-20

1 0-2 11
2 2-4 13
3 4-6 16
4 6-9 20
5 9-12 22
6 12-15 24
7 15-18 26

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 Executive Summary

The above fare structure has been taken as furnished by MMRDA due to
the same having approval of GOM. DMRC proposes that the under mentioned
fare structure in the multiple of Rs. 10 be adopted in 2019-20 at the time of
commissioning of this Line.
Year 2019-20
SLAB FARE (Rs)
0-3 Kms 10.00
3-12 Kms 20.00
12 Kms and More 30.00

The proposed Fare Structure will have convenience in making use of ticket
vending machine and also in issuing the ticket manually without having much
effect on total revenue.

The Financial Internal Rate of Return (FIRR) obtained costs for 30 years
business model including construction period is followings:-
Corridor FIRR
Andheri(E) Dahisar (E) Corridor 8.20%

Alternative Models of Financing

The financing option shall depend upon selection of the dedicated agency
created to implement the project. The prominent models are: -

Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC) and
Built, Operate & Transfer (BOT).

SPV Model: - The State Government has already constituted a fully owned
company in the name of Mumbai Metro Rail Corporation (MMRC), a SPV
company and is responsible for the implementation of all the metro rail corridors
under the Mumbai Metro rail project. The issue of extending JICA loan for the
project was discussed informally with JICA India Office. It was told that an
informal understanding between GOI & GOJ has taken place. According to
which JICA will extend only modified step loan for the new projects in India at an
interest rate of 0.30% per annum. The tenure of the loan will be 40 years with 10
years moratorium period. JICA shall fund to the extent of 85% of the cost of
project excluding cost of the land, cost of Rehabilitation and Resettlement and
taxes and duties. However, pending formal notification from the MOF, GOI, the
existing terms applicable for JICA loan have been assumed except the quantum

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 Executive Summary

of project cost eligible for funding. The funding pattern under this model (SPV) is
placed in table 0.18 as under: -
Table 0.18
Funding pattern under SPV model (with central taxes and land) (Rs./Crore)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 747.00 14.17%
Equity By GOM 747.00 14.17%
SD for CT by GOM 307.00 5.82%
SD for CT by GOI 307.00 5.82%
1.40% Step Loan from JICA /
12% Market Borrowings 3163.00 60.02%
Total 5271.00 100.00%
SD for Land by GOM 606.00
Total 5877.00
Interest During Construction 20.00
Grand Total 5897.00
In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

BOT Model: - In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The
contribution of Government of Maharashtra will be limited to cost of land only.
Such a project become eligible for Viability Gap Funding (VGF) upto 20% from
the Central Government provided the state government also contribute same or
more amount towards the project. The metro being a social sector project not
much private parties are available to bid for such a project. Besides quite
expectedly the private operator may demand assured rate of return in the range
of 16% to 18% or a comfort of guaranteed ridership. Here the BOT option has
been worked out taking 16% pre- tax return to the BOT operator

The funding pattern assumed under this model excluding the cost of land is
placed in table 0.19 as under: -

Table 0.19 Funding pattern under BOT Combined (16% EIRR)

(With central taxes and without land cost)
Particulars With Taxes & Duties
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 1054.00 20.00%
VGF by GOM 1396.00 26.48%

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 Executive Summary

Equity by Concessionaire 940.00 17.83%

Concessionaires debt @12% PA 1881.00 35.69%
Total 5271.00 100.00%
Land Free by GOM 606.00
Total 5877.00
IDC 29.00
Total 5906.00

In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

0.11.1. RECOMMENDATIONS

The FIRR of the corridor with central taxes and land is 8.13% with revenue from
additional property development on 10 hectares of land. The pre-tax Equity FIRR
to the BOT operator worked out to 18% with total VGF of Rs.3036.00 crore
excluding the cost of 10 hectare Land. Since the Maharashtra State Government
is providing land parcels for PD, it is advisable to take up the job on
DMRC/BMRCL/CMRL model. Accordingly, the corridors are recommended for
implementation.

The total fund contribution of GOI & GOM under various alternatives is tabulated
in table 0.20 excluding state taxes.
Table 0.20
Rs. In crore
Particulars SPV Model BOT Model
GOI 1054.00 1054.00
GOM 1660.00 2002.00
Total 2714.00 3056.00
In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

Considering the difference, it is recommended to implement the project under

SPV model (completely Government Funded) as per the funding pattern.

0.12 ECONOMIC ANALYSIS:

Economic benefits are social and environmental benefits which are quantified
and then converted into money cost and discounted against the cost of

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 Executive Summary

construction and maintenance for deriving Economic Internal Rate of Return

(EIRR). When actual revenue earned from fare collection, advertisement and
property development are discounted against construction and maintenance cost,
interest (to be paid) and depreciation cost, Financial Internal rate of Return
(FIRR) is obtained. Therefore, EIRR is viewed from socio-economic angle while
FIRR is an indicator of pure financial profitability and viability of any project.

0.12.1 Economic appraisal of a project starts from quantification of measurable economic

benefits in economic money values, which are basically the savings of resource
cost due to introduction of the metro line. Economic savings are derived from the
difference of the cost of the same benefit components under with and without
metro line.

0.12.2 ECONOMIC PERFORMANCE INDICATORS

After generating the cost and benefit stream table, values of economic indicators
are derived and are given in table 0.21. Project period is 2015-2045, On the
basis of completion cost, EIRR is found to be 22.06% and B/C ratio as 4.9 and
with 12 % discount, EIRR is 8.98% and B/C ratio is 2.05. NPV without discount is
Rs 77023 Cr. and with 12% discount rate, NPV is Rs. 6174 Cr. In this case
(completion cost) escalation factor of 7.5% is applied on both cost and benefit
components. On the basis of economic cost, EIRR is 27.9% B/C Ratio is 14.2
and NPV is 89567, both shows that the project is economically viable.

Table 0.21: Economic Indicator Values (2044-45)

ANDHERI-DAHISAR (Completion Cost Basis) (Economic Cost Basis)
WITH WITH
WITHOUT WITHOUT
DISCOUNT DISCOUNT
DISCOUNT DISCOUNT
(12%) (12%)
Cumulative cost (Cr.) 19774 5883 7230 3669
Cumulative
benefit(Cr.) 96797 12056 96797 12056
Benefit Cost Ratio 4.90 2.05 13.39 3.29
NPV(Cr.) 77023 6174 89567 8388
EIRR 22.06% 8.98% 27.90% 14.20%

Sensitivity analysis shows that economic indicator values namely EIRR is within
the limit of acceptance as also the B/C ratios. If cost is increased by more than
20% or traffic is decreased by 20%, economic return reduces to 16.04%.

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 Executive Summary

0.13 IMPLEMENTATION PLAN:

0.13.1 The Andheri (E)Dahisar (E) Corridor is one of the phaseIII corridors, with
route length of 16.475 Kms and its a completion cost of Rs 5877 Crores.
World over Metro projects cannot be financially viable and depend upon
generous concessions and subsidies. The financial rate of return for the
Andheri (E)Dahisar (E) Corridor is 8.20 %.

The only Metro which has been implemented on BOT model so far is the
Rapid Metro in Gurgaon. Financially this Metro has been a total failure since
the revenues are not able to meet even the interest payment on the loans
raised.

It is therefore recommended that the project is implemented fully as a

Government initiative. By this route the project can be completed at the
shortest time and at the lowest cost. This is important because then only
ticket can be priced low, affordable to the common citizens and make the
system truly a popular public transport.

0.13.2 Implementation Schedule

A suggested project implementation schedule for Project Implementation on

Turnkey Basis (Deposit Terms) is given in Table 0.22

Table 0.22 Project Implementation on Turnkey basis (Deposit Terms)

S.No. Item of Work Completion Date

1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D+15 days

3 Submission of DPR for Approval of D+30 days

Ministry of Urban Development (MoUD).
4. D+60 days
Sanction of Project by GOI
5. D+30 days
Appoint an agency on deposit terms
6. Implementation of the project D+43 months

7. Testing and Commissioning D+44 months

8. CMRS Sanction D+45 months

9. ROD D+ 45 months

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 Executive Summary

0.13.3 Institutional Arrangements:

Govt. of Maharashtra will have to approve the implementation of the project

by Mumbai Metro Rail Corporation Ltd. or MMRDA

0.13.4 Legal Cover for Mumbai Metro

Implementation of proposed Andheri (E)Dahisar (E) Metro can now be

done under The Metro Railways (Amendment) Act 2009..

0.14 CONCLUSIONS:

0.14.1 Mumbai is the Commercial Capital of India and its fast growth especially in
the suburbs is causing heavy stress on all infrastructure, especially the
Transport. Being a linear city, the existing suburban rail services are very
effective and the modal split in favour of public transport is about 88%, which
is very high. Since the existing transport infrastructure has been heavily
loaded, it has been observed that the population of private vehicles is
increasing and it was also predicted that, the modal split in favour of public
transport may also recede. Hence, it is proposed by MMRDA to introduce a
rail based Mass Transportation System in Greater Mumbai and a master plan
has been prepared for the same. It is proposed to take up the Andheri (E)
Dahisar (E) Corridor with route length of 16.475 Kms immediately for
implementation. It is also proposed that extension of this corridor from
Andheri end to Domestic Airport of Mumbai should closely follow for
which DPR may be got prepared by the consultants. Prima facie the
extension to Domestic Airport , Mumbai is feasible with some portion
elevated and underground thereafter. By doing so it will give
connectivity to the public coming from Dahisar(E) end to Colaba with
one interchange at Domestic Airport.

0.14.2 The proposal of this corridor is technically feasible but involves acquisition of
land as well as rehabilitation of some hutments and shops.. This is a socio-
economic problem and has to be tackled for execution of the project.

0.14.3 Cost of the project at July 2015 price level with central taxes and duties only is
Rs. 4628 crores exclusive of State taxes and Octroi of Rs 304.13 Crores.
Completion cost with Central taxes and duties only and escalation at 7.5%
p.a. is estimated to be Rs. 5877 crores excluding State taxes and Octroi of
Rs 443 Crores

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 Executive Summary

0.14.4 After examining the various options for execution of Andheri (E)Dahisar (E)
Metro Project, it has been recommended that the project should be got
executed through a SPV on DMRC funding pattern

0.14.5 While the Financial Internal Rate of Return (FIRR) for the project has been
assessed as 8.20%, the Economic Internal Rate of Return (EIRR) works out
to 22.06%

0.14.6 It is recommended to hand over the project to an agency having the

experience of planning, implementing, commissioning and operating on
turnkey basis as was done by Rajasthan and Kerala Governments in regard
to Jaipur and Kochi Metro projects respectively to complete it within the time
period of about three and half year. The second option may be through
General Consultants which may take about 8 to 9 months more as compared
to turn key Consultancy.

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 Executive Summary

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 CHAPTER 1: Introduction

CHAPTER 1

INTRODUCTION

1.1 BACKGROUND:
1.1.1 Mumbai, the capital of Maharashtra, is the fastest developing city of India.
Being the commercial capital of India, Mumbai is the land for finance, trade
and entertainment. The city is full of excitement, energy and enthusiasm in
practically all the fields.

1.1.2 The city displays a cosmopolitan character which is reflected in its cuisine,
culture, inhabitants and language. The bustling city is the most busy port in
India and handles about 40 % of Indias maritime trade. The city which is
part of Indias splendid coast has a natural harbour, well developed over a
period of time.

1.1.3 Mumbai initially comprised of seven islands which are today known as
Colaba, Mahim, Mazgaon, Parel, Worli, Girgaum and Dongri. This group of
islands has been joined together by a series of reclamations. As the
population grew, areas beyond this Island City developed very fast and the
areas considered as outskirts became large residential nodes. What is now
called Greater Mumbai extends upto Dahisar on Western Railway, Mulund
on Main Line of Central Railway and upto Mankhurd on Harbour Branch of
Central Railway.

1.1.4 The city offers lot of job and professional opportunities in different sectors.
About thirty years back, there was an article in Times of India, in which it
was stated that gold is scattered in the streets of Mumbai and people have
only to collect it. This is the reason for large number of migrants from all
over India being attracted to Mumbai to earn their livelihood.

This, however, results in very heavy pressure on the citys infrastructure

like housing, water supply, transport etc. The concentration of jobs is in the
island city, but increase of population is mainly accommodated in the
suburbs. As the city is linear with very little width, the major development of
suburbs has been in the North only. Since people have to travel long
distances from their homes to work places, transportation assumes a very
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 CHAPTER 1: Introduction

major role. The ever growing vehicular and passenger demands coupled
with constraints on capacity augmentation of the existing network have
resulted in chaotic conditions, particularly during peak hours.

1.1.5 The Government of Maharashtra have implemented a few measures to

alleviate this situation by decentralizing the city. Most notables of these
include the development of Navi Mumbai and Bandra Kurla Complex.
Though Navi Mumbai was started long back, the job creation lagged behind
but is now picking up. The shifting of city wholesale markets to Navi
Mumbai and establishment of new container port at Nava Sheva have
helped in redistributing commercial vehicle trips and reducing the
congestion in the Island City.

1.2 DEMOGRAPHIC PROFILE:

1.2.1 The total population of Greater Mumbai in 2011 was 124.42 Lakhs, more
than double of population of 59.7 Lakhs in 1971. The rise in population was
about 38 % during 1971 81 but was about 20 % during 1981 91 and
1991 2001. Between 2001 to 2011 the growth in population is only 4.5%.
Table 1.2 shows the trend of population in Island City, Western Suburbs,
Eastern Suburbs and total for greater Mumbai.
Table 1.1
Trend of population in Greater Mumbai (in Millions)
Total Greater
Year Island City Western Suburbs Eastern Suburbs Mumbai
Decadal Decadal Decadal Decadal
Growth Growth Growth Growth
3.07 1.71 1.19 5.97
1971 (51.42%) (28.64%) (19.93%) (100%)
3.28 2.86 2.10 8.24
1981 (39.81%) 6.84 (34.71%) 67.25 (25.49%) 76.473 (100%) 38.02%
3.17 3.95 2.80 9.93
1991 (31.92%) -3.35 (39.78%) 38.11 (28.20%) 33.33 (100%) 20.51%
3.35 5.10 3.46 11.91
2001 (28.13%) 5.68 (42.82%) 29.11 (29.05%) 23.57 (100%) 19.94%
3.08 5.53 3.83 12.44
2011 (31.92%) -0.27 (39.78%) 0.43 (28.20%) 0.37 (100%) 4.5%

1.2.2 There is no population growth in the Island City during 1971 2015. The
population growth during 1971 2015 in Western Suburbs is 235% and in
Eastern Suburbs is 233%. It is evident that the share of Island City
population is declining continuously. The proportion of population in Island
City compared to total population of Greater Mumbai declined from 51% in
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 CHAPTER 1: Introduction

1971 to 24% in 2015. In the same period the proportion for Western
Suburbs went up from 28% to 44% and that in Eastern Suburbs from 20 %
to 31%.

1.2.3 The spatial growth of population in Greater Mumbai is shown in table 1.2

Table 1.2: Spatial Growth Profile of Greater Mumbai

Description Area Population (000) Gross Density (Person / Sq.km)
(Sq.Kms.) 1971 1981 1991 2001 2011 2015 1971 1981 1991 2001 2011 2015

Mumbai
Island 67.67 3070.38 3285.04 3174.91 3326.84 3085 3036 45,373 48,545 46,918 49,163 45,589 44,865
Western
Suburbs 207.1 1705.49 2858.17 3947.99 5095.68 5527 5719 8,235 13,801 19,063 24,605 26,688 27,615
Eastern
Suburbs 171.09 1194.71 2100.22 2803.03 3491.89 3829 3986 6,983 12,276 16,383 20,410 22,380 23,298

Greater
Mumbai 445.86 5970.58 8243.43 9925.93 11914.41 12442 12742 13,391 18,489 22,262 26,722 27,906 28,578

It is interesting to see that the gross density in persons per sq.km in Island
City has decreased from 45,373 in 1971 to only 44,865 in 2015. The
corresponding figures for Western Suburbs are increased from 8,235 to
27,615 and for Eastern Suburbs increased from 6,983 to 23,298. All the
above figures show Western Suburbs are more popular than the Eastern
Suburbs.

1.2.4 Last census was done in 2011. At that time population of Mumbai was
12.44 million. Current Population of MCGM for the year 2015 is 12.74
Million

1.2.5 As per the comprehensive Traffic Study for Mumbai Metropolitan Region,
the planning parameters in MCGM are:

Table 1.4: Planning Parameters

Population Employment
Year
(Million) (Million)
2015 12.74 5.96
2021 15.71 6.62
2031 15.99 7.35

1.3 EMPLOYMENT SCENARIO:

1.3.1 The employment data of Greater Mumbai collected from the National
Economic Census for 1971, 1981, 1991 and 1998 is classified in 10
categories as given below:
1. Agriculture, Forestry and Fishing
2. Mining and Quarrying
3. Manufacturing and Repair services
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 CHAPTER 1: Introduction

4. Electricity, Gas and Water

5. Construction
6. Wholesale & Retail trade and Restaurants & Hotels
7. Transport, Storage and Communication
8. Financing, Insurance, Real estate and Business services
9. Community, Social and Personal services
10. Others

1.3.2 The employment growth during 1971-2015 in different areas of Greater

Mumbai is shown in Table 1.5. The share of employment in Island City has
fallen to 39% in 2015 from 72 percent in 1971. However, the share of
employment during 1971-2015, has increased in Western suburbs from
16% to 40% and in Eastern Suburbs from 12% to 21%.

Table 1.5
Employment in Different Areas of Greater Mumbai (in Millions)
Western Eastern Greater
Year Island City
Suburbs Suburbs Mumbai
1971 1.09 0.24 0.19 1.52
1981 1.39 0.51 0.29 2.19
1991 1.34 0.64 0.44 2.42
1998 1.59 0.65 0.38 2.62
2011 2.25 2.32 1.23 5.80
2015 2.30 2.40 1.24 5.94

The change in employment in Greater Mumbai is presented in Table 1.6. It

may be seen that during 1991-98, the growth of employment in Island area
was 18 percent, while in Western suburbs it was only 2 - 3 percent. In the
Eastern suburbs, this figure has reduced by about 13 percent during 1991-
98.
Table 1.6
Change in Employment growth rate in Greater Mumbai (in %)
Island Western Eastern Greater
Year
City Suburbs Suburbs Mumbai
1971-1981 27.34 115.41 51.12 43.92
1981-1991 - 3.57 25.97 49.34 10.30
1991-1998 17.74 2.53 - 12.69 8.24
1998-2011 41.51 256.92 223.68 121.37

2011-2015 2.22 3.45 0.81 2.41

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 CHAPTER 1: Introduction

1.4 LAND USE POLICY:

MMRDA prepared a Regional Plan 1996 2011, for Mumbai Metropolitan
Region (MMR) as required under the Maharashtra Regional & Town
Planning Act 1966, which was approved by GOM.

1.4.1 Major recommendations of the Regional Plan are as follows:

A new Industrial Growth Policy should be framed with specific
economic, environmental and urban development objectives. Unlike the
past, it should also promote modern, technologically advanced,
environment friendly industries in Mumbai Municipal limits, and
encourage changes in Mumbais industrial structure, by facilitating
revival of sick and obsolete industries.
The policy should minimise the adverse impact of new industrial growth
on environmental and civic infrastructure.
The policy should facilitate direct industrial growth in the
underdeveloped part of the Region to achieve balanced regional
development.
The policy should help generate new employment opportunities.

1.4.2 As per the Regional Plan, a poly-nucleated land use structure has been
recommended for Mumbai Metropolitan Region (MMR). This clearly brings
out MMRDAs plan of developing alternative employment growth centres at
Bandra Kurla Complex (BKC) in addition to the ones at Navi Mumbai. As
per latest estimates, BKC will generate around 200,000 jobs as compared
to 700,000 jobs in Navi Mumbai.

1.4.3 In the Island City Area and the suburbs, valuable and significant land parcels
have not been used since long. These areas belong to textile mills, which
were shut down in the eighties. Recently, the Government of Maharashtra
through MMRDA has evolved certain strategies for development of these
areas and to re-develop valuable land resources. Table 1.7 presents the
total land area, which belongs to textile mills, and the envisaged uses of the
land area:
Table 1.7
Proposed Redevelopment of Textile Mill Land Area
Sr.
Land Uses Area (Sqm.)
No.
1 BMC : Open Space / Community Facilities 313291
2 MHADA : Low Income Housing 313291
3 Commercial Use 313291
Total 939,873

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 CHAPTER 1: Introduction

1.5 VEHICLE REGISTRATION:

1.51 The data on private vehicles in Greater Mumbai is available for three
regions, namely, the Island City, the Western suburbs and Eastern
suburbs. The number of private vehicles registered in Greater Mumbai is
given in Table 1.8. The ratio of private vehicles per thousand population is
growing steadily, and has reached 68.30 in 2002. This clearly shows the
inclination of people towards private vehicles. The trend is combined effect
of the rising income level and saturation of public transport systems in
Mumbai.
Table 1.8
Greater Mumbai Motor Vehicle Statistics
Private Vehicle
Private Vehicle
Year Population per 1000
Registration
population
1971 108146 5970575 18.11
1981 229185 8243405 27.80
1986 365190 8958013 40.76
1991 506959 9925891 51.07
1995 516640 10678015 48.38
1997 604503 11075187 54.58
1998 649654 11279279 57.60
2000 736852 11698814 62.99
2011 1870311 12442373 150.32

1.5.2 The proportion of vehicles in island area has steadily reduced from 33.6%
in 2010 to 30.93% in 2013, while is the proportion of vehicles in Western
suburbs increased from 45.78% in 2010 to 46.94% in 2013. The proportion
of vehicles in Eastern suburbs increased from 20.6% in 2010 to 22.1% in
2013. Distribution of vehicles in Island and Suburbs is shown in Table 1.6.

Table 1.9
Distribution and Growth of Vehicles in Island and Suburbs
Western Eastern
Year Island Total
suburbs Suburbs
593902 809225 364671 1767798
2010
(33.6%) (45.78%) (20.6%) (100%)

601176 870558 398577 1870311

2011
(32.14%) (46.55%) (21.3%) (100%)

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 CHAPTER 1: Introduction

637768 950394 440338 2028500

2012
(31.44%) (46.85%) (21.7%) (100%)

676514 1026821 484063 2187398

2013
(30.93%) (46.94%) (22.1%) (100%)

1.6 SUBURBAN RAIL SYSTEM:

1.6.1 The main skeleton of the rail network in Mumbai was laid over 100 years
ago, initially to link Mumbai and adjacent townships. Electric suburban rail
services were started in 1925 in Mumbai by the Great Indian Peninsular
Railway (Forbearer of the Central Railway in Mumbai).

1.6.2 Today Mumbai is served by two of Indias zonal railways, the Western
Railway (WR) and the Central Railway (CR). The Western Railway main
lines run Northwards from Mumbai Central parallel to the West Coast of the
island towards Northern and Western India and Delhi. However Suburban
operations start from Churchgate located in the CBD and extend for 60
kms. Northwards as far as Virar. The services will be extended to Dahanu
during the current year. The Central Railway runs from Chhatrapati Shivaji
Terminus (CST), located on the Eastern side of the CBD (Approximately 1
km Northeast of Churchgate) and serves a large part of Central India.
Suburban services extend from Mumbai CST to as far as Kasara in the
Northeast (120-Km) on Nasik side and Karjat in the Southeast (100-Km) on
Pune side.

1.6.3 The CR is also responsible for services on the Harbour Line which runs
from CST station along the East Side of Mumbai Island to Raoli junction
where the line splits. One branch runs North West to join the Western
Railway main line at Bandra and continues further upto Andheri, with the
other line continuing Northwards to Kurla, and turns Eastwards to serve
Chembur and Mankhurd and cross the Thane Creek to reach Navi Mumbai.
At Wadala, the Mumbai port rail lines join the Harbour line, the Harbour
lines north of Wadala are shared with freight traffic to and from Mumbai
docks.

1.6.4 Within the Mumbai area both zonal railways carry a combination of
suburban, long distance passengers and freight traffic. Daily passenger
volumes are about 6.5 million mostly commuter trips within the Metropolitan
Region and approximately 2.0 lakh long distance travellers.

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1.6.5 Within Mumbai many suburban stations are less than 1.5 km apart and in
some cases less than 1 km. Such closely spaced stations are characteristic
of a metropolitan urban railway rather than a suburban system. In addition
to the three radiating lines from Mumbai CBD there is also a double line
track connection beyond Greater Mumbai limits between Vasai Road on
the Western Railway and Diva / Dombivali on the Central Railway. This
allows long distance North-South trains to bypass Mumbai.

1.6.6 All Western and Central railway lines within the Mumbai suburban area are
Broad Gauge (1.676 m) and electrified using the 1500 volt D.C. overhead
system. The traction system is being converted to 25 kV A.C. In some
areas tracks are prone to flooding during the monsoon season due to
drainage system shortcomings on adjacent land or due to inadequate or
partially blocked storm water outlets.

1.6.7 Suburban services operate Electric Multiple Units (EMUs) predominantly

formed as 9 car rakes (being upgraded to 12 car rakes). A start has been
made by Western Railway to run 15 coach trains on a limited schedule and
limited stops. A multiple aspect colour light signalling system is used.
EMUs are fitted with an Auxiliary Warning System (AWS) which prevents
motormen from exceeding 38 km/h when running under single yellow
(caution) signals and makes an emergency brake application if a red
(danger) signal is passed. The rail network is shown in Figure 1.1.

1.7 THE ROAD NETWORK:

1.7.1 The road network has developed over many years, predominately in north-
south direction radial to the CBD within the constraints of the islands.
There are very few E-W cross links with any continuity across all radials.
Extensive development over much of the island has led to the major traffic
movements being concentrated into three main corridors; Western, Central
and Eastern. The Western corridor generally provides a higher level of
service than the Central and Eastern corridors. The central corridor,
especially in the South Island area, is severely congested with high
pedestrian movements and bus traffic. The Eastern corridor, which runs
adjacent to the port, carries large volume of truck traffic and suffers badly
from parking and informal roadside vehicle maintenance activities. The
network is shown in Figure 1.2.

1.7.2 The East West vehicular movement is constrained by the Western and
Central Railway tracks which also run for the majority of the length of the
Island city. Consequently major traffic movements are concentrated on
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relatively few roads, resulting in major points of congestion where East-

West movements intersect the north-south corridor at points such as Parel
Junction, Khodadad Circle, Gadkare Chowk and Sion intersection.

1.7.3 To the North of Mumbai Island, the East West movements are further
restricted by the limited number of crossing points of the River Mithi. The
lack of a good link between places such as Santa Cruz and Chembur or
Vashi often results in considerable detours via Sion and the Western and
Eastern Express Highways. A major North South link from Santacruz to
Chembur via Kurla has been completed and opened for public.

1.7.4 The roads of Mumbai serve not only as a means of transport but also
function as parking areas for vehicles, sites for hawkers and other
commercial activities, and extended footways. In some places, notably on
the Western Express Highway, part of the right of way (though not the
carriageway) has also been encroached upon by slums. These other
functions, together with frequent disruption due to service provision and
maintenance, severely reduce the traffic capacity of the highways.

1.8 BUS TRANSPORT SYSTEM:

1.8.1 Public stage carriage bus services in the region are provided by BEST,
(within BMC and up to 20 km beyond the corporation boundary), TMT in
Thane and MSRTC elsewhere.

1.8.2 With over 3,030 buses, BEST is by far the largest provider of bus services
in the region. However, due to financial limitations bus replacement has
been deferred in recent years and some 25% of this fleet is now more than
10 years old which is the companys preferred limit to bus life.

1.8.3 All routes within Mumbai are provided by BEST. These include radial
routes to and from main centres, trunk routes linking main centres and
feeder services linking to the trunk routes and to railway stations.
Additionally, some routes operate on a limited stop basis providing slightly
faster journey times on the trunk routes between the Island City area and
outlying parts of Greater Mumbai. However, the improvement in journey
time in many cases is marginal due to the traffic congestion and the
retention of too many stops on the routes due to public demand and buses
not plying on the flyovers. Recently the BEST has introduced Express
services. These services are allowed to use N-S flyovers and skip few
stops thus improving the journey times.

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1.8.4 Bus routes from Mumbai City to Navi Mumbai are provided by BEST,
MSRTC and Navi Mumbai Municipal Corporation (NMMC). Routes from
other points in Greater Mumbai to Navi Mumbai and Thane are provided by
BEST, MSRTC, TMT and NMMC.

1.8.5 The dispersal of rail commuters from the main railway terminals to their
final destinations in the Mumbai CBD such as Fort, Ballard Estate, Colaba
or Nariman point is at present carried out primarily by the bus system.
Shared taxi routes are also operated, whilst a large number of people make
this final stage of their journey on foot. In the morning peak these
movements involve substantial volumes running into the order of 30,000
40,000 passenger per hour from each terminus.

1.8.6 BEST operates an on demand feeder service during the morning peak
hour from Churchgate and CST to Nariman Point or Colaba. This entails
constantly having buses queued up at the rail terminus to take passengers
so as to avoid any build up of waiting time for the passengers.

1.9 AIR POLLUTION:

1.9.1 In Mumbai road traffic is a major source of air pollution, which has
worsened significantly in the last two decades and now poses a
considerable health problem and potentially lethal hazard.
1.9.2 Data derived from the ambient air quality monitoring by MCGB shows that
air pollution due to road traffic has increased by almost 400% over the last
two decades. Transport (principally road traffic) now accounts for about
52% of the overall air pollution load in Greater Mumbai. The air pollution
from traffic is principally carbon monoxide (CO), Nitrous Oxide (NOx) and
hydrocarbons (HC) whereas industrial pollution takes the form of
suspended particulates (SPM), sulphur dioxide (SO2) and to a lesser
degree NOx.

1.9.3 Within the traffic stream the large number of motor cycles, motor scooters
and auto rickshaws are estimated to produce 34.5% of total pollutants. This
is more than trucks and buses (33.2%) or cars (32.3%). Carbon monoxide
and hydrocarbons are the main pollutants from two and three wheelers.
Since auto rickshaws are concentrated in the suburbs (they are banned
from operations in the Island City), they are an important source of air
pollution in the suburban centres of Mumbai and in the principal towns of
the region. The GOI Central Motor Vehicle Rules lay down emission
standards for new two and three wheeler vehicles and for light duty

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 CHAPTER 1: Introduction

vehicles in respect of CO and HC for current application, with tighter

standards for application after 1995 and 2000. These future higher
standards aim to reduce emissions to less than 20% of the currently
permitted levels.

1.9.4 Many people in Mumbai would appear to have a high tolerance to traffic
noise, which is at present not seen as a widespread problem, although
levels of noise near the main highways are high by Western standards. It
is likely that noise will become more of a perceived problem as traffic
volumes increase and if increased traffic flows take to filtering through
residential areas. Traffic engineering and environmental traffic
management measures will be necessary to control this in future.

1.10 NEED FOR METRO:

Public Transport System is an efficient user of space and energy, with

reduced level of air and noise pollution. As the population of the city grows,
the share of public transport, road or rail-based, should increase. For a city
with population of 1.0 million, the share of public transport should be about
40 - 45%. The percentage share of public transport should progressively
increase with further growth in the population of the city, reaching a value of
about 75% when the population of the city touches 5 million mark. With
Mumbais population crossing 12 million, the share of public transport at
88% is quite good. However, over the past decade the share has reduced
from 91% to 88% and is likely to reduce further if corrective measures are
not taken immediately. While up-gradation of existing suburban system is
underway through MUTP, it is felt that additional mass transit corridors are
required to meet the expanding demand.

Whether the public transport system on a corridor in the city should be

road-based or rail-based will depend primarily on the traffic density during
peak hours on the corridor. Experience has shown that in mixed traffic
conditions, comprising slow and fast moving traffic prevailing in most of our
cities, road buses can optimally carry 10,000 persons per hour per direction
(phpdt). When traffic density on a corridor exceeds 10,000 phpdt, the
average speed of buses comes down, journey time increases, air pollution
goes up, and commuters are put to increased level of inconvenience.

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Thus when on a corridor, traffic density during peak hours crosses this
figure, provision of rail-based mass transport, i.e. Metro system should be
considered. In any case, Metro system may become inescapable if the
traffic density on a corridor reaches 20,000 PHPDT.

1.11 TYPES OF METROS AND THEIR CAPACITY:

Rail based mass transport in cities can be brought mainly under three
categories:- Light Rail, Medium Capacity Metro and Heavy Capacity Metro.
The number of commuters to be dealt is relatively less in LRTS, its trains
consist of 2 to 3 coaches and other related infrastructure is also of a
smaller size. For medium capacity Metro systems, the train generally
comprises 3 to 6 coaches with ultimate train headway of about 3 minutes.
The other related infrastructure e.g. civil works, stations, passenger
handling equipment etc. are also planned accordingly.

Heavy capacity metro systems have to deal with large traffic densities
ranging from 50,000 to 80,000 PHPDT. Accordingly, the trains have 6 to 9
coaches and other related infrastructure is also of large size. Beyond the
traffic level of 80,000 PHPDT, additional parallel lines are normally planned.

1.12 ADVANTAGES OF A METRO SYSTEM:

Metro systems are superior to other modes because they provide higher
carrying capacity, faster, smoother and safer travel, occupy less space, are
non-polluting and energy-efficient. To summarise, a Metro system:
Requires 1/5th energy per passenger km compared to road-based
system
Causes no air pollution in the city
Causes lesser noise level
Occupies no road space if underground and only about 2 meter width of
the road if elevated
Carries same amount of traffic as 7 lanes of bus traffic or 24 lanes of
private motor cars (either way), if it is a medium capacity system.
Is more reliable, comfortable and safer than road based system
Reduces journey time by anything between 50% and 75% depending on
road conditions.

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1.13 REVIEW OF PAST STUDIES:

A number of transportation studies were carried out in the past for Mumbai
Metropolitan Region (MMR). These studies discussed travel pattern,
network characteristics, and the degree of traffic saturation on the existing
roads in the Study Area. The following major studies, which recommended
transportation improvements in MMR, have been reviewed.

(i) Mass Transport Study (1969): The objective of this Study was to
determine the existing conditions of available mass transportation
services, future desired lines and to evolve a comprehensive, long
term mass transportation plan for Greater Mumbai. Travel projections
were made upto the year 1981. These projections formed the basis
for identifying the 6th and 7th Rail Corridors.
(ii) Techno-Economic Feasibility of the 7th Rail Corridor: Indian
Railways carried out the techno-economic feasibility study of the
Seventh Corridor in the year 1974. Mumbai Metropolitan region was
considered as the Study Area. Passenger traffic of 1.78 million per
day was estimated to be carried by the 7th Corridor in 1981.
Detailed engineering feasibility was also carried out and the corridor
alignment was fixed. The corridor runs underground (South to North)
from Colaba to Bandra (17.38 km) and East to West from Bandra to
Kurla elevated (4.90km) and a spur to the airport (4.1 km).

(iii) East West Rail Corridor Study: MMRDA got this Study done in the
year 1975 for developing rail corridor connecting Bandra Kurla
Mankhurd Panvel. The objective of this Study was to provide
access to Navi Mumbai with a view to assisting in its development.
Out of the proposed corridor, Mankhurd Vashi Panvel section has
been completed. The Bandra-Kurla section of this corridor has not
been developed so far.

(iv) Comprehensive Transport Study (CTS) for MMR: A study was

commissioned by the World Bank and MMRDA in 1993 to develop a
strategy for transport development in MMR.

The Study focused on the strategies for transport development,

institutional strengthening for effective implementation of the proposed
strategies and suggesting an investment program with appropriate
prioritization.

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The recommended strategy covers investments worth a total of Rs.

11,300 crore, including rail system investment of Rs. 7000 crore, bus
and ferry system investments of Rs. 570 crore and a highway
programme of Rs. 3730 crore including a substantial traffic
engineering and management component.

(v) Mumbai Metro Study, by Mumbai Metro Planning Group: The

Study examined the feasibility of constructing and operating the 7th rail
corridor as a heavy metro, and covers a detailed techno-economic
study, market survey, estimates of ridership on the new corridors, cost
estimates of capital investments and operation, revenue expected and
financial aspects.

(vi) MRTS Study by TEWET: The study objective was to identify two rail
based Mass Rapid Transit (MRT) Systems, one for the CBD and one
in Greater Mumbai outside the CBD, and to develop feasibility studies
for the two projects.

The TEWET study also identified total network for Greater Mumbai
after examining 3 alternatives. The recommended Network is of 57
km length with an estimated cost of Rs. 12,000 crore and in Island city
it follows the 7th Corridor alignment. In the suburbs, the line is
extended North upto Andheri with two branches; one going upto
Charkop in Western suburbs & other leading to Mulund via
Ghatkopar.

The detailed feasibility study was done for part of the Master Plan
namely Andheri Ghatkopar section with a spur to Sahar Airport.
Total length was about 10 km and estimated cost Rs. 800 crore. Most
of the alignment was elevated except small underground stretch of 1.5
km below flyover at Andheri.

(vii) Sky Bus Metro Study by MMRDA: The Konkan Railway Corporation
presented to GOM a proposal for development of a new transport
system called sky bus metro system. It envisages a system, which
will be elevated and supported on central columns. MMRDA carried
out a techno-economic feasibility study of this system for Andheri
Ghatkopar section. The conclusion of this Study was that since this
system has not been implemented anywhere in the world, it needs to
be further examined on a 2 km pilot section.

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 CHAPTER 1: Introduction

(viii) Comprehensive Transportation Study: To improve the traffic and

transportation facilities in Mumbai Metropolitan Region (MMR), MMRDA with
World Bank assistance under Mumbai Urban Transport Project (MUTP)
successfully completed the Comprehensive Transport Study in July, 2008
Following were the objectives of the study:

I. Identify travel pattern of residents of MMR

II. Select, develop and operationalise an Urban Transport Planning model
using state-of-the-art modeling techniques and software package,
appropriate to the conditions and planning needs of MMR;
III. Assess the relevance of the1994 strategy, identify the consequences of
pursuing alternative transport strategies, and recommend/update a
long-term comprehensive transport strategy for MMR
IV. Identify for all modes a phased program of appropriate and affordable
investments and policy proposals up to 2016; and
V. Help strengthen transport planning skills, and transfer all data,
planning model/tools and knowledge obtained through the study to
MMRDA and other agencies such as Mumbai Rail Vikas Corporation
(MRVC), City & Industrial Development Corporation (CIDCO) and
Municipal Corporation of Greater Mumbai (MCGM).

In this study, required short term, medium and long term transport infrastructure for
year 2016, 2021 and 2031 respectively was recommended. Following are the
CTS recommendations by year 2031:
Development of mass transit system & road network.

Proposed 435 kms Metro network, 1740 kms Highway network and 248
kms suburban railway network by 2031.

Assist in establishment of Unified Mumbai Metropolitan transport Authority

(UMMTA).

Updation of the schemes in MMR and development plan of the Urban

Local Bodies based on Transportation Strategy.

As per CTS recommendation, it was proposed to implement the 435 kms Metro
network, 1740 kms Highway network and 248 kms suburban railway network by
2031 in a planned and phased manner as per availability of fund.

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 CHAPTER 1: Introduction

Figure 1.1

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 CHAPTER 1: Introduction

Figure 1.2

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 CHAPTER 2: Evolution of Mumbai Metro Master Plan

CHAPTER 2

EVOLUTION OF MUMBAI METRO MASTER PLAN

AND PRESENT STATUS

2.1 BACKGROUND:

Mumbai does have a very good transportation system but has not been able to
keep pace with rising demand. The carrying capacity of the Rail and bus based
system has been increased considerably over the last 4 5 decades but traffic
has increased much faster. Even in the fifties of last century, local trains (6 coach
trains at that time) used to be very crowded during the peak hours. Number of
bogies went up gradually to 9/12 and now even 15. The frequency of trains
improved a lot but overcrowding grew worse due to heavier increase in traffic.
Suburban rail traffic increased by 6 times while the capacity increased by 2.3
times. Vehicular growth increased from 61,000 to over 1.20 million in the last four
decades.

It has been obvious for a long time that the existing rail and bus based transport
systems of Mumbai are under extreme pressure.

Due to the various constraints of existing systems as also the limitations in

increasing the carrying capacity, a new Mass Rapid Transit System is essential to
take care for the next few decades.

Though Metro for Mumbai has been talked about for the last 50 or 60 years,
something concrete has come through only in the last about ten years.

Improvements in the rail based system are being carried out under Mumbai Urban
Transport Project (MUTP) for road based system under Mumbai Urban
Infrastructure Project (MUIP), both aided by the World Bank.

Metro had been suggested in the past but not as an integrated system for Greater
Mumbai as part of long term planning. However a Master plan has now been
prepared and the various corridors finalised. A brief of the work done will not be
out of place and is as under.

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2.2 PRELIMINARY NETWORK:

All possible routes based on the following inputs were listed with a view to broadly
identify the most feasible and apparently advantageous corridors for possible
inclusion in the final Master plan:
i) Recommendation of the earlier studies for various rail based systems such as
6th/7th corridor, SMART study, MMPG study.
ii) Existing and future land use plans including Regional plan for MMR which
indicate the locations and intensity of population and employment growth and
development of alternate City centers.
iii) Suburban Rail Improvement Plans arising out of Departmental budgetary
schemes and MUTP (phase I & II).
iv) Availability of suitable pieces of land for depot to minimize dead running and
land cost.
v) Arterial road network expansion programme envisaged under the sanctioned
projects of MUTP and MUIP.
vi) The suggestion of the members of the study review committee. Accordingly, a
primary network of about 200 km was identified.

2.3 MASTER PLAN:

Thereafter intensive site reconnaissance surveys were carried out. The

alternative probable corridors were discussed with representatives of local
authorities and finally a network comprising of 146.5 km was selected as Master
Plan for Mumbai Metro. The most important criteria in finalizing the Master plan
were:
To serve areas of population and employment concentration not served here
to.
To ensure regional linkages and connectivity to rail system proposed in
adjoining regions like Thane and Navi Mumbai.
Maximum inter-modal integration with existing and committed suburban rail
network.
Easy connectivity to depot sites.
Feasibility of the minimum values for system parameters in terms of vertical
curves, horizontal curves and gradients.

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 CHAPTER 2: Evolution of Mumbai Metro Master Plan

The Master Plan network was split in suitable corridors as under:

Table 2.1
Length (Km)
S. No. Corridor
Total Elev. U.G
1 Versova Andheri Ghatkopar 15.00 15.00 -
Coloba Mahim (Bandra) 18.00 8.10 9.90
2
Mahim (Bandra) Charkop 18.00 18.00
3 Mahim Kurla Mankhurd 12.80 10.70 2.10
4 Charkop Dahisar 7.50 7.50
5 Ghatkopar Mulund 12.40 12.40
6 BKC Kanjur Marg via Airport 19.50 11.00 8.50
7 Andheri (E) Dahisar (E) 18.00 18.00
8 Hutatma Chowk Ghatkopar 21.80 13.30 8.50
9 Sewri Prabhadevi 3.50 3.50

2.4 PHASING OF MASTER PLAN:

The Master Plan of Metro finalized for Greater Mumbai consists of approximately
146.50 km of network. It is practically not feasible to develop the entire network
at one go for many reasons like:
i) Availability of sufficient funds.
ii) Limitation on civil work construction.
iii) The environmental and traffic impacts during construction.
iv) Difficulties in acquisition of open land as well as built up structures.
v) Resettlement of project affected families.

The Master Plan Network was therefore grouped into different phases. The
criteria adopted in finalizing the phases were:
i) Ridership per unit length of the corridor.
ii) Ridership per unit investment on the corridor.
iii) Sectional traffic loads.
iv) Environmental Impact.

After detailed deliberation with the study review committee suitable weightages
were assigned to these four criteria as under:
i) Ridership per unit length = 40 %
ii) Ridership per unit investment = 25%

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 CHAPTER 2: Evolution of Mumbai Metro Master Plan

iii) Sectional traffic loads = 25 %

iv) Environmental Impact = 10 %

The preliminary results of phasing exercise were discussed in the meetings of the
Executive Committee of MMRDA, chaired by the Chief Secretary, GOM and later
in the meeting of MMRDA chaired by the Honble Chief Minister. The final
approved phasing of the Master plan is as under:

Table 2.2
Length (Kms)
Phase Corridors
Total Elev. U.G
1 a) Versova Andheri - Ghatkopar
b) Colaba - Charkop 63.80 51.80 12.00
c) Mahim - Mankhurd
2 a) Ghatkopar Mulund
19.90 19.90 -
b) Charkop Dahisar
3 a) BKC Airport - Kanjur Marg
b) Andheri (E) Dahisar (E)
62.80 42.30 20.50
c) Hutatma Chowk Ghatkopar
d) Sewri Prabhadevi
TOTAL 146.50 114.00 32.50

2.5 Implementation Period

The expected period of implementation of three phases at present is shown

below:
Table 2.3
Length of the Corridor Phase wise
S. (kms) Period of
Corridor Length
No. implementation
U.G Elev. Length (kms)
1 Versova Andheri Ghatkopar 0.0 15.0 *15.0
Colaba Mahim (Bandra) 63.80
2 9.9 26.1 36.0 2006 2013
Mahim (Bandra) Charkop Phase I
3 Mahim Kurla Mankhurd 2.1 10.7 12.8
4 Charkop Dahisar 0.0 7.5 7.5 19.90
2011 2016
5 Ghatkopar Mulund 0.0 12.4 12.4 Phase II
6 BKC Kanjur Marg via Airport 8.5 11.0 19.5
7 Andheri (E) Dahisar (E) 0.0 18.0 18.0 62.8
2016 2021
8 Hutatma Chowk Ghatkopar 8.5 13.3 21.8 Phase III
9 Sewri Prabhadevi 3.5 0.0 3.5
Total 32.5 114.0 146.5 146.5

The different corridors are shown in Annexure 2.1

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 CHAPTER 2: Evolution of Mumbai Metro Master Plan

2.6 PRESENT STATUS:

2.6.1 Line no 1 viz. Versova Andheri Ghatkopar has been implemented and
commissioned on 8th June 2014 The work was done on Public Private
Partnership (PPP) mode by a Special Purpose Vehicle, Mumbai Metro one,
comprising of Government of Maharashtra, Reliance Infrastructure and VOELIA
of France.
2.6.2 A special purpose vehicle (SPV) was formed for line no 2, viz. Charkop Bandra
Mankhurd corridor. SPV comprises of Government of Maharashtra, Reliance
Infrastructure and SNC Lavalin of Canada. However, the implementation of this
Line did not take off.

2.6.3 In November / December 2009, MMRDA awarded the work of preparing Detailed
Project Reports for following corridors to parties as indicated below:
i) Charkop Dahisar (7.50 Km.) M/s SPAN Consultants Pvt. Ltd.
ii) Andheri(E) Dahisar(E) (18.00 Km.) M/s SPAN Consultants Pvt. Ltd.
iii) BKC Kanjur Marg (via Airport) M/s RITES.
(19.50 Km.) with Extension from
BKC to Mahim (4.0 Km.)
iv) Ghatkopar Mulund (12.50 Km.) M/s Consulting Engineering Services.
v) Wadala-Carnac Bunder (DPR) M/s Consulting Engineering Services

2.6.4 All the above reports have been submitted to MMRDA.

2.6.5 An SPV named as Mumbai Metro rail Corporation Ltd. (MMRC) is incorporated
and implementation of Line -3 between Colaba- BKC-Aarey is being done by the
SPV.
2.6.6 MMRDA is intending to implement other corridors by itself.

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Annexure 2.1

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 CHAPTER 3: Traffic forecast

CHAPTER 3

TRAFFIC FORECAST

3.0 As stated on SPAN s report, MMRC had initially given information about
planning parameters in MCGM area and the traffic projections for three
horizon years viz. 2016, 2021, 2031.

3.1 Proposed Metro Stations on Andheri (E) -Dahisar (E) Corridor

As per the details received, following sixteen stations are envisaged on the
Andheri (E) to Dahisar (E) Metro corridor. The locations of proposed stations
are as under
Table 3.1Station Locations
Mumbai Metro(Andheri- Dahisar corridor)
Inter Distance between
Sl.No Station Name Chainage(m) two Stations (m)
0 Dead End (-) 450
1 ANDHERI 0.0 450
2 SHANKARWADI 1229.8 1229.8
3 JVLR Jn. 2413.9 1184.1
4 BOMBAY EXHIBITION 3781.5 1367.6
5 HUB MALL 4580.0 798.5
6 V.NAGAR 5559.7 979.7
7 AAREY ROAD Jn. 6100.0 540.3
8 VITT BHATTI Jn. 7180.0 1080.0
9 KURAR VILLAGE 8068.0 888.0
10 BANDONGRI 9075.7 1007.7
MAHINDRA &
11 MAHINDRA 9700.0 624.3
12 THAKUR COMPLEX 11427.7 1727.7
13 BORIVALI BUS STOP 12250.0 822.3
BORIVALI
14 OMKARESHWAR 13376.5 1126.5
15 SHRINATH NAGAR 14384.5 1008.0
16 DAHISAR (E) 15524.9 1140.4
Dead End 16025.7 500.8
Length of Corridor 16475.6

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 CHAPTER 3: Traffic forecast

3.2 Traffic Projections

MMRC were requested to give the traffic data for the above proposed stations.
The information received in respect of ridership flows, boarding alighting etc. is
shown in Table No. 3.1, 3.2 and Annexures 3.1 to 3.3 for the three horizon
years 2016, 2021 and 2031.

Peak hour trip is 9 % of the daily trips.

3.3 Station to station segment flows and Peak Hour Boardings/Alighting

The station to station segment flows in both directions during peak hours for
the years 2016, 2021 and 2031 are shown in table no 3.1 and peak hour total
boarding and alighting figures in table3.2.

Table no 3.1
Peak Hour Station to Station Segment Flows
2016 2021 2031
From To
Forward Reverse Forward Reverse Forward Reverse
Station 1 Station 2
8591 12800 4289 8553 4688 7306
(ANDHERI.) (Shankarwadi)
Station 2 Station 3
8657 12726 5421 8344 6207 7452
(Shankarwadi) (JVLR Jn.)
Station 4
Station 3
(Bombay 9291 12474 11300 17153 14318 17778
(JVLR Jn.)
Exhibition)
Station 4 Station 5
(Bombay (Hub Mall) 7673 11876 11505 17831 14460 18353
Exhibition)
Station5 (Hub Station 6
7673 11876 11440 18086 14406 18584
Mall) V. Nagar
Station 7
Station 6
(Aarey Road 7491 12088 11221 17870 13991 18371
(V. Nagar)
Junction)
Station 7 Station 8
(Aarey Road (VITT Bhatti 7781 12751 11048 17086 13834 17612
Junction) Jn.)
Station 8 Station 9
7494 11990 11099 16550 13976 17214
(Vitt Bhatti Jn.) (Kurar Village)
Station 9 Station 10
7965 9832 10758 15493 13514 17186
(Kurar Village) (Bandongri)
Station 11
Station 10 (Mahindra &
7070 8943 9938 15105 12500 17175
(Bandongri) Mahindra)

Station 11 Station 12
(Mahindra (Thakur 6435 8257 9206 12935 11747 14938
&Mahindra) Complex)

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 CHAPTER 3: Traffic forecast

2016 2021 2031

From To
Forward Reverse Forward Reverse Forward Reverse
Station 12 Station 13
(Thakur (Borivali Bus 5953 6885 8785 10894 11353 13140
Complex) Stop)
Station 13 Station 14
(Borivali Bus (Borivali 4975 6008 7950 9942 10438 13472
Stop) Omkareshwar)
Station 14 Station 15
(Borivali (Shrinath 5164 4507 6745 7875 10436 9442
Omkareshwar) Nagar)
Station 15
Station 16
(Shrinath 4718 3874 5859 6851 8817 7541
(DAHISAR)
Nagar)
Maximum PHPDT 9291 12800 11505 18086 14460 18584

Table no 3.2
Peak Hour Boarding and Alighting
2016 2021 2031
Station
Boarding Alighting Boarding Alighting Boarding Alighting
Station 1 (ANDHERI.) 8591 12800 4289 8553 4688 7306
Station 2
1138 997 2547 1206 2750 1377
(Shankarwadi)
Station 3
1899 1013 7237 10167 9679 11894
(JVLR Jn.)
Station 4
1536 2048 2311 2784 2339 2773
(Bombay Exhibition)
Station5 (Hub Mall) 1536 2049 171 490 182 467
Station 6 304 696 1851 1854 1936 2138
(V. Nagar)
Station 7
947 1319 1961 1350 2127 1525
(Aarey Road Junction)
Station 8
1505 1032 2629 2042 2979 2439
(Vitt Bhatti Jn.)
Station9
4941 2312 3530 2813 3278 3710
(Kurar Village)
Station 10
1460 1466 1777 2210 1816 2821
(Bandongri)
Station 11
2456 2404 3968 2530 4504 3020
(Mahindra & Mahindra)
Station 12
(Thakur Complex) 2725 1834 3682 2061 4660 3257

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 CHAPTER 3: Traffic forecast

2016 2021 2031

Station
Boarding Alighting Boarding Alighting Boarding Alighting
Station 13
1622 1722 1851 1734 1681 2928
(Borivali Bus Stop)
Station 14
3677 1988 3348 2486 7649 3620
(Borivali Omkareshwar)
Station 15
633 445 4867 4730 8961 8680
(Shrinath Nagar)
Station 16
3874 4718 6851 5859 7541 8817
(DAHISAR)
Total 38844 38843 52869 52869 66770 66770

Trips per day (lakhs)

Year Average Lead in
Daily Trips
KM
2016 388440 6.58

2019 472590 6.58

2021 528690 6.58

2031 667698 6.04

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 CHAPTER 3: Traffic forecast

Annexure 3.1

Peak Hour. Ridership for Andheri - Dahisar Metro Corridor 2016

Volume
Volume
Andheri
Sr. No. Station Name Dahisar- Boarding Alighting
-
Andheri
Dahisar
1 Andheri (WEH) 8591 0 8591 12800
2 Shankarwadi 8657 12800 1138 997
3 JVLR Jn. 9291 12726 1899 1013
4 Bombay Exhibition 7673 12474 1536 2049
5 Hub Mall 7673 11876 1536 2049
6 V. Nagar 7491 11876 304 696
7 Aarey Road Jn. 7781 12088 947 1319
8 Vitt Bhatti Jn. 7494 12751 1505 1032
9 Kurar Village 7965 11990 4941 2312
10 Bandongri 7070 9832 1460 1466
Mahindra &
11 6435 8943 2456 2404
Mahindra
12 Thakur Complex 5953 8257 2725 1834
13 Borivali Bus Stop 4975 6885 1622 1722
Borivali
14 6008
Omkareshwar 5164 3677 1988
15 Shrinath Nagar 4718 4507 633 445
16 Dahisar (E) 0 3874 3874 4718
Max PHPDT 9291 12800 38844 38844
Daily Ridership 388440

Trip Length in Km Passenger % of trips

0 to 3 7372 19%
3 to 8 17354 45%
8 to 12 9925 26%
12 to 15 3420 9%
15 to 20 771 2%
Total 38844 100%

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 5/8
 CHAPTER 3: Traffic forecast

Annexure 3.2

Peak Hour. Ridership for Andheri - Dahisar Metro Corridor 2021

Volume
Volume
Andheri
Sr. No. Station Name Dahisar- Boarding Alighting
-
Andheri
Dahisar
1 Andheri (WEH) 4289 0 4289 8553
2 Shankarwadi 5421 8553 2547 1206
3 JVLR Jn. 11300 8344 7237 10167
4 Bombay Exhibition 11505 17153 2311 2784
5 Hub Mall 11440 17831 171 490
6 V. Nagar 11221 18086 1851 1854
7 Aarey Road Jn. 11048 17870 1961 1350
8 Vitt Bhatti Jn. 11099 17086 2629 2042
9 Kurar Village 10758 16550 3530 2813
10 Bandongri 9938 15493 1777 2210
Mahindra &
11 9206 15105 3968
Mahindra 2530
12 Thakur Complex 8785 12935 3682 2061
13 Borivali Bus Stop 7950 10894 1851 1734
Borivali
14 6745 9942 3348
Omkareshwar 2486
15 Shrinath Nagar 5859 7875 4867 4730
16 Dahisar (E) 0 6851 6851 5859
Max PHPDT 11505 18086 52869 52869
Daily Ridership 528690

Trip Length frequency Distribution

for Andheri - Dahisar -2021
Stage No. of Trips %
0 to 3 12899 24.40
3 to 5 8237 15.58
5 to 8 12389 23.43
8 to 12 13593 25.71
12 to 15 4492 8.50
>15 1259 2.38
52869 100
Average Trip Length in Km = 6.58

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 6/8
 CHAPTER 3: Traffic forecast

Annexure 3.3

Peak Hr. Ridership for Andheri - Dahisar Metro Corridor 2031

Volume
Volume
Andheri
Sr. No. Station Name Dahisar- Boarding Alighting
-
Andheri
Dahisar
1 Andheri (WEH) 4688 0 4688 7306
2 Shankarwadi 6207 7306 2750 1377
3 JVLR Jn. 14318 7452 9679 11894
4 Bombay Exhibition 14460 17778 2339 2773
5 Hub Mall 14406 18353 182 467
6 V. Nagar 13991 18584 1936 2138
7 Aarey Road Jn. 13834 18371 2127 1525
8 Vitt Bhatti Jn. 13976 17612 2979 2439
9 Kurar Village 13514 17214 3278 3710
10 Bandongri 12500 17186 1816 2821
Mahindra &
11 11747 17175 4504
Mahindra 3020
12 Thakur Complex 11353 14938 4660 3257
13 Borivali Bus Stop 10438 13140 1681 2928
Borivali
14 10436 13472 7649
Omkareshwar 3620
15 Shrinath Nagar 8817 9442 8961 8680
16 Dahisar (E) 0 7541 7541 8817
Max PHPDT 14460 18584 66770 66770
Daily Ridership 667698

Trip Length frequency Distribution

for Andheri - Dahisar -2031
Stage No. of Trips %
0 to 3 20278 30.37
3 to 5 10361 15.52
5 to 8 14969 22.42
8 to 12 15042 22.53
12 to 15 4721 7.07
>15 1398 2.09
66769 100
Average Trip Length in Km = 6.04

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 CHAPTER 3: Traffic forecast

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 8/8
 CHAPTER 4: System Selection

CHAPTER 4
SYSTEM SELECTION
4.0 INTRODUCTION:

4.0.1 Andheri (East) Dahisar (East) Corridor of Mumbai Metro starts at the junction of
Western Express Highway and M.V. Road at Andheri East. The alignment runs
through Jogeshwari, Goregaon, Malad, Kandivali, Thakur Village, Poisar and
Borivali to end at Dahisar (E).

4.0.2 Versova Ghatkopar corridor also passes through the junction of W.E.H and
M.V. Road. One station of this corridor is located on East side of W.E.H.
Chainage 0.0 for Andheri East Dahisar corridor is about 50 m North of Versova
to Ghatkopar Metro Line.

4.0.3 The entire corridor will be elevated.

4.0.4 Length of corridor is 16.475 Kms. (dead end to dead end)

4.0.5 Sixteen stations have been proposed on the corridor. Efforts have been made to
keep the inter station distance about a kilometer. However the closest inter-
station distance is 540.3 metres and farthest 1727.7 metres.

4.0.6 All stations will be two level stations with the concourse and station facilities on
the lower level and platforms on the higher level.

4.0.7 Maintenance Depot has been proposed near Dahisar Terminal station on Land
belonging to Airport Authority of India.

4.0.8 The corridor can be extended beyond Dahisar, if required.

4.1 PERMANENT WAY:

4.1.1 Choice of Gauge:

The issue of Broad Gauge vs. Standard Gauge for Metro in India has been
debated for quite some time and the decision is in favour of Standard Gauge.
Even Delhi Metro which started with Broad Gauge has fallen in line and is now
adopting Standard Gauge. It is advantageous to go in for Standard Gauge for
many factors as indicated below:

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 CHAPTER 4: System Selection

(i) Metro alignments in a city have to pass through heavily built-up areas for
optimal passenger utilisation and this imposes severe restrictions on the
selection of curves. As in most of the cities in India no right of way has been
reserved for metro systems, the alignments have to follow the major arterial
roads. These roads often have sharp curves and right-angle bends. In such
a situation adoption of Standard Gauge is advantageous since it permits
adoption of sharper curves compared to Broad Gauge to minimize property
acquisition along the alignments.

(ii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length,

are feasible compared to 1 in 8 and 1 in 12 turn-outs required for Broad
Gauge. Land requirement for depots, where a large number of lines are
connected together in the shape of ladder is also reduced. Standard Gauge
is, therefore, more suited for use in built-up environment where land
availability is scarce.

(iii) For Standard Gauge, optimized state-of-the-art rolling stock designs are
available off-the-shelf. This is not so for Broad Gauge where new designs
for rolling stock have to be specially developed which entails extra time and
cost.

(iv) Because of the availability of a very large market, constant up-gradation of

technology takes place for Standard Gauge coaches. Thus upgraded
technology is available on a continued basis in case of Standard Gauge.
This is not so in case of Broad Gauge.

(v) For same capacity gross weight of a metro coach is lower for Standard
Gauge than for Broad Gauge. Standard Gauge rolling stock thus results in
recurring saving in energy consumption during operation.

(vi) Once technology for Standard gauge coaches gets absorbed and
manufacturing base for them is set up in India, there will be considerable
export potential for the coaches, since almost all the countries use Standard
Gauge for their metros. This is not so in case of Broad Gauge.

(vii) It is sometime argued that adoption of Broad Gauge for metros would enable
inter-running of metro trains with Indian Railways since the latter use Broad
Gauge. Inter- running is, however, technically and / or operationally not
feasible as the two systems have different:
Rolling Stock characteristics,
Signaling Systems,

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 2/37
 CHAPTER 4: System Selection

Headways,
Tariffs,
Moving dimensions, and
Loading standards.

(viii) Track gauge is not a technical parameter for any metro rail system. It is a
planning parameter. This issue was also examined in January 2000 by the
Ministry of Law and Justice who had opined that the choice of gauge is a
matter which lies within the jurisdiction of the metro rail organisation
entrusted with the responsibility of implementing and operating the metro
system.

Since inter running is not feasible, choice of gauge for a metro system should
be based purely on technical and economic considerations on which Standard
Gauge turns out to be superior.

It will thus be seen that Standard Gauge will be cost effective and at the same
time enable Mumbai Metro to be at par with world class metros and enable it to
remain technically up-dated in future. Standard Gauge will also enable setting up
a manufacturing base for coaches required for Metros in other cities in the country
and as well create an export potential for such coaches.

4.1.2 Track Structure:

Track on Metro Systems is subjected to intensive usage with very little time for
day-to-day maintenance. Thus it is imperative that the track structure selected for
Metro Systems should be long lasting and should require minimum or no
maintenance and at the same time, ensure highest level of safety, reliability and
comfort, with minimum noise and vibrations. The track structure has been
proposed keeping the above philosophy in view.

General
Two types of track structures are proposed for any Metro. The normal ballasted
track is suitable for At-Grade (surface) portion of Main Lines and in Depot (except
inside the Workshops, inspection lines and washing plant lines. The ballastless
track is recommended on viaducts as the regular cleaning and replacement of
ballast at such location will not be possible. Only in case of the depot normal
ballasted track is proposed for adoption.

From considerations of maintainability, riding comfort and also to contain

vibrations and noise levels, the complete track is proposed to be joint-less and for
this purpose even the turnouts will have to be incorporated in LWR/CWR.

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 CHAPTER 4: System Selection

The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling
Stock should be compatible with the rail cant and rail profile.

Rail Section
Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg. /m) rail section. Since main lines will have
sharp curves and steep gradients, the grade of rail on main lines should be 1080
Head Hardened as per IRS-T- 12-96. As these rails are not manufactured in India
at present, these are to be imported. For the Depot lines, the grade of rails should
be 880, which can be easily manufactured indigenously.

Ballastless Track on Viaducts

On the viaducts, it is proposed to adopt plinth type ballastless track structure with
RCC derailment guards integrated with the plinths (shown in Fig.4.1). It is
proposed to adopt suitable Fastenings System with a base-plate to base-plate
spacing of 65 cm, on viaducts complying of performance criteria laid down by
Railway Board vide letter Circular No. 2009/Proj/InAs/9/2, dated 02.05.2010.

Ballastless Track in Depot

The ballastless track in Depot will be of the following types:
Discretely supported on concrete/steel pedestal for inspection lines.
Embedded rail type inside the Workshop.
Plinth type for Washing Plant line.
Normal Ballastless (as on viaduct) for Washing lines, Stabling and other
running lines.

Turnouts
From considerations of maintainability and riding comfort, it is proposed to lay
the turnouts also with 1 in 20 cant. Further, it is proposed to adopt the
following two types of turnouts:
i) On main lines, 1 in 9 type turnout with a lead radius of 300 metres and
permissible speed on divergent track as 40 km/h (shown in Fig.4.2).
ii) On Depot lines, 1 in 7 type turnout with a lead radius of 190 metres and
permissible speed on divergent track as 25 km/h (shown in Fig.4.3).

The Scissors crossovers on Main Lines (1 in 9 type) will be with a minimum

track centre of 4.5 m (shown in Fig.4.4).

The proposed specifications for turnouts are given below: -

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 4/37
 CHAPTER 4: System Selection

i) The turnouts should have fan-shaped layout throughout the turnout so as

to have same sleepers/base-plates and slide chairs for both LH and RH
turnouts.
ii) The switches and crossings should be interchangeable between
ballasted and ballastless turnouts (if required).

The switch rail should be with thick web sections, having forged end near heel
of switch for easy connection with lead rails, behind the heel of switch. The
switches should have anti creep device at heel of switch for minimising the
additional LWR forces transmitted from tongue rail to stock rail.

The crossings should be made of cast manganese steel and with welded leg
extensions. These crossings should be explosive hardened type for main lines
and without surface hardening for Depot lines.

The check rails should be with UIC-33 rail section without being directly
connected to the running rails.

Buffer Stops
On main lines and Depot lines, friction buffer stops with mechanical impact
absorption (non-hydraulic type) need to be provided. On elevated section the
spans on which friction buffer stops are to be installed are to be designed for an
additional longitudinal force of 85 T, which is likely to be transmitted in case of
Rolling Stock impacting the friction Buffer Stops.

4.1.3 Rail Structure Interaction:

For continuing the LWR/CWR on viaducts, the elevated structures are to be

adequately designed for the additional longitudinal forces likely to be transmitted
as a result of Rail-Structure interaction. Rail structure interaction study will
determine the need and locations of Rail Expansion Joints (REJ) also. REJ in
ballasted track will be for a maximum gap of 120 mm, whereas on ballastless
track for a maximum gap of 180 mm.

Welding
Flash Butt Welding Technique is to be used for welding of rails. Alumino-Thermic
Welding is to be done only for those joints which cannot be welded by Flash Butt
Welding Technique, such as joints at destressing locations and approach welds
of switches & crossings. For minimising the population of Thermit welds, mobile
(rail-cum-road or portable) Flash Butt Welding Plant will have to be deployed.

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 5/37
 BALLASTLESS TRACK ON VIADUCT
1435

525

212.5 1600

Rail level

202

DPR for Andheri (E) Dahisar (E) Metro Corridor

175
(Mln)

5 Slope 2.5%
5 Slope 2.5%

NOTE:-
ALL DIMENSION ARE mm UNLESS OTHERWISWISE NOTED

TYPICAL CROSS SECTION MINIMUM DEPTH OF PLINTH = 175mm.

August 2015
ON VIADUCT
Fig No. 4.1

6/37
CHAPTER 4: System Selection
 CHAPTER 4: System Selection

Fig No. 4.2

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 7/37
 CHAPTER 4: System Selection

2006

Fig No. 4.3

4050
PT tg.1/7
14144

14144
10094
400m
TURNOUT tg. 1/7 R= 140

24095
GEOMETRY

9951

9951

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 8/37
 DOUBLE CROSSOVER tg. 1/9 R= 300m C.L. 4500
AXLE SCHEME

73731
40500
33231

16615.5 16615.5

DPR for Andheri (E) Dahisar (E) Metro Corridor

4500

16615.5 16615.5
33231

40749

Fig No. 4.4

August 2015
9/37
CHAPTER 4: System Selection
 CHAPTER 4: System Selection

4.2 TRACTION SYSTEM:

4.2.1 Introduction:

4.2.1.1 Traditionally, electric traction is used in Indian Railway system as a pre-requisite,

for requirements of high acceleration and pollution free services in Urban areas.
The system of electric traction selected for the Metro corridors of Mumbai Metro
Rail Corporation Ltd. (MMRCL) is of 25 kV AC 50 Hz, single phase for feeding
power to the Metro trains. 25 kV AC Electric Traction has the advantage of a
considerable low electric energy consumption and also affords considerable
safety features. Further, the number of Receiving Sub-Stations for feeding the
power supply to overhead traction system also gets reduced with a larger length
of feed without the problem of low voltage. Another special feature of going in for
25 kV AC traction is by way of adoption of a very low size of overhead conductors
thereby resulting in lighter OHE structures and reduced capital cost as well as
running cost. For the purpose of running additional trains at increased frequency,
existing 1500 V DC system on Central and Western Railways is under conversion
into 25 kV AC system on a programmed basis. This will also result in
considerable saving of Electrical Energy and reduction in running cost of the
system.

4.2.1.2 The alignment of the proposed corridor from Andheri (E) to Dahisar (E) is on the
elevated viaduct. Keeping in view the ultimate traffic requirements, uniformity,
standardization and other techno-economic considerations, 25 kV AC traction
system is considered to be the best alternative and has been adopted for Metro
Railway system. However suitable measures shall have to be taken for reducing
the effect of Electro Magnetic Induction (EMI) caused by traction return currents.
EMI Mitigation measures are simple & well known compared to DC Stray current
corrosion protection.

4.2.1.3 25 kV AC traction has the economical advantages of minimal number of traction

sub-stations and potential to carry large traffic. The proposed Mumbai Metro
System is being designed to handle PHPDT of around 20000 when trains are
expected to run at 3 minutes frequency during peak hours.

4.2.2 Salient Features of the System:

4.2.2.1 25 kV AC OHE shall be of flexible type. It shall comprise of one cadmium copper
catenary wire of size 65 Sq.mm and one hard-drawn copper contact wire of size
150 sq.mm. duly supported by copper wire droppers of size 5 mm dia. Normally
OHE masts supporting the OHE wires shall be independent cantilever masts on

DPR for Andheri (E) Dahisar (E) Metro Corridor August 2015 10/37
 CHAPTER 4: System Selection

which swiveling type bracket assembly is provided. (A typical sketch showing

cantilever arrangement for supporting OHE of a single track is enclosed at
Annexure 4.2 / I). On portal structures bracket assembly for the intermediate
tracks is erected on drop arms. The traction power is distributed through
overhead catenary system both for the mainline and the Car Depot.

4.2.2.2 The electrical sections on OHE known as Sectors are switched ON and OFF
by 25 kV interrupters controlled and monitored from Operation Control Centre
(OCC). An electric section comprising of catenary wire and contact wire is fed by
a Receiving Sub-Station (RSS) and it consists of several electrically connected
elementary sections, like Sectioning Posts (SP) and Sub-Sectioning and
Paralleling Posts (SSP). A schematic plan giving the general feeding
arrangement at RSS, SP, SSP is enclosed at Annexure 4.2 / II. The
sectionalizing is indispensable from the operation point of view as it would allow
de-energizing some portion of the line when any unusual occurrence takes place.
This helps in isolation and restoration of the traction power on the affected part of
the line.

4.2.2.3 Span of OHE Mast:

The distance between the central line of the adjacent supporting structures for the
overhead equipment lines is known as span. The standard spans vary in steps of
4.5 m from a minimum of 25 m to a maximum of 72 m. The span of OHE masts
shall generally be 50 m.

4.2.2.4 Height of Contact Wire:

Normally the height of the contact wire (under side the surface) above the track
plane shall not be less than 5.50 M at any point in the span under the worst
temperature conditions. To ensure this, the normal height of the suspension point
shall be 5.60 M. At car-shed-cum-workshop the minimum height shall be 5.80 M.
However, in order to reduce construction cost of Metro Railway system, it is
recommended to keep the contact wire height at 5 M against the normal height of
5.5 M and encumbrance at 0.9 M against normal 1.4 M.

4.2.3 Earthing Arrangements:

4.2.3.1 Earthing of Over Line Structures:

The metallic parts of foot or road-over-bridges or other over-line structures over

wired tracks shall be connected either to a traction rail or to an earth by means of
two mild steel strip/flats of cross-section not less than 200 mm2 each.

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 CHAPTER 4: System Selection

4.2.3.2 Earthing of Exposed Metallic Parts:

All exposed metallic parts which are not likely to come in direct contact with 25 kV
overhead equipment, such as platform structures/sheds, metallic fencing, wires,
pipes and such other items but which are located within a distance of 20m from
the nearest railway track shall be connected to an earth or traction rail.

4.2.3.3 Earthing Heel of Isolator Switch:

The earthing heel of an isolator switch shall be connected by two mild steel flats
of cross-section not less than 200 mm2 each to the supporting metallic traction
mast or structure or support. Such a traction mast or structure or support shall, in
turn, be connected to a traction rail or an earth wire and, in addition to an earth.

4.2.3.4 Provision of Overhead Protection Conductor:

One overhead protection conductor connecting all the traction masts shall be
erected over the traction line. Also track rail of the same track to be connected to
overhead protection conductor intermittently for proper earthing.

4.2.4 OHE Sectioning:

4.2.4.1 Purpose:

The overhead equipment between two RSS is divided electrically into sections
with sectioning post & sub sectioning posts, with insulated overlaps, with
section insulators at turn-outs and cross overs. Under normal working conditions,
electrical continuity is maintained by bridging the insulated overlaps by means of
interrupters or isolators. Isolation of small sections of OHE is necessary for
maintenance and repair. Sectioning of OHE should be kept to a minimum,
consistent with operational requirements.

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 CHAPTER 4: System Selection

4.3 SIGNALLING AND TRAIN CONTROL:

4.3.1 Introduction:

4.3.2 Overview

Metro carries large number of passengers at a very close headway requiring a

very high level of safety enforcement and reliability. At the same time heavy
investment in infrastructure and rolling stock necessitates optimization of its
capacity to provide the best services to the public. These requirements of the
metro are planned to be achieved by adopting CATC (Continuous Automatic
Train Control System) based on CBTC (Communication based Train Control
System) which includes ATP (Automatic Train Protection), ATO (Automatic Train
Operation) and ATS (Automatic Train Supervision) sub-systems using radio
communication between Track side and Train.

This will:

Provide high level of safety with trains running at close headway ensuring
continuous safe train separation and for bidirectional working.
Eliminate accidents due to driver passing Signal at Danger by continuous
speed monitoring and automatic application of brake in case of disregard of
signal / warning by the driver.
Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.
Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed / and other information in his cab enabling
him to optimize the speed potential of the track section. It provides signal /
speed status in the cab even in bad weather.
Increased productivity of rolling stock by increasing line capacity and train
speeds, and enabling train to arrive at its destination sooner. Hence more trips
will be possible with the same number of rolling stock.
Improve maintenance of Signalling and telecommunication equipments by
monitoring system status of trackside and train born equipments and enabling
preventive maintenance.

Signalling & Train Control system on the line shall be designed to meet the
required headway during peak hours. Radio for CBTC shall work in License free
ISM band.

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4.3.3 System Description and Specifications

The Signaling and Train Control system shall be as below. Sub-system/

components will conform to international standards like CENELEC, IEC, IEEE, IS,
ITU-T etc:

4.3.3.1 Continuous Automatic Train Control

Continuous Automatic Train Control based on CBTC will consist of - ATP

(Automatic Train Protection), ATO (Automatic Train Operation) and ATS
(Automatic Train Supervision) sub-systems. The Train- borne Automatic Train
Control System will consist of Automatic Train Operation (ATO) and Automatic
Train Protection (ATP). This will work on moving block principle:

4.3.3.1.1 Automatic Train Protection (ATP)

Automatic Train Protection is the primary function of the train control systems.
This sub-system will be inherently capable of achieving the following objectives in
a fail-safe manner. Line side signals will be provided at diverging routes (i.e. at
points & crossings) as well as other required locations, which shall serve as
backup signalling in case of failure of ATP system.

Cab Signalling
Moving block
Track Related Speed Profile generation based on line data and train data
continuously along the track
Continuous monitoring of braking curve with respect to a defined target point
Monitoring of maximum permitted speed on the line and speed restrictions in
force
Detection of over-speed with audio-visual warning and application of brakes, if
necessary
Maintaining safety distance between trains
Monitoring of stopping point
Monitoring of Direction of Travel and Rollback

The cab borne equipment will be of modular sub-assemblies for each function for
easy maintenance and replacement. The ATP assemblies will be fitted in the
vehicle integrated with other equipment of the rolling stock

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4.3.3.1.2 Automatic Train Operation (ATO)

This system will operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will
close the train doors and press a button when ready to depart. In conjunction with
ATP/ ATS, ATO can control dwell time at stations and train running in accordance
with headway/ timetable.

4.3.3.1.3 Automatic Train Supervision (ATS)

A train supervision system will be installed to facilitate the monitoring of train

operation and also remote control of the station. The train supervision will log
each train movement and display it on the workstations with each Traffic
Controller at the OCC and on one workstation placed in the Station Control room
(SCR) with each Station Controller.

The centralized system will be installed in the Operation Control Centre. The OCC
will have a projection display panel showing a panoramic view showing the status
of tracks, points, signals and the vehicles operating in the relevant section/ whole
system. ATS will provide following main functionalities:

Automatic Route setting

Automatic Train Regulation
Continuous Tracking of train position
Display Panel & Workstation interface
Link to Passenger Information Display System for online information
Computation of train schedules & Timetable.

4.3.3.2 Interlocking System:

4.3.3.2.1 Computer Based Interlocking (CBI)

The entire line including turn back track, transfer track, sidings will be equipped
with CBI system for operation of points and crossings and setting of routes.

The setting of the route and clearing of the signals will be done by workstation,
which can be either locally (at station) operated or operated remotely from the
OCC.

This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will be
provided with workstations for local control. Track occupancy, point position, etc.
will be clearly indicated on the workstation. It will be possible to operate the

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workstation locally, if the central control hands over the operation to the local
station. The interlocking system design will be on the basis of fail-safe principle.

The equipment will withstand tough environmental conditions encountered in a

Mass Transit System. Suitable IS, IRS, BS standards or equivalent international
standards will be followed in case wiring, installation, earthing, cabling, power
supply and for material used in track circuits, axle counters, relays, point
operating machines, power supply etc.

4.3.3.2.2 Track Vacancy Detection

Primary mode for track vacancy detection system on main line may be through
radio and for secondary detection, can be through Track circuit / Axle Counter.

4.3.3.2.3 Signals

Multi Aspect Colour Light (LED) type Line side signals shall be installed on the
Main Line and depot entry/ exit.

(a) At stations with point and crossing for point protection catering for
bidirectional working
.
4.3.3.2.4 Point Machines

Non-Trailable Electrical Point Machine capable of operating with 3-phase, 50 Hz.

380V AC will be used on main line and the depot point machine will be
trailable/non trailable type electrical point machine capable of operating with either
3 phase, 50 Hz. 380V AC or 110V DC.

4.3.3.3 Train Depot: Signalling

All depot lines except the one which is used for shunting and in the workshop
shall be interlocked. A workstation shall be provided in the Depot Control Centre
for electrical operation of the points, signals and routes of the depot yard. Audio
Frequency Track Circuits/ Axle Counter will be used in the depot as well. A test
track with similar Signalling and Train control system as adopted in Main Line
shall be provided at Depot.

4.3.3.4 Interface for PSD

Interface for PSD should be provided at all stations which can be utilized as and
when PSDs are provided.

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4.3.4 Standards

The following standards will be adopted with regard to the Signaling system.
Table 4.1
Description Standards

Computer based Interlocking adopted for station

having switches and crossing. All related equipment
as far as possible will be centralised in the equipment
Interlocking room at the station. The depot shall be interlocked
except for lines mainly used for workshop lines,
inspection shed lines etc.

Block Working Moving Block working concept may be followed.

Non-Trailable Electrical Point Machine capable of

operating with 3-phase, 50 Hz. 380V AC will be used
on main line and the depot point machine will be
Operation of Points trailable/ non -trailable type electrical point machine
capable of operating with either 3 phase, 50 Hz.
380V AC or 110V DC.

Primary mode for track vacancy detection system on

Track Vacancy main line and test track in depot may be through
Detection System radio and for depot and secondary detection it can be
through Track circuit / Axle Counter.
Line Side signals to protect the points (switches).
Signals at Stations LED type signals for reliability and reduced
with point & crossings maintenance cost.

UPS (uninterrupted
power at stations as For Signalling, Telecommunications and AFC.
well as for OCC)
Train Protection system shall be based on CBTC
Train protection (Communication based Train Control) System. The
system system architecture shall provide for redundancy.
The system will conform to IEEE 1474 standards.

Automatic Train Supervision system. Movement of all

trains to be logged on to a central computer and
Train Describer displayed on workstations in the Operational Control
System Centre and at the SCR. Remote control of stations
from the OCC. The system architecture shall provide
for redundancy.

Outdoor cables will be steel armoured as far as

Cables possible.

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SIL-4 safety levels as per CENELEC standard for

Fail Safe Principles Signal and Train Control System.

All data transmission on telecom cables/OFC/Radio.

Immunity to External All Signalling and telecom cables will be separated
Interface. from power cables as per standard. CENELEC
standards to be implemented for EMC.

Train Working under Running on site with line side signal with speed
emergency automatically restricted between 15-25 kmph.

Environmental Air-conditioners for all equipment rooms.

Conditions
Philosophy of continuous monitoring of system status
and preventive & corrective maintenance of
Maintenance Signalling equipments shall be followed. Card /
philosophy module / sub-system level replacement shall be done
in the field and repairs under taken in the central
laboratory/ manufacturers premises.

4.3.5 Space Requirement for Signaling Installations

Adequate space for proper installations of all Signalling equipment and Platform
screen doors at each of the stations has to be provided keeping in view the case
of maintenance and use of instrumentation set up for regular testing and line up of
the equipment/system. The areas required at each of the stations for Signalling
equipment shall be generally 60 sqm. for UPS Room (common for signalling and
telecom). For Signalling Equipment Room the area required 50 sqm. at depot and
all the stations having crossovers and for remaining stations 20 sqm. These areas
shall also cater to local storage and space for maintenance personnel to work. At
the OCC and the Depot, the areas required shall be as per the final configuration
of the equipments and network configuration keeping space for further expansion.

4.3.6 Maintenance Philosophy for Signalling systems

The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signalling and telecommunication equipments shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be
trained in multidisciplinary skills. Each team shall be equipped with a fully
equipped transport vehicle for effectively carrying out the maintenance from
station to station.

The defective card/ module / sub-system taken out from the section shall be sent
for diagnostic and repair to a centralized S&T repair lab suitably located in the

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section/depot. This lab will be equipped with appropriate diagnostic and test
equipments to rectify the faults and undertake minor repairs. Cards / modules /
equipments requiring major repairs as specified in suppliers documents shall be
sent to manufacturer's workshop.

4.4 TELECOMMUNICATION

4.4.1 Introduction

The Telecommunication system acts as the communication backbone for

Signalling systems and other systems such as SCADA, AFC etc and provides
Telecommunication services to meet operational and administrative requirements
of the metro network.

4.4.2 Overview

The Telecommunication facilities proposed are helpful in meeting the

requirements for :

1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system

The proposed Telecom system will cater to the following requirements:

Train Traffic Control

Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Station to station dedicated communication
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information
and Display System within the station and from Central Control to each
station.
Centralised Clock System
Train Destination Indicator
Instant on line Radio Communication between Central Control and
Moving Cars and maintenance personnel.
Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
E&M SCADA is not envisaged as part of Telecomm System as such,
hence catered to separately in DPR
Integrated Network Control System
Access Control System

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4.4.3 Telecommunication System and Transmission Media

4.4.3.1 Fibre Optic System (FOTS) - Main Telecommunication Bearer

The main bearer of the bulk of the Telecommunication network is proposed with
optical fibre cable system. Considering the channel requirement and keeping in
view the future expansion requirements a minimum 96 Fibre optical fiber cable is
proposed to be laid in ring configuration with path diversity.

SDH (minimum STM-4) based system shall be adopted with SDH nodes at every
station, depot and OCC. Further small routers and switches shall be provided for
LAN network at these locations. Alternatively a totally IP Based High Capacity,
highly reliable and fault tolerant, Ethernet Network (MAN/LAN) can be provided in
lieu of SDH backbone

4.4.3.2 Telephone Exchange

The System shall be IP Based with some of the extensions being Analog. For an
optimized cost effective solution small exchanges of 30 port each shall be
planned at each station and a 60 Port Exchange at the Terminal Stations and
Depots shall be provided. The station exchanges will be connected to the Centre
OCC main exchange. The Exchanges will serve the subscribers at all the stations
and Central Control. The exchanges will be interconnected at the channel level on
optical backbone. The exchanges shall be software partitioned for EPABX and
Direct Line Communication from which the phones shall be extended to the
stations. For the critical control communication, the Availability & Reliability
should be high.

4.4.3.3 Mobile Radio Communication

Mobile Radio communication system having minimum 8 logical channels is

proposed for on-line emergency communication between Motorman (Front end
and Rear end) of moving train and the Central Control. The system shall be based
on Digital Trunk Radio Technology to TETRA International standard. All the
stations, depots and the OCC will be provided with fixed radio sets. Mobile
communication facility for maintenance parties and Security Personnel will be
provided with handheld sets. These persons will be able to communicate with
each other as well as with central control.

The frequency band for operation of the system will be in 400/800 MHz band,
depending on frequency availability. The system shall provide instant mobile
radio communication between the motorman of the moving cars from any place
and the Central Control. The motorman can also contact any station in the

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network through the central control, besides intimating the approaching trains
about any emergency like accident, fire, line blocked etc., thus improving safety
performance.

To provide adequate coverage, based on the RF site survey to be carried out

during detailed Design stage, base stations for the system will be located at sites
conveniently selected after detailed survey. Tentatively minimum 6 sites with
rooftop towers with Base Stations shall be required along the proposed Andheri
(E) Dahisar (E) Corridor.

4.4.3.4 Passenger Announcement System

The system shall be capable of announcements from the local station as well as
from OCC. Announcements from Station level will have over-riding priority in case
of emergency announcements. The System shall be linked to Signalling System
for automatic train actuated announcements. .

4.4.3.5 Passenger Information Display System

These shall be located at convenient locations at all stations to provide bilingual

visual indication of the status of the running trains and will typically indicate
information such as destination, arrival/departure time, and also special messages
in emergencies. The boards shall be provided at all platforms and concourses of
all stations. The System shall be integrated with the PA System and available
from same MMI. For the Platform Area, high intensity LED Boards will be used in
Evaluated Section. For all the concourses and Platform Area of underground
Stations, HDLED Panels shall be used, which can also provide Audio/Visual
Advertisements apart from Trains running status.

4.4.3.6 Centralized Clock System

This will ensure an accurate display of time through a synchronization system of

slave clocks driven from the GPS Based Master Clock at the Operation Control
Center. The Master Clock signal shall also be required for synchronization of
FOTS, Exchanges, Radio, Signaling, etc. The System will ensure identical display
of time at all locations. Clocks are to be provided at platforms, concourse, Station
Master's Room, Depots and other service establishments.

4.4.3.7 Closed Circuit Television (CCTV) System

The CCTV system shall provide video surveillance and recording function for the
operations to monitor each station. The monitoring shall be possible both locally
at each station and remotely from the OCC on the Video Wall.

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The CCTV system shall be based on IP technology and shall consist of a mix of
High Definition Fixed Cameras and Pan/Tilt/Zoom (PTZ) Cameras. Cameras
shall be located at areas where monitoring for security, safety and crowd control
purpose is necessary.

4.4.3.8 Access Control System

An Access Control System shall be provided for entering into important areas
like SCR, SER, TER, OCC, DCC, TOM Rooms, etc. The System shall use the
same AFC Smart Card as barring used for Travel on the system but giving
Access to only the Authorised Personnel of the Metro. The System Shall be
controlled and monitored centrally from the OCC.

4.4.3.9 Network Monitoring and Management

For efficient and cost effective maintenance of the entire communication network,
it is proposed to provide an Integrated Network Control System, which will help in
diagnosing faults immediately from a central location and attending the same with
least possible delay, thus increasing the operational efficiency and reduction in
manpower requirement for maintenance. The proposed NMS system will be
covering Radio communication, Optical Fiber Transmission, Telephone Exchange
and summary alarms of PA/PIDS, CCTV and Clock System. The Integrated NMS
will collect and monitor status and alarms from the individual NMS of the
respective sub-systems and display on a common Work Station..

4.4.4 Technology

The Technologies proposed to be adopted for Telecommunication systems are

shown in Table below:

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Table 4.2

System Standards

Transmission Optical Fibre system as the main bearer for bulk of the
Media Telecommunication network

IP EPABX of minimum 30 ports is to be provided at all

Telephone Stations, an Exchange of 60 Ports to be provided at
Exchange Terminal Station

Digital Train radio (TETRA) communication between

Train Radio motorman of moving cars, stations, maintenance personnel
System and central control.

Train LED based boards with adequate visibility to be provided at

Destination convenient location at all stations to provide bilingual visual
Indicator indication of the status of the running trains, and also special
System messages in emergencies.

Accurate display of time through a synchronization system of

Centralized slave clocks driven from a GPS master clock at the OCC and
clock System sub master clock in station. This shall also be used for
synchronization other systems.

Passenger Passenger Announcement System covering all platform and

Announcemen concourse areas with local as well as Central
t System Announcement.

Redundancy Redundancy on Radios in the Base Stations,

(Major Path Redundancy for Optical Fibre Cable by provisioning in
System) ring configuration.

Environmental All equipment rooms to be air-conditioned.

Conditions
System to have, as far as possible, automatic switching
facility to alternate routes/circuits in the event of failure.
Philosophy of preventive checks of maintenance to be
Maintenance followed. System networked with NMS for diagnosing faults
Philosophy and co-ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.

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4.4.5 Space Requirement for Telecom Installations

Adequate space for proper installations of all Telecommunication equipment at

each of the stations has to be provided keeping in view the case of maintenance
and use of instrumentation set up for regular testing and line up of the
equipment/system. The areas required at each of the stations for Telecom
equipment shall be generally 30 sqm each for Telecom Room and 50 sqm. for
UPS Room (common for signal, Telecom and AFC). These areas shall also cater
to local storage and space for maintenance personnel to work. At the OCC, the
areas required shall be as per the final configuration of the equipment and
network configuration keeping space for further expansion.

4.4.6 Maintenance Philosophy for Telecom Systems

The philosophy of continuous monitoring of system status and preventive &

corrective maintenance of Signalling and Telecommunication equipments shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be
trained in multidisciplinary skills. Each team shall be equipped with a fully
equipped transport vehicle for effectively carrying out the maintenance from
station to station.

The defective card/ module / sub-system taken out from the section shall be sent
for diagnostic and repair to the existing centralized S&T repair lab suitably located
on the section. This lab will be equipped with appropriate diagnostic and test
equipments to rectify the faults and undertake minor repairs. Cards / modules /
equipment requiring major repairs as specified in suppliers documents shall be
sent to manufacturer's workshop.

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4.5 AUTOMATIC FARE COLLECTION SYSTEM:

4.5.1 Mass Rapid Transit System handles large number of passengers. Ticket issue
and fare collection play a vital role in the efficient and proper operation of the
system. To achieve this objective, ticketing system shall be simple, easy to use /
operate and maintain, easy on accounting facilities, capable of issuing single /
multiple journey tickets, amenable for quick fare changes and require overall less
manpower. In view of the above computer based automatic fare collection system
is proposed.

AFC system proves to be cheaper than semi-automatic (Manual System) in long

run due to reduced manpower cost of ticketing staff, reduced maintenance in
comparison to paper ticket machines, overall less cost of recyclable tickets (Smart
Card / Token) in comparison to paper tickets and prevention of leakage of
revenue. Relative advantages of automatic fare collection system over manual
system are as follows.

Seamless ticketing is now being thought of for Mumbai. This system is

recommended to be adopted as this will enable the commuters to travel hastle
free by different modes of transport viz. Metro, suburban trains, buses, water
transport (whenever introduced) and even taxies without purchasing multiple
tickets for each mode separately.

A. Manual fare collection systems have the following inherent

disadvantages:
1. Large number of staff is required for issue and checking of tickets.
2. Change of fare structure is time consuming as it has to be done at each
station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of confrontation.
5. 100 % ticket checking at entry / exit impossible.

B. Automatic fare collection systems have the following advantages:

1. Less number of staff required.
2. Less possibility of leakages of revenue due to 100% ticket check by control
gates.
3. Recycling of ticket fraudulently by staff avoided.
4. Efficient and easy to operate.
5. System is amenable for quick fare changes.
6. Management information reports generation is easy.

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7. System has multi operator capabilities. Same Smart Card can be used for
other applications also.
8. AFC systems are the world wide accepted systems for Metro environment.
The proposed ticketing system shall be of Contact less Smart Token / Card
type. The equipments for the same shall be provided at each station counter /
booking offices and at convenient locations and will be connected to a local
area network with a computer in the Station Masters room. Equipment and
installation cost of Contactless Smart Card / Token based AFC system is
similar to magnetic ticket based AFC system, but Contactless system proves
cheaper due to reduced maintenance, less wear and tear and less prone to
dusty environment.

C. Choice of Control Gates:

Retractable flap type or Turnstile type Control Gates are proposed.

D. Passenger Operated Machines:

Space for provision of Passenger Operated Machines (Automatic Ticket
Dispensing Machines) for future requirement has been provided at stations.

4.5.2 Standards:

The standard proposed for AFC system are as under:

Table 4.3

Standards Description
Fare media a) Contactless Smart Token For single journey. Token
are captured at the exit gate.
b) Contactless Smart Card For multiple journeys.
Contactless readers shall be as per ISO 14443
standards.
Gates Computer controlled retractable flap / turnstile type
automatic gates at entry and exit. There will be following
types of gates :
- Entry
- Exit
- Reversible
- Disabled Wide reversible gate for diabled people.

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Standards Description
Station computer, All the Fare Collection Equipment shall be connected in a
central computer local area network with a station server controlling the
and AFC Network activities of all the machines. The station servers will be
linked to the AFC central computer situated in the
operational control center through the optic fiber
communication channels. The centralized control of the
system shall provide real time data of earnings, passenger
flow analysis, blacklisting of specified cards etc.
Ticket office Manned Ticked Office Machines shall be installed in the
machine(TOM/EFO) station for selling cards / token to the passengers.

Ticket Readers Ticket Reader shall be installed near EFO for passengers
to check information stored in the token / cards.

UPS Common UPS of S&T system will be utilized.

Maintenance Being fully Contactless system, manpower requirement for

philosophy maintenance is much less compared to system with
magnetic tickets. However, adequate facilities to be
provided similar to that of S & T systems.

4.5.3 Integration of AFC with other Lines and Modes of Transport:

In Mumbai, different metro lines are being constructed and operated by different
operators. In view of passenger convenience and operational efficiency, it is
proposed that AFC for different metro lines should be integrated and smart card
based fare products should be inter-operable. AFC system shall take into account
revenue sharing mechanism among different operators based on journeys
performed at each system. The single ride tickets (tokens) may not be inter-
operable and may be limited to each operators system.

The proposed AFC system shall provide interfaces to other operators such as
Suburban Rail, Bus, Parking, Toll etc so that these systems may also be
integrated with common smart card based fare products. This will facilitate the
passengers as they need not carry different cards for different applications.

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4.6 ROLLING STOCK

4.6.1 INTRODUCTION

The required transport demand forecast is the governing factor for the choice of
the Rolling Stock. The forecasted Peak Hour Peak Direction Traffic calls for an
Medium Rail Transit System (MRTS).

OPTIMIZATION OF COACH SIZE

The following optimum size of the coach has been chosen for Standard Gauge
(3.2 m wide stock) Cars
Table 4.4 - Size of the coach
Length* Width Height
Driving Motor Car (DMC) 21.84 m 3.2 m 3.9 m
Trailer car (TC)/Motor Car (MC) 21.74 m 3.2 m 3.9 m
*Maximum length of coach over couplers/buffers = 22.6 m

Passenger Carrying Capacity

In order to maximize the passenger carrying capacity, longitudinal seating

arrangement shall be adopted. The whole train shall be vestibuled to distribute
the passenger evenly in all the coaches. Criteria for the calculation of standing
passengers are 3 persons per square meter of standing floor area in normal state
and 6 persons in crush state of peak hour.

Therefore, for the Medium Rail Vehicles (MRV) with 3.2 m maximum width and
longitudinal seat arrangement, conceptually the crush capacity of 42 seated, 240
standing thus a total of 282 passengers for a Driving motor car and 50 seated,
248 standing thus a total of 298 for a trailer car/motor car is envisaged.

Following train composition is recommended:

6-car Train: DMC + TC + MC+MC+TC+DMC

Table 4.5 shows the carrying capacity of Medium Rail Vehicles.

Table 4.5 Carrying Capacity of Medium Rail Vehicles

Driving Motor car Trailer car/Motor car 6 Car Train
Normal Crush Normal Crush Normal Crush
Seated 42 42 50 50 284 284
Standing 120 240 124 248 736 1472
Total 162 282 174 298 1020 1756
NORMAL-3 Person/sqm of standee area
CRUSH -6 Person/sqm of standee area

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WEIGHT
The weights of motorcar and trailer cars have been estimated as in Table 3,
referring to the experiences in Delhi Metro. The average passenger weight has
been taken as 65 kg

Table 4.6 Weight of Light Rail Vehicles (TONNES)

DMC TC/MC 6 Car train
TARE (maximum) 42.69 41.61/41.98 252.56
Passenger
(Normal) 10.48 11.29/11.29 66.13
(Crush @6p/sqm) 18.33 19.37/19.37 114.14
(Crush @8p/sqm) 23.4 24.7/24.7 145.6
Gross
(Normal) 53.17 52.90/53.27 318.69
(Crush @6p/sqm) 61.02 60.98/61.35 366.7
(Crush @8p/sqm) 66.09 66.31/66.68 398.16
Axle Load @6 15.25 15.24/15.33
person/sqm
Axle Load @8 16.52 16.57/16.67
person/sqm

The axle load @ 6persons/sqm of standing area works out in the range of 15.25T to
15.33T. Heavy rush of passenger, having 8 standees per sq. meter can be
experienced occasionally. It will be advisable to design the coach with sufficient
strength so that even with this overload, the design will not result in over stresses in
the coach. Coach and bogie should, therefore, be designed for 17 T axle load.

4.6.2 PERFORMANCE PARAMETERS

The recommended performance parameters are:

Traction Power Supply: 25Kv ac

Motoring capacity: 67%

Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration: 1 m/s2 + 5%
Max. Deceleration: 1.0 m/s2 (Normal brake)

1.35m/s2(Emergency Brake)

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Traction in constant
Decelerating
Accelerating speed Coasting

Velocity

2
2
-1m/s
1 m/s

0
Time

4.6.3 COACH DESIGN AND BASIC PARAMETERS

The important criteria for selection of rolling stock are as under:

(i) Proven equipment with high reliability

(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic

The controlling criteria are reliability, low energy consumption, lightweight and high
efficiency leading to lower annualized cost of service. The coach should have high
rate of acceleration and deceleration.

4.6.4 SELECTION OF TECHNOLOGY

Low life cycle cost

Low life cycle cost is achieved by the way of reduced scheduled and unscheduled
maintenance and high reliability of the sub-systems. It is possible to achieve these
objectives by adopting suitable proven technologies. Selection of following
technologies has been recommended to ensure low life cycle cost-.

Car body

In the past carbon high tensile steel was invariably used for car bodies. In-fact
almost all the coaches built by Indian Railways are of this type. These steel bodied
coaches need frequent painting and corrosion repairs, which may have to be carried
out up to 4-5 times during the service life of these coaches. It is now a standard
practice to adopt stainless steel or aluminum for carbody.

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The car bodies with aluminum require long and complex extruded sections which are
still not manufactured in India. Therefore aluminum car body has not been
considered for use. Stainless steel sections are available in India and therefore
stainless steel car bodies have been specified. No corrosion repair is necessary on
stainless steel cars during their service life.
Stainless steel car body leads to energy saving due to its lightweight. It also results in
cost saving due to easy maintenance and reduction of repair cost from excellent anti
corrosive properties as well as on improvement of riding comfort and safety in case
of a crash or fire.
Bogies

Bolster less lightweight fabricated bogies with rubber springs are now universally
adopted in metro cars. These bogies require less maintenance and overhaul interval
is also of the order of 4,20,000km. Use of air spring at secondary stage is
considered with a view to keep the floor level of the cars constant irrespective of
passenger loading unlike those with coil spring. Perturbation from the track are also
dampened inside the car body on account of the secondary air spring along with
suitable Vertical Hydraulic Damper .The primary suspension system improve the
curve running performance by reducing lateral forces through application of conical
rubber spring. A smooth curving performance with better ride index is being ensured
by provision of above type of bogies.
Braking System

The brake system shall consist of

(i) An electro-pneumatic (EP) service friction brake
(ii) A fail safe, pneumatic friction emergency brake
(iii) A spring applied air-release parking brake
(iv) An electric regenerative service brake
(v) Provision of smooth and continuous blending of EP and regenerative braking

The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology .The regenerative braking should have air
supplement control to bear the load of trailer car. In addition, speed sensors mounted
on each axle, control the braking force of the axles with anti skid valves, prompting
re-adhesion in case of a skid .The brake actuator shall operate either a tread brake
or a wheel disc brake, preferably a wheel disc brake.

4.6.5 PROPULSION SYSTEM TECHNOLOGY

In the field of Electric Rolling Stock, DC series traction motors have been widely used
due to its ideal characteristics and good controllability for traction applications. But
these required intensive maintenance because of commutators and electro-
mechanical contactors, resistors etc

The brush less 3 phase induction motors has now replaced the D.C. Series motors in
traction applications. The induction motor, for the same power output, is smaller and
lighter in weight and ideally suited for rail based Mass Rapid Transit applications.

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The motor tractive effort and speed is regulated by Variable Voltage and Variable
frequency control and can be programmed to suit the track profile and operating
requirements. Another advantage of 3 phase a.c. drive and VVVF control is that
regenerative braking can be introduced by lowering the frequency and the voltage to
reverse the power flow and to allow braking to very low speed.

For this corridor, three phase a.c. traction drive that are self-ventilated, highly
reliable, robust construction and back up by slip/slid control have been
recommended for adoption.

The AC catenary voltage is stepped down through a transformer and converted to

DC voltage through converter and supply voltage to DC link, which feeds Inverter
operated with Pulse Width Modulation (PWM) control technology and using Insulated
Gate Bipolar Transistors (IGBT). Thus three-phase variable voltage variable
frequency output drives the traction motors for propulsion.

Recently advanced IGBT has been developed for inverter units. The advanced IGBT
contains an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and
protection. The advanced IGBT incorporates its own over current protection, short
circuit protection, over temperature protection and low power supply detection. The
IGBT has internal protection from over current, short circuit, over temperature and
low control voltage.

The inverter unit uses optical fiber cable to connect the control unit to the gate
interface. This optical fiber cable transmits the gate signals to drive the advanced
IGBT via the gate interface. This optical fiber cable provides electrical isolation
between the advanced IGBT and the control unit and is impervious to electrical
interference. These are recommended for adoption in Trains of MRTS.

4.6.6 INTERIOR AND GANGWAYS

Passenger capacity of a car is maximized in a Metro System by providing longitudinal

seats for seating and utilizing the remaining space for standing passenger. Therefore
all the equipments are mounted on the under frame for maximum space utilization.
The gangways are designed to give a wider comfortable standing space during peak
hours along with easy and faster passenger movement especially in case of
emergency.

Interior View

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4.6.7 PASSENGER DOORS

For swift evacuation of the passenger in short dwell period, four doors of adequate
width, on each side of the coach have been considered. These doors shall be of
such dimensions and location that all the passenger inside the train are able to
evacuate within least possible time without conflicting movement .As the alignment
passes through elevated section above ground, automatic door closing mechanism is
envisaged from consideration of passenger safety. Passenger doors are controlled
electrically by a switch in Driver cab. Electrically controlled door operating
mechanism has been preferred over pneumatically operated door to avoid cases of
air leakage and sluggish operation of doors.

The door shall be of Bi-parting Sliding Type as in the existing coaches of DMRC.

Passenger Doors

4.6.8 AIRCONDITIONING

With heavy passenger loading of 6 persons/sqm for standee area and doors being
closed from consideration of safety and with windows being sealed type to avoid
transmission of noise, air conditioning of coaches has been considered essential.
Each coach shall be provided with two air conditioning units capable of cooling,
heating and dehumidifying and thus automatically controlling interior temperature
throughout the passenger area at 25C with 65% RH all the times under varying
ambient conditions up to full load. For emergency situations such as power failure or
both AC failures etc, ventilation provision supplied from battery will be made.
Provision shall be made to shut off the fresh air intake and re-circulate the internal air
of the coach, during an emergency condition, such as fire outside the train causing
excessive heat and smoke to be drawn in to the coach.

4.6.9 CAB LAYOUT AND EMERGENCY DETRAINMENT DOOR

The modern stylish driver panel shall be FRP moulded which give maximum comfort
and easy accessibility of different monitoring equipments to the driver along with
clear visibility. The driver seat has been provided at the left side of the cabin.

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Driving cab

In Standard Gauge (3.2 m wide stock) Cars, an emergency door for easy
detrainment of the passenger on the track will be provided at the center of the front
side of the each cabin which has a easy operation with one handle type master
controller.

4.6.10 COMMUNICATION
The driving cab of the cars are provided with continuous communication with base
Operational Control Center and station control for easy monitoring of the individual
train in all sections at all the time .

Public Address and Passenger Information Display System is provided in the car so
that passengers are continuously advised of the next stoppage station, final
destination station, interchange station, emergency situations if any, and other
messages. The rolling stock is provided with Talk Back Units inside the cars,
which permit conversation between passengers and the drivers in case of any
emergency.

4.6.11 NOISE AND VIBRATION

The trains will pass through heavily populated urban area .The noise and vibration
for a metro railway become an important criteria from public acceptance view point.
The source of noise are (i) rail-wheel interaction (ii) noise generated from equipment
like Blower, Compressor, air conditioner, door, Inverter etc. (iii) traction motor in
running train .For elimination and reduction of noise following feature are
incorporated: -

Provision of anti drumming floor and noise absorption material.

Low speed compressor, blower and air conditioner.
Mounting of under frame equipments on anti-vibration pad
Smooth and gradual control of door.
Provision of GRP baffle on the via-duct for elimination of noise transmission.
Provision of sound absorbing material in the supply duct and return grill of air
conditioner.

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Sealing design to reduce the aspiration of noise through the gap in the sliding
doors and piping holes.

The lower vibration level has been achieved by provision of bolster less type bogies
having secondary air spring.
4.6.12 PASSENGER SAFETY FEATURES

(i) ATP/ATO
The rolling stock is provided with Continuous Automatic Train Protection/Automatic
Train operation to ensure absolute safety in the train operation. It is an accepted fact
that 60-70% of the accidents take place on account of human error. Adoption of this
system reduces the possibility of human error.
(ii) Fire
The rolling stock is provided with fire retarding materials having low fire load, low
heat release rate, low smoke and toxicity inside the cars. The electric cables used
are also normally low smoke zero halogen type which ensures passenger safety in
case of fire.

(iii) Emergency door

In Standard Gauge (3.2 m wide) Cars, the rolling stock is provided with emergency
doors at both ends of the cab to ensure well directed evacuation of passengers in
case of any emergency including fire in the train.

(iv) Crash worthiness features

The rolling stock is provided with inter car couplers having crashworthiness feature
which reduces the severity of injury to the passengers in case of accidents.

(v) Gangways
Broad gangways are provided in between the cars to ensure free passenger
movement between cars in case of any emergency.

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CHAPTER 5
CIVIL ENGINEERING
5.1 GEOMETRIC DESIGN NORMS:

5.1.1 General:

The alignment of this corridor has been designed based on the parameters
already adopted and in use for Delhi Metro network. The parameters are
time tested and metro services are being run successfully without any
disruption. It has been decided that the alignment of this corridor has to be
located on 5th Lane of Western Express Highway (WEH) for the reason that
all the flyovers in this stretch are of 3 lane each way and hence one
additional lane will be available for the traffic in the stretches other than
flyovers. The alignment by the side of flyover is planned in 6th lane so as to
leave 2 lane for the traffic plying on the slip road by the side of flyover.

As regards the type of alignment i.e. At-grade, Elevated and Underground

depends upon the ROW. If ROW is 20 M or more, Elevated alignment is
preferred over Underground as the cost of Underground alignment is 2 to
2 times of Elevated alignment. The Merits and demerits of Elevated and
Underground alignments are detailed at Annexure- 5.1

5.1.2 Horizontal Alignment:

Horizontal alignment of this corridor runs between Andheri and Dahisar.

The alignment starts with Andheri(E) Station on right side (facing Dahisar)
of flyover just by the side of L&T building. Alignment crosses to west side
of Western Express Highway just after Andheri(E) Station and thereafter
runs on the left side (facing Dahisar) of Western Express Highway. It is
proposed that this corridor will be extended from rear end of Andheri(E) to
Domestic Airport of Mumbai and integrate therein with Line-3.

For maximum permissible speed on curve with various radii Table 5.1.1
may be referred.

Horizontal Curves:
Elevated section
Minimum : 200 m
Absolute minimum : 120 m
Minimum curve radius at stations : 1000 m

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Maximum permissible cant : 125 mm

Desirable maximum cant : 110 mm
Maximum cant deficiency : 85 mm
Transition Curves:
The service road and slip road along the express highway are not available
throughout the stretch and also a number of flyovers are there along the
corridor. A large number of curves are also there all along the alignment.
Similar curves had to be introduced for the metro alignment also, which
normally follows the Western Express Highway. However it is necessary to
provide transition curves at both ends of the circular curves for comfort and
safety of the passengers. Due to change in gradients at various locations in
the corridor it is necessary to provide frequent vertical curves also. In case
of ballastless track, it is prescribed that the vertical curves and transition
curves of horizontal curves do not overlap. These constraints may lead to
reduced lengths of transition curves. However for safety and comfort of the
passengers, the transition curves have to be designed with certain
minimum parameters.
- Length of transitions of horizontal curves (m)
Minimum : 0.44 times actual cant or cant deficiency (in mm),
whichever is higher.
Desirable : 0.72 times actual cant or cant deficiency (in mm),
whichever is higher.
- Overlap between transition curves and vertical curves not allowed.
- Minimum straight between two transition curves: Either 25 m or Nil.
- Minimum curve length between two transition curves: 25 m.

5.1.3 Vertical Alignment:

a) Elevated sections:
The viaducts carrying the tracks will have a vertical clearance of minimum
5.5 m above road level. For meeting this requirement with the Box shaped
or U shaped pre-stressed concrete girders, the rail level will be about 9.5 m
above the road level. However, at stations, the rail level will be 13.5 m
above the road level with concourse at the mezzanine floor. These levels
will, however, vary marginally depending upon where the stations are
located.

The track centers on the elevated section with twin U Girders are kept at
5.0 m uniform throughout the corridor to standardize the superstructure,
excepting at few locations as detailed below:
On curves below 300 m radius 4.30 m (I- girder to be used)
but upto 120 m radius
At scissors crossing 4.50 m

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b) Gradients:
Normally the stations shall be on level stretch. In limiting cases station may
be on a grade of 0.1%. Between stations, generally the grades may not be
steeper than 2.0%. However, where existing road gradients are steeper
than 2%, gradients upto 4% (compensated) are proposed to be provided in
short stretches on the main line.

c) Vertical curves:
Vertical curves are to be provided when change in gradient exceeds 0.4%.
However it is recommended to provide vertical curves at every change of
gradient.
- Radius of vertical curves
On main line
Desirable : 2500 m
Minimum : 1500 m
Other locations : 1500 m
Minimum length of vertical curve : 20 m
5.1.4 Design Speed:

Design speed will be 90 km/h and the maximum sectional speed will be
80km/h.
Table 5.1.1
Cant, Permitted Speed and Minimum Transition Length for Various Curves
Radius Actual Cant Permitted Minimum
(m) (mm) Speed(km/h) Transition(m)
3000 15 80 10
2000 20 80 15
1000 45 80 20
800 55 80 25
500 85 80 40
400 105 80 50
300 110 70 50
200 110 55 50
150 110 50 50
120 110 45 50
100 110 40 50

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5.1.5 Codes and Standards:

The codes, standards and specifications applicable for design of the
components of the Rail System and for its operation and maintenance are:
i) NFPA 130 Standard for Fixed Guide way Transit and Passenger
Rail Systems
ii) European Norms (EN):
iii) International Electro Technical Commission Standards (IEC):
iv) International Standards organization (ISO):
v) Japanese Industrial Standards (JIS):
vi) United States of America, AIS, AAR:
vii) British standards (BS):
viii) Indian Standards (IS)
ix) German Standards (DIN)
x) Indian Railway Standards (IRS):
xi) Indian Roads Congress (IRC): and
xii) Any other specified standards.

5.1.6 General technical requirements of the Rail System:

The rail system shall be designed to:

i) Handle the user demand efficiently;
ii) Minimize noise pollution;
iii) Provide adequate interchange facilities including pedestrian facilities;
The design of the Rail System shall also conform to:
i) Local building bye-laws;
ii) Relevant published standards of UIC;
iii) All statutory requirements, guidelines and directives; and
iv) Stipulations of fire service department.

5.2 ALIGNMENT:

5.2.1 Introduction:

5.2.1.1 Andheri (East) Dahisar (East) corridor of Mumbai Metro Project is

proposed to start at junction of Western Express Highway and MV Road in
Andheri (East). The alignment stretches from Andheri (E) to Dahisar (E) via
Jogeshwari, Goregaon, Malad, Kandivali, Thakur Village, Poisar and
Borivali along and parallel to Western Express Highway (W.E.H.).
Andheri(E) Metro Station on this corridor is proposed on Right Hand Side
of WEH between L&T building and Flyover.

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5.2.1.2 The chainage of Andheri(E) proposed station is taken as 0.0 and dead end
chainage of this station as (-) 450 m.

5.2.1.3 Total length of the corridor from dead end to dead end is 16.475 km. The
entire corridor proposed is elevated.

5.2.1.4 The corridor has been proposed on the East side of the flyover on W.E.H.
to start with first station as Andheri(E). Just after station, the alignment
crosses to West side of the WEH and thereafter it runs on West side only
upto Dahisar.

5.2.1.5 Sixteen stations have been proposed on the corridor. Attempt has been
made to locate stations at about a kilometer apart. However due to various
considerations such as ridership, accessibility, availability of land, design
considerations etc; a few stations could not be located at one Km. distance
apart. The maximum and minimum inter station distances are 1727.7 m
and 540.3 m respectively.

5.2.2 Station Locations:

5.2.2.1 Stations have been located so as to serve major passenger destinations

and enable convenient integration with other modes of transport. Average
spacing of stations is close to one km.
5.2.2.2 All stations will be two level stations except Dahisar Terminal Station. The
concourse comprising of passenger facilities and station facilities will be at
lower level and the platforms on the higher level. Dahisar station is
proposed to have two towers one on either side

5.2.2.3 List of stations with chainages and inter station distances is given below in
Table 5.2.1.
Table 5.2.1 List of Stations

Andheri To Dahisar Corridor (Mumbai)

Inter
Distance U/G
S.No Station Name Chainage(m) Between /
Two ELEVATED
Stations.
0 DEAD END (-) 450
1 ANDHERI 0.0 450 ELEVATED
2 SHANKARWADI 1229.8 1229.8 ELEVATED
3 JVLR Jn. 2413.9 1184.1 ELEVATED
4 BOMBAY EXHIBITION 3781.5 1367.6 ELEVATED

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5 HUB MALL 4580.0 798.5 ELEVATED

6 VISHVESHWAR NAGAR 5559.7 979.7 ELEVATED
7 AAREY ROAD Jn. 6100.0 540.3 ELEVATED
8 VITT BHATTI Jn. 7180.0 1080.0 ELEVATED
9 KURAR VILLAGE 8068.0 888.0 ELEVATED
10 BANDONGRI 9075.7 1007.7 ELEVATED
11 MAHINDRA & MAHINDRA 9700.0 624.3 ELEVATED
12 THAKUR COMPLEX 11427.7 1727.7 ELEVATED
13 BORIVALI BUS STOP 12250.0 822.3 ELEVATED
14 BORIVALI OMKARESHWAR 13376.5 1126.5 ELEVATED
15 SHRINATH NAGAR 14384.5 1008.0 ELEVATED
16 DAHISAR (E) 15524.9 1140.4 ELEVATED
DEAD END
16025.7 500.8

5.2.3 Terminals:

5.2.3.1 Andheri East Terminal:

Southern terminal of the corridor is proposed Andheri(E) with its centre line
at Ch.0.0km. The station is located at junction of Western Express Highway
and Mathurdas Vasanji Road on East side of the Andheri flyover on
Western Express Highway. The station is elevated with rail level at about
14.0m above the road level. This terminal station is accessible from many
residential and commercial establishments. Metro Line No.1 also crosses
W.E.H. at this location and a station on this line is being constructed on the
East of W.E.H. Rail level at this station of line no. 1 is about 21.50m above
road level due to Andheri flyover on W.E.H. The two stations will be
connected by an elevated walkway .Other side of WEH will be connected
to this station by the help of walkway provided under the existing Andheri
flyover as sufficient headway being available.

Dahisar Terminal:
The last station proposed on the corridor is Station No.16 (S.V & L.R.
Junction) near junction of S.V. Road and Link Road at Dahisar(East), the
centre line being at Ch.15.524. Station is in the midst of residential and
commercial area of Dahisar.
Feasibility of connecting this corridor with Charkop-Dahisar Corridor has
also been examined. It is possible to terminate D. N. Nagar-Charkop-

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Dahisar Corridor on this terminal station of this corridor. The provision to

extend this corridor to further North is also kept in view

5.2.4 Scissors Crossovers:

Scissors Crossovers will be provided at both the terminal stations viz.

Andheri(E) and Dahisar (S.V. & L.R Junction). In between scissors
crossovers are proposed at two stations for use in emergencies.

5.2.5 Description of Alignment:

5.2.5.1 Horizontal Alignment:

The proposed alignment starts from CH: (-) 450 m and Station No. 1
named as Andheri (E) is located at CH:00. Alignment starts on East side
of WEH ( R.H.S. of Western Express Highway when we go from Andheri
East to Dahisar East), just after Andheri, alignment crosses to left side of
WEH and runs all along the Western Express Highway. This alignment is
integrated with Charkop-Dahisar Corridor at Dahisar(E) Station.

As far as possible, the alignment runs on the 5th Lane on West side of
WEH and when the Alignment is taken by the side of flyover, then it runs in
6th Lane on West side of WEH. The minimum radius of curve provided is
210 m for which transition length provided is 55 m, maximum radius of
curve provided is 9010 m for with transition length provided is 10 m.

From CH: (-) 450 m to CHP: 190 m alignment is on East side of Western
Express Highway on Slip Road. After CH: 190 m, it turns West side of
WEH with reverse curve radius as 320 m and 280 m up to CH: 325 m.

From CH: 325 m to CH: 2500 alignment runs on 5th Lane of WEH. In this
stretch there are two curves with radii of 310 m and 260 m at CH: 700 m
and CH; 1050 m. After curve of 260 m, Station named as Shankarwadi at
CH: 1229.8 m is provided. Station No.3 named as JVLR Junction is
proposed at CH:2413.9 m.

From CH: 2500 m alignment turns to LHS with curve radius of 360 m and
runs in 6th Lane on West side of WEH up to CH: 3500 m.

From CH: 3500 m, alignment runs straight up to CH 6300 m. In this stretch

there are four Stations namely Bombay Exhibition at CH: 3781.5 m , Hub
Mall at CH: 4580 .0, Vishveshwar Nagar at CH: 5559.7 m and Array Road
Junction at CH: 6100 m.

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Thereafter from CH: 6300, alignment turns L.H.S. with radius of curve 510
m and alignment runs in 6th lane by the side of flyover. From there on, it
takes right turn with curvature of 310 m. to align in the 5th lane of
WEH..After this curve alignment runs in 5th lane up to Ch. 8170 m.

In this stretch there are two stations named as Vitt Bhatti Junction at CH:
7180 m and Kurar Village at CH: 8068. Thereafter, it turns R.H.S. after
Kurar Village Station with radius 210 m. After 210 curve (radius) it turns
L.H.S. with radius of curve 610 m and runs straight up to CH: 9300 m.
Bandongri Station is located at CH: 9075.7 m. Thereafter, it turns R.H.S.
with curve radius as 410 m. After turning R.H.S. goes straight up to CH:
10.200 m. Mahindra & Mahindra Station is located at CH: 9700 m in open
area in front of Army area. From CH: 10200 alignment turns L.H.S. with
radius of curve 670 m and goes straight up to CH: 12480 m. Borivali Bus
Stop Station is located at CH: 12250 m. After CH: 12480 m alignment
turns R.H.S. with radius of 610 m and goes straight up to CH 13530.
Borivali Omkareshwar Station is located at CH: 13376.5 m and after CH:
13530 m alignment turns to R.H.S. and goes straight up to CH: 14800 m.
Shri Nath Nagar Station is located at CH: 14384.5 m before Cross Road to
Ashok Van Rwal Pada Road. After CH: 14800 alignment turns R.H.S. with
curve radius of 660 m and goes straight up to last CH: 16025.7 m.
Dahisar(E) Station is located at CH: 15524.9 m. This station is planned low
height station just like tower type i.e. without concourse under platforms.
The details of curves are shown in Table No.5.2.5.

5.2.5.2 Vertical Alignment:

Vertical alignment has been designed with consideration of 5.5 m clear
head room on the road. Minimum height difference from existing road level
and proposed rail levels is about 13.5 m at station locations and 9.8 m
other than station locations. Efforts have been made to maintain minimum
radius of vertical curves of 2500 m. However it is not possible to maintain
this at certain locations due to space constraints. At such locations
minimum vertical curve radius is 1500m. Length of vertical curve provided
is more than 20M. Overlap between transition curves and vertical curves
are strictly avoided. All proposed stations are kept on level stretch. The
maximum gradient is not steeper than 4.0%. Detailed description of vertical
alignment is as follows:

Gradient details are given in Table 5.2.4

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5.2.6 Road Junction Improvements:

Some road junctions need minor modifications. Details of junctions which

need modifications are shown in Table No.5.2.2.
Table 5.2.2
Details of Junctions which need modifications
Sr. No. Chainage Type of Junction Crossing leads to
Koyala compound Gajlaxmi
1 500 M 4 Arm
Apartment & Mahakali & Boni Nagar
2 Jogeshwari Station to Megwadi &
2230M 4 Arm
Mahakali
3 2617M T - Junction Vikhroli Link Road
State Reserve Police Force No.8
4 2808M T - Junction
Mumbai
5 5500 M 5 Arm Goregoan & Aarey Dairy
6 6394 M 4 Arm Goregoan & Gokuldham
7 7070M T - Junction Pathanwadi
8 10194 M 4 Arm Thakur Village & Thakur Complex
9 11147 M 4 Arm Poisar & Thakur Village
10 12000 M 4 Arm Borivali West & Magothane
Kartar Road Raydoangri &
11 12700 M T - Junction
Kulupwadi
12 13063 M T - Junction Borivali Station & Kulupwadi
Borivali Station & Sanjay Gandhi
13 13132 M 4 Arm
National Park

5.2.7 Maintenance Depot:

5.2.7.1 It is proposed to provide the Car maintenance depot at Dahisar in the land
of Airport Authority of India. The land parcel available is of 18. Ha but of
irregular shape. Detailed planning of depot in this area has been done.

5.2.8 Existing road profile is shown in Table 5.2.3 and proposed rail levels in
Table 5.2.4.

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Table 5.2.3
Existing Road Profile(as Per Spans report)
Chainage
S. No. Grade (%) Road Level (Avg.)
From To
1 0 0 0.00% 16.314
2 0 245 1.354% 19.631
3 245 610 -0.085% 19.322
4 610 750 -1.631% 17.038
5 750 870 0.153% 17.222
6 870 965 2.354% 19.458
7 965 1050 -1.084% 18.537
8 1050 1800 0.972% 25.825
9 1800 2235 -2.59% 14.558
10 2235 2584 0.64% 16.79
11 2584 3285 -0.234% 15.148
12 3285 3755 -0.492% 12.836
13 3755 4300 0.137% 13.581
14 4300 4977 0.061% 13.995
15 4977 5250 0.43% 15.169
16 5250 5955 1.374% 24.856
17 5955 6465 -0.543% 22.088
18 6465 7000 2.471% 35.306
19 7000 7270 1.608% 39.647
20 7270 7360 -13.962% 27.081
21 7360 7575 -2.387% 21.949
22 7575 7725 -6% 12.949
23 7725 8085 -1.359% 8.058
24 8085 8280 4.58% 16.989
25 8280 8325 21.793% 26.796
26 8325 8685 2.231% 34.829
27 8685 9045 -1.661% 28.85
28 9045 9500 -2.496% 17.493
29 9500 9710 1.597% 20.847
30 9710 9965 -1.826% 16.19
31 9965 10990 0.408% 20.37
32 10990 12390 0.186% 22.974
33 12390 12560 3.817% 29.463
34 12560 12840 -2.382% 22.794
35 12840 13315 -1.12% 17.473

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Chainage
S. No. Grade (%) Road Level (Avg.)
From To
36 13315 13715 -0.005% 17.454
37 13715 14050 -0.514% 15.733
38 14050 14825 -0.195% 14.222
39 14825 15290 -1.169% 8.787
40 15290 16223.173 -0.388% 5.164

Table 5.2.4
Proposed Gradients of Rail Track
Andheri to Dahisar Corridor (Vertical Curve Details)
Chainage Rail Level
S. No. Length Gradient Remarks
From To From To
1 -450 420 870.0 34.3 34.3 0.000% Level
2 420 540 120.0 34.3 32.7 -1.333% Fall
3 540 800 260.0 32.7 31.5 -0.462% Fall
4 800 1030 230.0 31.5 37.4 2.565% Rise
5 1030 1390 360.0 37.4 37.4 0.000% Level
6 1390 1800 410.0 37.4 36.1 -0.317% Fall
7 1800 2280 480.0 36.1 31.7 -0.917% Fall
8 2280 2650 370.0 31.7 31.7 0.000% Level
9 2650 3080 430.0 31.7 26.7 -1.163% Fall
10 3080 3660 580.0 26.7 27.7 0.172% Rise
11 3660 3940 280.0 27.7 27.7 0.000% Level
12 3940 4200 260.0 27.7 24.6 -1.192% Fall
13 4200 4410 210.0 24.6 28.1 1.667% Rise
14 4410 4780 370.0 28.1 28.1 0.000% Level
15 4780 5160 380.0 28.1 25.6 -0.658% Fall
16 5160 5440 280.0 25.6 35.1 3.393% Rise
17 5440 5710 270.0 35.1 35.1 0.000% Level
18 5710 5970 260.0 35.1 37.9 1.077% Rise
19 5970 6360 390.0 37.9 37.9 0.000% Level
20 6360 6610 250.0 37.9 36.7 -0.480% Fall
21 6610 7040 430.0 36.7 50.5 3.209% Rise
22 7040 7320 280.0 50.5 50.5 0.000% Level
23 7320 7860 540.0 50.5 36.8 -2.537% Fall
24 7860 8260 400.0 36.8 36.8 0.000% Level
25 8260 8520 260.0 36.8 44.3 2.885% Rise
26 8520 8820 300.0 44.3 38.5 -1.933% Fall
27 8820 9220 400.0 38.5 38.5 0.000% Level
28 9220 9440 220.0 38.5 35 -1.591% Fall
29 9440 9880 440.0 35 35 0.000% Level

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30 9880 10180 300.0 35 27 -2.667% Fall

31 10180 10540 360.0 27 29 0.556% Rise
32 10540 10900 360.0 29 30.7 0.472% Rise
33 10900 11150 250.0 30.7 36.4 2.280% Rise
34 11150 11680 530.0 36.4 36.4 0.000% Level
35 11680 11920 240.0 36.4 32.1 -1.792% Fall
36 11920 12100 180.0 32.1 37.5 3.000% Rise
37 12100 12410 310.0 37.5 37.5 0.000% Level
38 12410 12600 190.0 37.5 42.1 2.421% Rise
39 12600 12940 340.0 42.1 30.8 -3.324% Fall
40 12940 13220 280.0 30.8 31.4 0.214% Rise
41 13220 13560 340.0 31.4 31.4 0.000% Level
42 13560 13960 400.0 31.4 26.6 -1.200% Fall
43 13960 14220 260.0 26.6 30 1.308% Rise
44 14220 14540 320.0 30 30 0.000% Level
45 14540 14860 320.0 30 31.3 0.406% Rise
46 14860 15360 500.0 31.3 18.7 -2.520% Fall
47 15360 16025.7 665.7 18.7 18.7 0.000% Level

5.2.9 Curvature:

There are many sharp turns and curves along the road. This necessitates
provision of curves for metro alignment also. The radius of curves is kept
as low as 260 m to reduce the property acquisition. Total 39 Nos. of
curves have been provided in the entire length of Andheri(E) Dahisar(E)
Corridor. The details of curves are indicated in Table 5.2.5.
Table 5.2.5 Details of Curves
Andheri to Dahisar Corridor (Horizontal Curve Details)

Hand Arc Straight

Transition
Curve of Radius Length Included Tangent Length
Length (m)
No. Arc (m) (m) Angle (m) (m)
L1 L2 D M S 565.571
1 Left 320 25.735 50 50 04 36 28.063 12.874 0
2 Right 280 34.68 50 50 07 05 47.587 17.362 222.083
3 Left 310 179.045 55 55 33 05 31.108 92.097 45.744
4 Right 260 78.445 55 55 17 17 12.215 39.523 446.86
5 Left 4210 28.264 20 20 00 23 04.773 14.132 48.137
6 Left 4010 32.331 20 20 00 27 43.011 16.165 475.871
7 Left 4010 46.068 25 25 00 39 29.636 23.034 59.249
8 Right 9010 51.518 10 10 00 19 39.401 25.759 91.006
9 Right 360 72.034 55 55 11 27 52.695 36.138 257.778
10 Left 610 80.992 45 45 07 36 26.499 40.556 256.504
11 Right 3010 30.806 20 20 00 35 10.995 15.403 59.206

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12 Left 3010 38.945 20 20 00 44 28.783 19.473 388.934

13 Right 1210 54.494 25 25 02 34 49.439 27.252 247.222
14 Left 4010 43.653 20 20 00 37 25.395 21.827 243.235
15 Left 2010 36.668 25 25 01 02 42.794 18.334 109.225
16 Right 2510 32.262 20 20 00 44 11.220 16.131 899.245
17 Left 1010 30.479 25 25 01 43 44.425 15.24 71.228
18 Right 1710 25.003 25 25 00 50 15.921 12.502 169.153
19 Left 510 123.096 50 50 13 49 45.061 61.849 64.886
20 Left 1010 73.879 25 25 04 11 27.695 36.956 0
21 Right 310 49.492 55 55 09 08 50.307 24.799 599.964
22 Left 4010 27.816 20 20 00 23 50.772 13.908 410.663
23 Left 1610 24.115 20 20 00 51 29.549 12.058 25.773
24 Right 1310 25.144 25 25 01 05 59.050 12.572 98.694
25 Right 210 59.235 55 55 16 09 40.949 29.815 97.047
26 Left 610 165.739 40 40 15 34 02.788 83.383 186.447
27 Left 2010 29.876 25 25 00 51 05.818 14.938 328.623
28 Right 410 179.837 55 55 25 07 53.217 91.388 31.341
29 Left 2210 30.053 25 25 00 46 44.966 15.027 53.498
30 Right 3010 31.194 25 25 00 35 37.584 15.597 420.216
31 Left 670 659.191 55 55 56 22 17.238 359.036 205.047
32 Right 1810 27.701 25 25 00 52 36.748 13.851 89.977
33 Left 1010 33.535 25 25 01 54 08.631 16.769 89.216
34 Right 1510 27.521 25 25 01 02 39.377 13.761 856.014
35 Right 610 143.282 45 45 13 27 29.139 71.972 607.563
36 Left 3010 37.082 25 25 00 42 21.093 18.541 84.488
37 Right 510 46.669 40 40 05 14 34.732 23.351 1146.31
38 Right 660 253.1 45 45 21 58 19.290 128.124 446.147
39 Left 2010 24.624 20 20 00 42 06.887 12.312 395.59

Table 5.2.5 (A) Abstract of Horizontal Curves

Curved % w. r. t.
Nos. Length total curved
S. No. Radius (m) Occurrences (m) length
1 >200m - 510m 10 848.268 28%
>510m -
2 1010m 8 1440.197 48%
>1010m -
3 1510m 3 107.159 4%
>1510m -
4 2010m 6 167.987 6%
>2010m -
5 5010m 11 378.474 13%
6 >5010m 1 51.518 2%
Total 39 2993.603 100.00%

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5.3 STATION PLANNING:

5.3.1 General:

5.3.1.1 Stations on the line:

The proposed Andheri (E) Dahisar (E) Metro Corridor runs northwards
from Andheri East to S.V & L.R Junction at Dahisar (E), parallel to Western
Express Highway, covering a distance of 15.525 km from centre of
Andheri(East) Station to Dahisar(East) station. A total of 16 stations have
been planned along the proposed corridor. All stations are planned as
elevated stations. Stations are generally located around 900 -1100 m apart,
though the inter station distance varies from 540 m to 1728 m due to
traffic and topographic reasons as well as design constraints.
The details of stations with rail level, inter station distances are given in the
table 5.3.1.DP plan is given in Fig. 1.

Table 5.3.1Andheri To Dahisar Corridor (Mumbai)

Inter Rail Ground Depth/
Distance Level Level Height
U/G
S.No Station Name Chainage(m) Between
/ ELEVATED
Two
Stations.
0 DEAD END (-) 450
1 ANDHERI 0.0 450 34.300 20.712 13.588 ELEVATED
2 SHANKARWADI 1229.8 1229.8 37.400 23.871 13.529 ELEVATED
3 JVLR Jn. 2413.9 1184.1 31.700 17.995 13.705 ELEVATED
BOMBAY
4 3781.5 1367.6 27.700 13.857 13.843 ELEVATED
EXHIBITION
5 HUB MALL 4580.0 798.5 28.100 14.524 13.576 ELEVATED
6 V.NAGAR 5559.7 979.7 35.100 21.017 14.083 ELEVATED
AAREY ROAD
7 6100.0 540.3 37.900 24.476 13.424 ELEVATED
Jn.
8 VITT BHATTI Jn. 7180.0 1080.0 50.500 37.500 13.000 ELEVATED
9 KURAR VILLAGE 8068.0 888.0 36.800 13.826 22.974 ELEVATED
10 BANDONGRI 9075.7 1007.7 38.500 24.784 13.716 ELEVATED
MAHINDRA &
11 9700.0 624.3 35.000 21.500 13.500 ELEVATED
MAHINDRA
THAKUR
12 11427.7 1727.7 36.400 22.895 13.505 ELEVATED
COMPLEX
BORIVALI BUS
13 12250.0 822.3 37.500 22.969 14.531 ELEVATED
STOP
BORIVALI
14 13376.5 1126.5 31.400 17.827 13.573 ELEVATED
OMKARESHWAR
SHRINATH
15 14384.5 1008.0 30.000 16.205 13.795 ELEVATED
NAGAR
16 DAHISAR (E) 15524.9 1140.4 18.700 7.986 10.714 ELEVATED
DEAD END 16025.7 500.8

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5.3.1.2 Rail Levels and Alignment:

Alignment is planned as elevated and is governed by a ground clearance of

5.50 m from road level. This in turn determines the level of the entire station
structure on the elevated section. The alignment is planned to start on
Eastern side of Western Express Highway but changes over to Western
side and thereby runs in the 5th line or 6th line up to Dahisar (E). Entry/exit
structures for the proposed stations have been planned on the East side for
Andheri station and on west side thereafter. No space is available for
entry/exit on median side of WEH due Western Express Highway and the
flyovers.

5.3.1.3 Platforms:

All the elevated stations have two platforms. All stations are on straight
stretch. The proposed stations along with their respective chainages,
locations and catchment areas are given in Table 5.3.2.

Table 5.3.2
Station Location Characteristics

Andheri To Dahisar Corridor (Mumbai)

Inter
Distance
Station Chaina
S.No Between
Name ge(m)
Two
Stations.
0 DEAD END (-) 450
First Station Chakala, Mota Nagar, Kanti Nagar,
near junction J.B Nagar,Netaji Subhash Nagar,
of W.E.H & Gundavli, WEH Station, Andheri
1 ANDHERI 0.0 450
M.V. Road Station.

Natwar Natwar Nagar,Janata Colony,

SHANKARW Nagar Amboli, Jogeshwari (E), Hind
2 1229.8 1229.8
ADI Nagar, MHADA Colony, Sanjay
Nagar.
Near Momin Nagar,BR Nagar,Prabhat
Jogeshwari- Nagar, Ram Nagar,Bandrekar
Vikroli link Wadi, Gupha Tekdi,Majas
3 JVLR Jn. road 2413.9 1184.1 Wadi,Squatters Colony, Laxmi
Nagar, Jogeshwari caves, Poonam
Nagar, Vaishali Nagar.

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Bombay Shivshankar Nagar, Bombay

BOMBAY
4 Exhibition 3781.5 1367.6 Exhibition Center, Aarey Milk
EXHIBITION
Center Colony, Konkan Krishi Vidyapith.
Nearby Hub Camawala Industrial Estate,
5 HUB MALL Mall 4580.0 798.5 Sonawala Industrial Estate, Aarey
Milk Colony, Goregaon Station.
Near Vishveshwar Nagar
VISHVESHW
6 Vishweshwa 5559.7 979.7
AR NAGAR
r nagar
Junction of Naik Wadi, Hanuman Tekdi, IITC,
Aarey & Vishveshwar Nagar, Jai Prakash
AAREY Marol Roads Nagar, Aarey Milk Colony, Piramal
7 6100.0 540.3
ROAD Jn.
Nagar, Goregaon Station.

VITT Bhatti IITC, VITT Bhatti, Dindoshipada,

Junction. Upper Goving Nagar, Koyana
VITT BHATTI Vasahat, Panchbawadi, Dindoshi,
8 7180.0 1080.0
Jn. Hanuman Tekdi, Banjarpada, Mira
Nagar, Yasho Dham, Gokul Dham,
Pandurangwadi.
Kurar Gaon Pathanwadi, Triveni Nagar, Parekh
Nagar, Kurar Village, Malad (E),
KURAR
9 8068.0 888.0 Raheja Township,, Dhanjiwadi,
VILLAGE
Malad Station.

Bandongri Kurar Village, Hanuman Nagar,

10 BANDONGRI 9075.7 1007.7 Raheja Estate, Pushpa Park,
Malad Station.
Mahindra Hanuman Nagar, Samata Nagar,
MAHINDRA and Kandivali Station, Lokhandwala
11 & Mahindra 9700.0 624.3 Complex, Damu Nagar, Ashok
MAHINDRA Nagar, Mahindra & Mahindra
Limited.
Thakur Chikhal Wadi, Asha Nagar, Thakur
THAKUR
12 Complex 11427.7 1727.7 College, Saraf Chaudhary Nagar,
COMPLEX
Janata Nagar, Poisar, Magathane
Near Magathane, Rajendra Nagar,
BORIVALI
13 Magathane 12250.0 822.3 Dattapada, Asara Colony, Tata
BUS STOP
Steel, Borivali Bus Depot.

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Borivali Sukar Wadi, Krishna Nagar,

Omkareshw Abhinav Nagar, Kajupada, Daulat
BORIVALI ar Nagar, Raheja Complex, Borivali
14 OMKARESH 13376.5 1126.5
WAR Station, Chinchpada, Sanjay
Gandhi National Park, Nancy
Colony.
Shrinath Amba wadi, Ashokvan, Srinath
Nagar Nagar, Daulat Nagar,
Shankeshwar Nagar, Maruti Nagar,
SHRINATH Dahisar Station, Mahavir Nagar,
15 14384.5 1008.0
NAGAR Shanti Nagar, Balaji Nagar,
Maratha Colony, Ekta Nagar,
Mandapeshwar, Nancy Colony,
Mhatre Wadi, Ovaripada.
Near Avadhut Nagar,CS Complex,Shakti
Vardhaman Nagar,Penkarpada, Dharkhadi,
16 DAHISAR (E) 15524.9 1140.4
Industry Ketkipada, Maratha Colony, N.I
Complex.
DEAD END 16025.7 500.8

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5.3.2 Station Locations:

Note: All Rail levels are w.r.t Global positioning system of WGS-84 datum.

5.3.2.1 Station no.1 Andheri(E):

Chainage 0.0

Inter station Distance -

Rail Level 34.30m

Height of Rail Level from 13.588m

ground

Location Located on Western Express Highway surface Road by the

side of L & T building on East side of the flyover

Entry / Exit Entry and exit provided on East side on L & T Building side.
Connection to WEH metro Station of Mumbai Line -1 is
proposed by providing sky walk.

Catchment Area Chakala, Mota Nagar, Kanti Nagar, J.B Nagar, Netaji
Subhash Nagar, Gundavli, WEH Station, Andheri Station.

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5.3.2.2 Station no. 2 (Shankarwadi):

Chainage 1229.8

Inter station Distance 1229.8 m

Rail Level 37.400m

Height of Rail Level from 13.529m

ground

Location Located on W.E.H 5th lane on West side, station

centerline passes through Andheri Mistry Coop. Housing
Society

Entry / Exit Entry and exits provided on West side, on acquired land .

Catchment Area Natwar Nagar,Janata Colony, Amboli, Jogeshwari (E),

Hind Nagar, MHADA Colony, Sanjay Nagar.

Service Road Near Flyover Underpass Below Flyover Roadside Local Shops Hutments

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5.3.2.3 Station no. 3 (JVLR Junction):

Chainage 2413.9

Inter station Distance 1184.1m

Rail Level 31.700m

Height of Rail Level 13.705m

from ground

Location Located on W.E.H 5th lane on west side, station centerline passes
through the Hindustan gas Agency on West side of the alignment.

Entry / Exit Entry and exit are proposed to be provided on West side on acquired
land

Catchment Area Momin Nagar, BR Nagar,Prabhat Nagar, Ram Nagar,Bandrekar

Wadi, Gupha Tekdi,Majas Wadi,Squatters Colony, Laxmi Nagar,
Jogeshwari Caves, Poonam Nagar, Vaishali Nagar.

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5.3.2.4 Station no. 4 (Bombay Exhibition):

Chainage 3781.5

Inter station Distance 1367.6m

Rail Level 27.700m

Height of Rail Level from 13.843m

ground

Location Located on W.E.H 6th lane on west, station centerline passes

through NESCO building on West side of the alignment.

Entry / Exit Entry and exit provided on West side on Government land.

Catchment Area Shivshankar Nagar, Bombay Exhibition Center, Aarey Milk

Colony, Konkan Krishi Vidyapith.

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5.3.2.5 Station no. 5(Hub Mall):

Chainage 4580

Inter station Distance 798.5m

Rail Level 28.100m

Height of Rail Level 14.524m

from ground

Location Located on WEH 5th lane on west side,Centre line passes through
Krishna Tyre services on west side

Entry / Exit Entry and exit provided on West side on the acquired land.

Catchment Area Goregaon

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5.3.2.5 Station no. 6 (V. Nagar):

Chainage 5559.7

Inter station Distance 979.7m

Rail Level 35.100m

Height of Rail Level from 14.083m

ground

Location Located on W.E.H surface road with station centerline

passing through the land belonging to payas college..

Entry / Exit Entry and exit provided on West side in the Government
land

Catchment Area Vishveshwar nagar, Sonawala Industrial Estate, Aarey

Milk Colony, Goregaon Station.

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5.3.2.7 Station no. 7 (Aarey Road Junction):

Chainage 6100

Inter station Distance 540.3m

Rail Level 37.900m

Height of Rail Level 13.424m

from ground

Location Located on W.E.H Service Road, station centerline

passes raja Mobile centre near Virani Industrial Building

Entry / Exit Entry and exit provided one on Government land and
other on Private land

Catchment Area Naik wadi, Hanuman Tekdi, IITC, Vishveshwar Nagar,

Jai Prakash Nagar, Aarey Milk Colony, Piramal Nagar,
Goregaon Station.

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5.3.2.8 Station no. 8 (Vitt Bhatti Jn.):

Chainage 7180

Inter station Distance 1080m

Rail Level 50.500m

Height of Rail Level 13.00m

from ground

Location Located on W.E.H 5th lane, station centerline passes

through Hutments and road side shops on West of the
alignment.

Entry / Exit Entry and exit provided on West side falls on Private
shops.

Catchment Area IITC, VITT Bhatti, Dindoshipada, Upper Goving Nagar,

Koyana Vasahat, Panchbawadi, Dindoshi, Hanuman
Tekdi, Banjarpada, Mira Nagar, Yasho Dham, Gokul
Dham, Pandurangwadi.

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5.3.2.9 Station no.9(Kurar Village):

Chainage 8068

Inter station Distance 888m

Rail Level 36.800m

Height of Rail Level from 22.974m

ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through hutments on West of the alignment.

Entry / Exit Entry and exit provided on West side, on private land

Catchment Area Pathanwadi, Triveni Nagar, Parekh Nagar, Kurar Village,

Malad (E), Raheja Township,, Dhanjiwadi, Malad Station.

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5.3.2.10 Station no. 10 (Bandongri):

Chainage 9075.7

Inter station Distance 1007.7m

Rail Level 38.500m

Height of Rail Level 13.716m

from ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through Kohinoor marble shop

Entry / Exit Entry and exit provided on West side, on acquired land of
Bandongri Hutment and road side marble shops.

Catchment Area Kurar Village, Hanuman Nagar, Raheja Estate, Pushpa Park,
Malad Station.

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5.3.2.11 Station no. 11 (Mahindra & Mahindra):

Chainage 9700

Inter station Distance 624.3m

Rail Level 35.000m

Height of Rail Level 13.500m

from ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through army open area

Entry / Exit Entry and exit provided on West side, on open land

Catchment Area Hanuman Nagar, Samata Nagar, Kandivali Station,

Lokhandwala Complex, Damu Nagar, Ashok Nagar,
Mahindra & Mahindra Limited

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5.3.2.12 Station no. 12 (Thakur Complex):

Chainage 11427.7

Inter station Distance 1727.7m

Rail Level 36.400m

Height of Rail Level 13.505m

from ground

Location Located on W.E.H 5th lane, station centerline passes

through open plot of Spectra Motor Limited

Entry / Exit Entry and exit provided on West side, on vacant land

Catchment Area Chikhal Wadi, Asha Nagar, Thakur College, Saraf

Chaudhary Nagar, Janata Nagar, Poisar, Magathane

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5.3.2.13 Station no. 13 (Borivali Bus Stop):

Chainage 12250

Inter station Distance 822.3m

Rail Level 37.500m

Height of Rail Level 14.531m

from ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through tata steel area

Entry / Exit Entry and exit provided on West side, in front of Tata Steel
Industrial bldg.

Catchment Area Magathane, Rajendra Nagar, Dattapada, Asara Colony,

Tata Steel, Borivali Bus Depot.

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5.3.2.14 Station no. 14 (Borivali Omkareshwar):

Chainage 13376.5

Inter station Distance 1126.5m

Rail Level 31.400m

Height of Rail Level 13.573m

from ground

Location Located on W.E.H 5th lane on west side, station

centerline passes through private shops

Entry / Exit Entry and exit provided on West side, near krisna
Complex Bus stop

Catchment Area Sukar Wadi, Krishna Nagar, Abhinav Nagar, Kajupada,

Daulat Nagar, Raheja Complex, Borivali Station,
Chinchpada, Sanjay Gandhi National Park, Nancy
Colony.

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5.3.2.15 Station no. 15 (Shrinath Nagar):

Chainage 14384.5

Inter station 1008m

Distance

Rail Level 30.000m

Height of Rail 13.795m

Level from ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through a building near Toyota Show room
building.

Entry / Exit Entry and exit provided on West side, on acquired land of
Ovaripada roadside Marble and Granite shops.

Catchment Area Amba wadi, Ashokvan, Srinath Nagar, Daulat Nagar,

Shankeshwar Nagar, Maruti Nagar, Dahisar Station,
Mahavir Nagar, Shanti Nagar, Balaji Nagar, Maratha
Colony, Ekta Nagar, Mandapeshwar, Nancy Colony,
Mhatre Wadi, Ovaripada.

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5.3.2.16 Station no. 16 (Dahisar(E)):

Chainage 15524.9

Inter station Distance 1140.4m

Rail Level 18.700m

Height of Rail Level from 10.714m

ground

Location Located on W.E.H 5th lane on west side, station centerline

passes through Karan marble. Station Block is proposed
on the land of Tanvy Contractors Pvt. Limited.

Entry / Exit Entry and exits provided on West side through station
tower as above

Catchment Area Avadhut Nagar,CS Complex,Shakti Nagar,Penkarpada,

Dharkhadi, Ketkipada, Maratha Colony, N.I Complex.

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5.3.3 Station Constraints:

5.3.3.1 At the location of all the stations the central station columns will intrude into
current R.O.W. The space for station portal columns required throughout 185 m
station length will be 1.5m to 2.5m wide

5.3.3.2 The station Concourse and platforms will necessarily be kept cantilevered for the
half portion falling on the median side of the road.

5.3.3.3 Rail level at Vitt Bhatti junction is very high due to topography of the area.

5.3.3.4 At Dahisar station, there is need to acquire land for station building falling in the
location having marble shops.

5.3.3.5 Due to narrow width of the station, Concourse will be in entire length of platform.

5.3.4 Proposed Station Configuration:

5.3.4.1 All stations are located on the Western Express Highways West Side Service
Road except Andheri (E)and are two level stations. Length of each station is 185
m. All the operating and passenger facilities are proposed in the concourse on the
lower level while platforms are on the upper level of the stations. The concourse is
of about 185m in length. Approaches to all stations are proposed from West side
only. Station no1 (Andheri station) has been located on the Western Express
Highways East Side Service Road.

At station no. 10(BANDONGRI Station), an elevated walkway on the W.E.H

already exists. It is proposed to connect this to the concourse of station no.10 to
provide a direct access from East side of W.E.H.

At station no. 16 (DAHISAR (E) Station) an elevated walkway has been proposed
to connect the concourse of the station no 16. to East side of W.E.H.

Station no 16 has two nos. of platform and the operational rooms and public
facilities of station no. 16 has been planned on the off side of road.

For station number 1,2,3,4,5,6,7,8,9,10,11,12,13,14 and 15. layout

proposed is with two unpaid and three paid area. Requirement of AFC
gates at these stations is less than six except station no 1 (Andheri Station)
At station no. 1, the number of passenger is quite large due to which one
set of ticket counter and entry/exit gates will not be adequate. At this
station, the number of gates required is 12, which can be accommodated in
single width of the station.

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Since the station is generally in the ROW, minimum vertical clearance of

5.5m has been provided under the concourse. Concourse floor level is
about 8.5 m above the road. Platforms are at a height of about 13.5m from
the road level. Commercial areas are provided in the concourse area.

The station structure is rested on the central columns of which have been
placed on the 3.0m wide footpath. Road to concourse staircase and
escalator has their independent columns.
5.3.4.2 First station of Andheri (E) Dahisar (E) corridor near junction of Western Express
Highway and M.V. Road is proposed to be connected to Andheri station of
Versova Ghatkopar Metro Corridor by an elevated walkway. The walkway will
cross W.E.H. below the Andheri Flyover to East side footpath and will connect the
concourse of Andheri station of Versova- Ghatkopar line.

5.3.4.3 Except station no. 1,10 and 16, all the rest of the thirteen stations are accessible
from East side of W.E.H by nearby underground subways, flyover underpasses
and foot over bridges for crossing of W.E.H. Existing underground subways,
underpasses and F.O.Bs are also considered while deciding station locations
along with catchments areas.

5.3.4.4 Drawings:

Following drawings are enclosed:

1. Typical Elevated Proposed Metro Station no.1
Floor plans (Road, Concourse and Platform level)

2. Site plans of all stations with required land plan.

5.3.5 Salient features:

Salient features of a Metro Rail stations are as follows:

i. Most of the stations have two unpaid area. Station no. 16 only have
been proposed with one unpaid area.
ii. The platform level has adequate assembly space for passengers for both
normal operating conditions and a recognized abnormal scenario.

iii. The platform level at elevated stations is determined by a critical clearance of

5.50m above the road level, and 3.30m for the concourse height, about 1m for
concourse floor and 2 m for structure of tracks above the concourse. Further,
the platforms are 1.100 m above the rail level. This would make the platforms
in an elevated situation at least 14.5 m above ground.
iv. At station no. 16, has two platform levels the rail level is 10.7 m above road
iv. The concourse contains automatic fare collection system in a manner that
divides the concourse into distinct areas. The 'unpaid area' is where
passengers gain access to the system, obtain travel information and purchase

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tickets. On passing through the ticket gates, the passenger enters the 'paid
area, which includes access to the platforms.

v. The arrangement of the concourse is assessed on a station-by-station basis

and is determined by site constraints and passenger access requirements.
vi. Sufficient space for queuing and passenger flow has been allowed at the
ticketing gates.
vii. Station entrances are located with particular reference to passenger
catchment points and physical site constraints within the right-of-way.

viii. Office accommodation, operational areas and plant room space is required in
the non-public areas at each station. The requirements of such areas are
given in Table 5.3.3 below:

ix. The DG set, bore well, pump house, underground water tank and refuge
collection would be located at street level.

Table 5.3.3
Station Accommodation Requirements
Room Minimum
Description Remarks
No. Area(m)

1 Station Control Room 50

2 Station Manager 15

3 Ticket Counter (2 nos.) 2.5m deep x 1.7m per counter

5 Security Room 9

6 First Aid Room 10

7 Female Toilet in paid area 25 As per National Building Code

8 Male Toilet in paid area 25 As per National Building Code

9 Handicap Toilet 9 As per National Building Code

10 Signaling Equipment Room 60

11 Communication Room 40

12 UPS Room (SIG/TEL) 60

13 Mess room 25

14 Staff Lockers (Gents) 9

15 Staff Lockers (Ladies) 9

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Room Minimum
Description Remarks
No. Area(m)

16 Tank / Pump Room At Street level as/requirement

17 Excess Fare Collection (2 nos.) 6.25 2.5mx2.5m

18 Diesel Generator Room 29 At Street level as/requirement

19 ASS (Auxiliary Substation) 160

20 Electrical Switch Room 40

21 Electrical UPS room 25

22 F.H.C As/requirement

23 Cleaner Room 10

24 Refuse Collection Room 5 Street level

As per space available at

25 Commercial Area
concourse

x. The stations have been designed with following criteria in view:

Minimum distance of travel to and from the platforms.

Adequate capacity for passenger movements.
Convenience, including good signages relating to circulation and
orientation.
Safety and security.
To help visually impaired citizens, tactile tiles are laid in platform,
concourse and road level to access metro rail.
xi. The number and sizes of staircases/escalators are determined by checking the
capacity against morning and evening peak flow rates for both normal and
emergency conditions.

In order to transfer passengers efficiently from street to platforms and vice versa,
station planning has been based on established principles of pedestrian flow
and arranged to minimise unnecessary walking distances and cross-flows
between incoming and outgoing passengers.

Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates

required to handle the peak traffic from street to platform and vice-versa
(These facilities will also enable evacuation of the station under emergency
conditions, within the specified time limit).

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5.3.6 Station Standards:

5.3.6.1 Queuing Requirements are shown in Table 5.3.4

Table 5.3.4 Queuing Requirements

Queuing: Length

1 Ticket Operating Machines (TOM) 2.4m

2 Card readers 2.4m

3 Customer Service Centre 2.4m

4 Fare adjustment office 2.4m

5 Ticket Sales Windows 2.4m

6 Ticket Vending Machines 2.4m

7 Lift 2.4m

8 Stairs from working point 4.0m

9 Ticket Gates 6.0m

10 Escalators from working point 8.0m

5.3.6.1.1 Table 5.3.5 shows the Station Planning Requirements:

Table 5.3.5 Station Planning Requirements

Room Minimum
Description
No. Area(m)

1 Ticket Issuing Machines per 1 min. 10 passenger

2 Turnstile Gates per 1 min. 50 passengers

3 Side Platform Station (Normal Condition) 1.25 persons / sq.m

4 Side Platform Station (Emergency Condition) 5 persons / sq.m

5 Concourse 1 passenger / sq.m

6 Minimum Platform Width 4.0 m

7 Emergency Evacuation Time 6 min or less.

8 Maximum Travel Distance in Emergency 60 m

9 Walking Speed for Passenger 1 m / sec.

Escalator Carrying capacity in Emergency per

10 152 Passengers
minute. ( 1.2 m width, 30degree slope)

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Room Minimum
Description
No. Area(m)

Stairs Carrying Capacity in Emergency per 229 Passengers

11 minute. (From Platform Level to Concourse
Level : 2 m width and 2 nos.)

Stairs Carrying Capacity in Emergency per

12 minute. (From Concourse Level to Ground 375 Passengers
Level: 3 m width and 2 nos.)

a) No. of Passengers in 4 Coach Train with

13 1486 Nos.
Dense Crush Loading

b) No. of Passengers in 6 Coach Train with

2222 Nos.
Dense Crush Loading

5.3.6.1.2 Platform:

Platform length must allow safe access to all doors of trains including door to the
drivers cab and shall accommodate the longest train plus allowance for
inaccurate stopping. Platform floor shall have durable, non slip and visually
pleasing finish using heavy duty homogeneous tiles or some other material.

The maximum travel distance to an exit from any point on the platform shall not
exceed about 90 m. Particular of the platform are:

Length: 185 m
1.2 m security gate at each end of the platform to access viaduct walkway
Level of platform above rail: 1.100 m.

5.3.6.1.3 Platform Area Requirement:

Station Passenger Density: (As per NFPA 130)

Level of comfort : E (emergency situation) = 5 passenger / sq.m

Level of comfort : C (peak hour normal operation) = 1.25 passenger / sq.m
Maximum passenger boarding at W.E.H station (Year 2031) =12501p/hour

No. of passengers per minute.= 12501 / 60 min. = 208 p / m

Considering, 3 min. Headway = 208 x 3 min. = 624 passengers. (Avg.)

In case of missed headway = 208 x 6 min. = 1248 passengers (Avg.)

Maximum passenger alighting at W.E.H station (Year 2031)= 18752 p / hour

No. of passengers per minute.= 18752/ 60 min. = 313 p / m

Considering, 3 min. Headway = 313 x 3 min. = 939 passengers. (Avg.)

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In case of missed headway = 313 x 6 min. = 1878 passengers (Avg.)

Platform area provided = 1574 sq.m

In emergency, station passenger density = Platform area provided x E

= 1126 sq.mx 5 p/sq.m=5630 p

Normal operation, station passenger density= Platform area provided x C

=1126sq.mx1.25p/sq.m=1408 p

Thus, proposed station has capacity for 5630 passenger to hold in emergency
situation and 1408 passenger in normal operation.

5.3.6.1.4 Concourse Area Requirement:

Passenger density at Concourse area = 1 passenger / sq.m (NFPA 130)

Concourse area provided = 1529 sq.m

Thus, concourse passenger capacity = 1529 passengers.

Maximum passenger boarding at W.E.H station = 12501 p/hr (Yr. 2031)

Maximum passenger alighting at W.E.H station = 18752 p/hr (Yr. 2031)

Total passengers alighting and boarding per hour=12501+18752=31253 p/hr

No. of passenger per minute: 31253/ 60 min. = 521 p / min.

Considering, 3 min. Headway = 521 x 3 min. = 1563 passengers. (Avg.)

5.3.6.1.5 Sanitary Requirement for Stations:

Table 5.3.6 shows Reference from National Building Code Part IX Plumbing
Services, Section 2; Sanitation required at station:

Table 5.3.6

Place WC for Males WC for Females Urinals

3 for first 1000 persons 4 for first 1000 persons 4 for first 1000 persons
and 1 for every and 1 for every and 1 for every
Station
subsequent 1000 additional 1000 additional 1000
persons. persons. persons.

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5.3.6.2 Passenger Amenities:

5.3.6.2.1 Passenger amenities provided at the stations for the year 2016 are shown in Table
5.3.8. Passenger amenities which will be required in the year 2031 are shown in
table 5.3.9. Adequate space has been provided for expansion as may be required
in 2021 and 2031.

5.3.6.2.2 Ticketing Gates:

Ticketing gates requirement has been calculated taking the gate capacity as 50
persons per minute per gate. Passenger forecast for the horizon year 2031 has
been used to compute the maximum design capacity. At least two ticketing gates
shall be provided at any station even if the design requirement is satisfied with
only one gate. Uniform space has been provided in all stations where gates can
be installed as and when required. One gate of 0.9 m clear width will be provided
for physically challenged persons. This gate can also be used in emergencies.

5.3.6.2.3 Ticket Counters and Passenger Operated Machines (POMs):

It is proposed to deploy manual ticket issuing in the beginning

of the operation of the line. At a later stage, automatic POMS
would be used for which space provision has been made in the
concourse. At present, ticket counters would be provided, which
could be replaced with POMS in future. Capacity of manual ticket
vending counters is taken to be 10 passengers per minute and it
is assumed that only 50% of the commuters would purchase
tickets at the stations while performing the journey. Accordingly,
the requirement of ticket counters has been calculated and the
same provided for in the plans.

5.3.6.2.4 Fare Collection Gates:

Fare collection gates, when deactivated, shall provide a minimum 508 mm

clear unobstructed aisle.
Minimum requirement at each access is 2 entry gates and 2 exit gates.
At each access, entry gates will be on left side of EFO (Excess Fare
Collection) and exit gates on right side of EFO.
Capacity of Automatic Fare Collection (AFC) will be 50 ppm per gate.
One Excess Fare Collection Office at each exit gate has been provided.

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Table 5.3.8

PASSENGER TRAFFIC AND AMENITIES IN STATIONS (Projections for Year 2021)

Escalators

Ticketing Gates
Stairs Width Lifts Provided

Required (No.)
required (No.)
Provided At

Peak Hour

Peak Hour
on Each At Each

Boarding

Counters
Alighting
Each Station
Station

Ticket
platform (m) Station (No.)
(No.)

G to C C to P G to C C to P G to C C to P

STATION 16
6851 5859 6 7 7 8.97 2 2 2 7
(Dahisar.)
STATION 15
4867 4730 5 6 7 8.15 2 2 2 7
(Shrinath Nagar)
STATION 14
(Borivali 3348 2486 4 4 7 6.89 2 2 2 7
Omkareshwar)
STATION 13
1851 1734 3 3 7 5.64 2 2 2 7
(Borivali Bus stop)
STATION 12
3682 2061 4 5 7 7.16 2 2 2 7
(Thakur Complex)
STATION 11
3968 2530 4 5 7 7.40 2 2 2 7
(M & M Ltd.)
STATION 10
1777 2210 3 2 7 5.58 2 2 2 7
(Bandongri)
STATION 9
3530 2813 4 4 7 7.04 2 2 2 7
(Kurar Village)
STATION 8
2629 2042 3 3 7 6.29 2 2 2 7
(Vitt Bhatti Jn)
STATION 7
1961 1350 2 2 7 5.23 2 2 2 7
(Aarey Road Jn)
STATION 6
1851 1854 3 3 7 5.64 2 2 2 7
(Vishveshwar nagar)
STATION 5
171 490 1 1 7 4.51 2 2 2 7
(Hub Mall)
STATION 4
2311 2784 3 4 7 6.42 2 2 2 7
(Bombay Exhibition.)
STATION 3
7237 10167 7 8 7 10.12 2 2 2 7
(JVLR Jn.)
STATION 2
2547 1206 3 3 7 6.22 2 2 2 7
(Shankarwadi)
STATION 1
4289 8553 8 10 7 11.21 2 2 2 7
(Andheri)

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Table 5.3.9

PASSENGER TRAFFIC AND AMENITIES IN STATIONS (Projections for Year 2031)

Escalators

Ticket Counters
Ticketing Gates

Required (No.)
Stairs Width on Lifts Provided

required (No.)
Provided At

Peak Hour

Peak Hour
Boarding
Each platform At Each Station

Alighting
Station
Each Station
(m) (No.)
(No.)

G to C C to P G to C C to P G to C C to P

STATION 16
7541 8817 9 10 7 9.60 2 2 2 7
(Dahisar.)
STATION 15
8961 8680 9 10 7 9.69 2 2 2 7
(Shrinath Nagar)
STATION 14
(Borivali 7649 3620 8 9 7 8.87 2 2 2 7
Omkareshwar)
STATION 13
1681 2928 4 4 7 5.93 2 2 2 7
(Borivali Bus stop)
STATION 12
4660 3257 5 6 7 7.01 2 2 2 7
(Thakur Complex)
STATION 11
4504 3020 5 5 7 6.91 2 2 2 7
(M & M Ltd.)
STATION 10
1816 2821 3 4 7 5.86 2 2 2 7
(Bandongri)
STATION 9
3278 3710 4 4 7 6.15 2 2 2 7
(Kurar Village)
STATION 8
2979 2439 4 4 7 5.96 2 2 2 7
(Vitt Bhatti Jn)
STATION 7
2127 1525 2 2 7 5.05 2 2 2 7
(Aarey Road Jn)
STATION 6
1936 2138 3 3 7 5.44 2 2 2 7
(Vishveshwar nagar)
STATION 5
182 467 1 1 7 4.39 2 2 2 7
(Hub Mall)
STATION 4
2339 2773 3 4 7 5.83 2 2 2 7
(Bombay Exhibition.)
STATION 3
9679 11894 9 11 7 10.14 2 2 2 7
(JVLR Jn.)
STATION 2
2750 1377 3 4 7 5.82 2 2 2 7
(Shankarwadi)
STATION 1
4688 7306 7 9 7 8.66 2 2 2 7
(Andheri)

Note: G- ground/ street level, C- concourse level, P- platform level

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Peak hour boarding and alighting is taken from, Peak Hour Ridership Source:
CTS- 2016 & 2031 morning peak hour ridership flows for Andheri (E)- Dahisar (E)
Metro.

1. Minimum requirement at each access: 2 entry Gates, 2 Exit Gates, 1 EFO and
2 Ticket Counters.

2. At each access, EFO will be in centre, entry Gates on left side of EFO and exit
Gates on right side of EFO.

3. Maximum Gate throughput: 45 passengers per minute. With passenger

behavior coefficient of 1.5 second it becomes 30 passengers.

4. Maximum TOM throughput: 10 passengers per minute, with 50% of

passengers purchasing single ride ticket.

5. Considered Queue length: Minimum 1 and Maximum 3 passengers in a

queue.

6. Sufficient space shall be provided in station concourse area for future

expansion of Gates and Ticket counters.

5.3.6.3 Number and Capacity of Exits:

5.3.6.3.1 Following standards are prescribed in NFPA 130

i. There shall be sufficient exit lanes to evacuate the station occupant load as
defined in NFPA 130 (2-5.2) from the station platforms to concourse in 4
minutes or less. The maximum travel distance to an exit from any point on the
platform shall not exceed 800 ft (91.4m).

The station also shall be designed to permit evacuation from the most remote
point on the platform to a point of safety in 6 minutes or less.

ii. Exit Lanes, Doors, and Gates.

The capacity in persons per inch per minute (pim), passenger travel speeds in
feet per minute (fpm), and for gates in people per minute (ppm) shall be as
follows:

iii. Platforms, Corridors, and Ramps of 4 Percent Slope or Less.

Exit corridors and ramps shall be a minimum of 5ft 8in. (1.73m) wide. In
computing the capacity available, 1ft 0in. (304.8mm) shall be deducted at each
side wall and 1ft 6in. (457.2mm) at platform edges.

Capacity 2.27 pim

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Travel Speed 200 fpm (61m / min)

iv. Stairs, Stopped Escalators, and Ramps of Over 4 Percent Slope.

Exit stairs shall be a minimum of 44in. (1.12m) wide. Stopped escalators shall
be permitted to be considered as emergency exits.

Escalators shall not account for more than half of the units of exit at any one
level.

Capacity 1.59 pim

Travel Speed 50 fpm (15.24m / min)
(indicates vertical component of travel speed)
(Per Exit Lane Down Direction)
Capacity 1.82 pim
Travel Speed 60 fpm (18.3m / min)
(indicates vertical component of travel speed)

v. Doors and Gates

Exit doors and gates shall be a minimum of 36in. (914.4 mm) wide.
Capacity 2.27 pim

vi. Ticket Vending

Vending rate of ticket office: 10 tickets/min.
Vending rate of POM: 5 tickets/min.
5.3.6.4 Information Displays:

Signage shall provide important information to users, causing a sense of

reassurance, security and orientation when entering, exiting or transferring. It shall
be guide to various station areas, provide information of the station and its
services and provide information on train services.

User information will comprise of:

i) Static signage such as station name, destination of train services, platform

number, way finding signs, direction, entry and exit.
ii) Maps and long term changeable information on scheduled services.
iii) Emergency exit.
iv) Signage shall be placed at suitable points, and perpendicular to the line of
Sight.
v) Public telephones to be provided.

5.3.6.5 Advertisement:

i) Advertisement boards may be installed in public areas and in station premises.

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ii) Advertisement installation should not adversely impact metro operations,

station circulation pathways or create safety hazards and shall be compatible
with station design including signage and art installations.

iii) The installation shall be of standard sizes with fire resistance/ non-combustible
materials.

5.4 CIVIL STRUCTURE AND CONSTRUCTION METHODOLOGY:

5.4.1 Viaduct Elevated Structure:

5.4.1.1 Choice of Superstructure

The choice of superstructure has been made keeping in view of the factors like
ease in construction, standardization of formwork, Optimum utilization of form
work for wide spans etc.

The segmental construction has been proposed, since it has the following
advantages:
It is an efficient and economical method for the structures, having spans of
larger lengths. Structures with sharp curves and variable super elevation
can easily be accommodated.
It reduces the construction time considerably as both manufacturing of
segments as well as sub- structure work proceed simultaneously; and
assembling can be done thereafter.
It reduces the space requirement and protects the environment at the site
of construction since minimum space is only required for foundation and
sub-structure.
Minimum hindrance to the traffic as well as reduces the pollution at the site,
as the superstructure is manufactured at a place away from busy areas and
placement/erection is done by mechanical means.
Less space is required at casting/ stacking yard, as the segments can be
stacked in layers.
Easier for transportation of smaller segments on city roads.
Easy to affect the changes in span configuration depending on the site
conditions.
Interference to the traffic during construction is significantly reduced.
Segmental construction ensures aesthetical & pleasant look with good
finishings.
The overall labour requirement is less than that of conventional methods.
Better quality control in the overall construction.
Higher safety during construction.

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5.4.2 Types of Superstructure for Elevated Section

Normally in metro elevated section, following two types of segmental
superstructure are adopted;

(A) Pre-cast segmental box girder using external unbounded tendon.

(B) Pre-cast segmental U-Channel Superstructure with internal pre-stressing.

(C) Precast segment Twin U girders

The Comparative advantages/disadvantages of above two types are as

follows:
A. Pre-cast Segmental Box Girder using External Unbounded Tendons.
This essentially consists of precast segmental construction with external pre-
stressing with proper jointing technique and hence considered most preferred
technique in fast track projects. In this construction, the pre-stressing tendons
are placed outside the structural concrete (inside the box section) and
protected with high density polyethylene tubes, which are grouted with special
wax or cement. The match-cast joints at the interface of two segments are
provided with shear keys.

The main advantages of externally pre-stressed precast segmental

construction are as follows:-
Simplification of all post-tensioning operations, especially in installation of
tendons.
Reduction in the thickness of structural concrete, as no space is occupied
by the tendons inside the concrete.
Good protection from the corrosion, as the tendons are covered with
polyethylene ducts. The grout inspection is easier and leaks if any, can be
identified during the grouting process.
Simplified segment casting, as there is no concern about alignment of
tendons.
Increased speed of construction.
Replacement of tendons can be done in safe and convenient manner in
case of distress.
Possible for inspection and monitoring of tendons, throughout the life of
structure.
However, there are few disadvantages also, in this type of construction, like;
i) Parapets are to provided separately after launching of box guider is
completed. This takes some extra time in the construction.
ii) Rail level is about 1 m higher as compared to U-girder.

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B. Precast Segmental U-Channel Superstructure with Internal Pre-

stressing.
The single U type of viaduct structure is also a precast segmental
construction with external pre-stressing and requires gluing and temporary pre-
stressing of segments.

Joints at the interface of two segments are also provided with shear keys. The
main advantages for this type of structural configuration of superstructure are:

1. Built in sound barrier.

2. Possibility to lower the longitudinal profile by approximately 1mtr compared
to box girder.
3. Built in structural elements are capable to maintain the trains on the bridge
in case of derailment (a standard barrier design allow this)
4. Built in maintenance and evacuation path on either side of the track.

This type of construction has a major disadvantage as compared to box girders

that the width of pier cap required is substantially more and also does not look
aesthetically as good as box girder construction.

Considering pros and cons of the two type of superstructures as described

above, the segmental box girder is recommended for Visakhapatnam metro.
C. Precast , pre- tensioned U-girder with Internal Pre-stressing

Girders of various spans (19 m, 22 m, 25m and 30 m) are cast in casting yard,
pre-stressed internally. These girders are transported to site in trailors and
launched in position by using double cranes of suitable capacity one on either
end. Great advantage of these girders is launching being done in the night
without disturbing the normal traffic. It will have better quality control due to the
fact that all the girders are shop manufactured. Twin U Girders are normally
economical as compared to segmental U girders and box girders.

In view of the above Twin U girder is recommended for adoption.

5.4.3 STRUCTURAL SYSTEM OF VIADUCT

5.4.3.1. Superstructure

The superstructure of a large part of the viaduct comprises of simply

supported spans. However at major crossing over or along existing bridge,
special steel or continuous unit will be provided.

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A Box Girder having a soffit width of about 4 mts (approx) normally

accommodates the two tracks situated at 4.2m center to center (c/c). The
superstructure with Box Girder for all simply supported standard spans will be
constructed by precast pre-stressed segmental construction method with
epoxy bonded joints.

The standard Spans with center to center piers of simply supported spans
constructed by precast segmental construction technique has been proposed
as 28.0m. The usual segments shall be 3.0m in length except the Diaphragm
segments, which shall be 2.0m each. The other spans (c/c of pier) comprises
of 31.0 m, 25.0 m, 22.0 m, 19.0 m & 16.0 m, which shall be made by
removing/adding usual segments of 3.0 m each from the center of the span.

The pier segment will be finalized based on simply supported span of 31.0m
and the same will also be kept for all standard spans of simply supported. For
major crossing having spans greater than 31.0m, special continuous units of
normally 3 m span construction or steel girders are envisaged. All these
continuous units (in case provided at obligatory location) will be constructed
cast-in-situ by balanced cantilever construction technique.

5.4.3.2 Substructure
The superstructure of the viaduct will be supported on single cast-in-place RC
pier. The shape of the pier follows the flow of forces. For the standard spans,
the pier gradually widens at the top to support the bearing under the box webs.
At the preliminary design stage, the size of pier is found to be limited to 1.8m to
2.0 m diameter of circular shape for most of its height, so that it occupies the
minimum space at ground level where the alignment often follows the central
verge of existing roads.

To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier
of 1.0 m height above existing road level has been provided all around the
pier. A gap of 25 mm has also been provided in between the crash barrier and
outer face of pier. The shape of upper part of pier has been so dimensioned
that a required clearance of 5.5 m is always available on road side beyond
vertical plane drawn on outer face of crash barrier. In such case, the minimum
height of rail above the existing road is 8.4 m.

The longitudinal center to center spacing of elastomeric/pot bearing over a pier

would be about 1.8 m. The space between the elastomeric bearings will be
utilized for placing the lifting jack required for the replacement of elastomeric
bearing. An outward slope of 1:200 will be provided at pier top for the drainage
due to spilling of rainwater, if any.

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The transverse spacing between bearings would be about 3.2 m. However,

exact spacing to be determined at the stage of detailed design.

The orientation and dimensions of the piers for the continuous units or steel
girder (simply supported span) have to be carefully selected to ensure
minimum occupation at ground level traffic. Since the vertical and horizontal
loads will vary from pier to pier, this will be catered to by selecting the
appropriate structural dimensions.

5.4.4 CONSTRUCTION OF STATIONS

At almost all locations, it is proposed to construct the elevated stations with
elevated concourse over the road to minimize the land acquisition. To keep the
rail level low, it is proposed not to take viaduct through the stations. Thus, a
separate structural configuration is required to be proposed, although this may
necessitate a break in the launching operations at each station location.

Sub-structure for the station portion will also be similar to that of viaduct and
will be carried out in the similar manner. However, in the x section there will
be single viaduct column in the station area, which will be located on the
median and supports the concourse girders by a cantilever arm to eliminate
the columns in the right of way.

5.4.4 Grade of Concrete

It is proposed to carry out construction work with Design mix concrete through
computerized automatic Batching Plants with following grades of concrete
for various members considering the design requirements and durability.

i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45/M -60
vi) Other miscellaneous structures - M -30

Permeability test on concrete sample is recommended for all main structures

to ensure im-permeable concrete.

5.4.6 Reinforcement and pre-stressed Steel

It is proposed to use HYSD 500 or TMT steel as reinforcement bars. For pre-
stressing work, low relaxation high tensile steel strands with the configuration
12 K 15 and or 19 K 15 is recommended (confirming to IS:14268).

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5.4.7 Road width required during construction

As most of the construction is to be carried out in the middle of the road,
central two lanes including median will be required for construction
activities. During piling and open foundation work, a width of about 9 m will
be required for construction and the same will be barricaded. It is proposed
that two lanes are provided for traffic on either side during construction
by widening of roads, if necessary. In certain cases, one way traffic may
be resorted to.

All these actions will require a minimum period of about 4 to 6 months. During
this period, the implementing agency can go ahead with the following
preliminary works:

i) Preliminary action for diversion of utility and preparation of estimates

thereof.
ii) Reservation of land along the corridor, identification and survey for
acquisition.

5.5 GEO-TECHNICAL INVESTIGATION:

5.5.1 The detailed report on Geotechnical Investigation has been submitted

separately. The summary of the same is necessary to get idea of
availability of rock for foundation and its depth. The water table is generally
4.0 m below ground / road level.

5.5.2 Climate:

The ground level varies between 2.8 to 6.0 m above sea level. The highest
temperature in this city is around 350 C and the minimum temperature is
around 150 C. The period between January to May and October to
December is the dry period in this region. The Southwest monsoon period,
between June and September, is the main rainy season. The average
annual rainfall is about 2400mm for the suburbs.

5.5.3 General Geology- Mumbai and Konkan coastal area of Maharashtra state
is underlain by Deccan Trap Basalts. These rocks are believed to be
formed by a series of vast lava flows following volcanic eruptions towards
the close of the Cretaceous period or early Tertiary era. The total thickness
of the Deccan Traps is very variable, reaching an estimated maximum of
3000 metres along the coast.

A very wide variety of basalts and associated rocks such as volcanic

Breccias, black tachylytic basalts, red tachylytic basalts seen at the surface

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as Red Bole occur in the area covered by Deccan Trap basalts. All these
volcanic rocks are hydrothermally weathered near the surface. The residual
material resulting from the breakdown of the rock is known locally as
murrum the properties of which vary in consistency and texture according
to the degree of weathering and disintegration. On complete weathering of
rock the soil becomes stiff yellow silty clay.

5.5.4 Marine Clays of Mumbai:

Marine clays cover extensive areas in Mumbai/Coastal region, which are

found along the shore as well as in creeks, tidal flats and formerly
submerged areas. On the eastern front of Mumbai, island and coastal
region, thick deposits of marine clays are found overlying murrum tuff and
basaltic rock. The marine clay deposits vary in thickness from 2m to 20m.
These soils are characterized by their high compressibility, low co-efficient
of consolidation and very low shear strength. Above the bedrock, the
residual murrum often occurs along with gravel and weathered boulders.

5.5.5 Seismicity:

Mumbai lies in seismic zone IV. However seismic coefficient of zone III
may be adopted in the design of structures to commensurate with the
Indian Standard seismic zoning of the country IS.1893-1984 as well as
IRC:6-2002.

5.5.6 Details of Boreholes:

A total of 18 boreholes were taken at different locations as shown in the

enclosed sheet. Details of strata in different boreholes are shown in Table
5.5.1

Table 5.5.1
Depth of Investigation (in m)
Borehole Chainage Ground
In Rock
Number (in m) R.L. (m) In Soil Total
(soft/hard)
BH 12 16200.00 5.28 6.0 7.4 13.4
BH 13 15800.00 7.00 6.5 6.0 12.5
BH 14 14500.00 15.25 6.3 9.0 15.3
BH 15 13500.00 17.36 6.6 5.0 11.6
BH 16 12300.00 22.42 7.8 6.0 13.8
BH 17 11475.00 21.43 7.15 6.0 13.15
BH 18 10480.00 17.74 8.4 6.4 14.8
BH 19 9700.00 20.91 6.5 6.7 13.2

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Depth of Investigation (in m)

Borehole Chainage Ground
Number (in m) R.L. (m) In Rock
In Soil Total
(soft/hard)
BH 20 8800.00 33.43 5.5 7.0 12.5
BH 21 7820.00 21.90 6.5 8.85 15.35
BH 22 7100.00 36.60 8.6 6.0 14.6
BH 23 6550.00 23.60 6.0 6.2 12.2
BH 24 5650.00 21.25 7.0 6.0 13.0
BH 25 4520.00 14.43 6.5 5.5 12.0
BH 26 3700.00 13.00 5.95 6.25 12.2
BH 27 2780.00 16.47 6.5 8.5 15.0
BH 28 1400.00 23.60 6.5 7.0 13.5
BH 29 100.00 17.26 8.0 6.0 14.0

5.5.8 The proposed foundation levels for 1.2 m diameter RCC bored cast-in-situ
piles are tabulated below based on the investigation carried out.

Table 5.5.2
Proposed
Bore Over Depth
Weathered Brecie or foundation
hole Chainage burden of 1.2 m
rock Basalt level (1.8 m
no. depth of pile
in rock)
12 16200.00 6.0 2.0 5.4 9.8 8.2
13 15800.00 6.5 1.0 5.0 9.3 7.7
14 14500.00 6.3 6.0 3.0 14.1 12.5
15 13500.00 6.6 1.0 4.0 9.4 7.8
16 12300.00 7.8 2.0 4.0 12.6 11.0
17 11475.00 7.15 3.0 3.0 12.0 10.4
18 10480.00 8.4 3.0 3.4 13.2 11.6
19 9700.00 6.5 2.0 4.7 10.3 8.7
20 8800.00 5.5 4.0 3.0 11.3 9.7
21 7820.00 6.5 - 8.85 15.8 14.2
22 7100.00 8.6 2.0 4.0 12.4 10.8
23 6550.00 6.0 1.2 5.0 9.0 7.4
24 5650.00 7.0 1.0 5.0 9.8 8.2
25 4520.00 6.5 2.5 3.0 10.8 9.2
26 3700.00 5.95 2.25 4.0 10.0 8.4
27 2780.00 6.5 5.0 3.5 15.0 13.4
28 1400.00 6.5 4.0 3.0 12.3 10.7
29 100.00 8.0 3.0 3.0 12.8 11.2

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5.5.9 It is proposed to adopt the safe bearing capacity of the foundation strata as
115 T / sq.m as recommended by Geotechnical expert. All the piles will be
designed as end bearing piles without considering any friction.

5.6 UTILITIES ALONG ALIGNMENT:

5.6.1 Introduction:

Besides the details of various aspects, e.g. transport demand analysis,

route alignment, station locations, system design, viaduct structure,
geotechnical investigations, etc., there are a number of engineering issues
which are required to be considered in sufficient detail before really
deciding on taking up any infrastructure project of such a magnitude.
Locating the existing utilities and planning for their diversion is one of them.

5.6.2 Utility Services:

The proposed corridor starts about 50m North of Metro Line No.1, (Versova
Ghatkopar) which is under operation. The alignment runs via Goregaon,
Malad, Kandivali, Borivali and ends at Dahisar. Large number of sub-
surface, surface and overhead utility services, viz. sewers, water mains,
storm water drains, telephone cables, O.H. electrical transmission lines,
electric poles, traffic signals, etc., are existing along the proposed
alignment. These utility services are essential and have to be maintained in
proper working order during different stages of construction and operation
of Metro. Some of the utilities are to be diverted temporarily for the
construction phase while some have to be diverted / shifted permanently.
Since these may affect construction, project implementation and time
schedule / costs, necessary planning / action needs to be initiated in
advance.

Organizations/Departments concerned with utility services in the area are

given in Table 5.6.1.

Table 5.6.1 Utility Services and Concerned Departments

Sr. Organization/ Utility Services
No. Department
1 Municipal Corporation of Roads, surface water drains, nallahs,
Greater Mumbai (MCGM) sewerage and drainage conduits, sewerage
treatment plants, pumping stations, water
mains and their service lines including
hydrants, water treatment plants, pumping
stations, gardens, etc.

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Sr. Organization/ Utility Services

No. Department
2 Public Works Department Construction and maintenance of State
(PWD) Highways and Expressways
3 Irrigation and Flood Nallahs/flood water drains, etc.
Department, MCGM
4 BEST (Brihanmumbai Power cables and their appurtenances, H.T.
Electric Supply & Transport) and L.T. lines, their pylons, electric light posts,
Undertaking pole mounted transformers, etc.
5 Mahanagar Telephone Telecommunication cables, junction boxes,
Nigam Ltd. (MTNL) telephone posts, O.H. lines, etc.
6 Mumbai Traffic Police Traffic signal posts, junction boxes and cable
connections, etc.
7 Mahanagar Gas Ltd. Gas lines
8 Reliance Energy / Tata Power cables and their appurtenances, H.T.
Power and L.T. lines, their pylons, electric light posts,
pole mounted transformers, etc.
9 MMRDA & MHADA Land development and Housing, etc.
10 Tata Tele Services Telecommunication cables, junction boxes,
telephone posts, O.H. lines, etc.
11 Reliance Info. Ltd. Telecommunication cables, junction boxes,
telephone posts, O.H. lines, etc.

Assessment of the type and location of underground utilities running along

and across the proposed route alignment between Andheri and Dahisar
has been undertaken with the help of data available with concerned
authorities, who generally maintain plans and data of such utility services.
Particulars of main utilities, i.e. trunk and main sewers/drainage conduits,
water mains, overhead and underground electric cables, telecom cables,
etc. are given below.

5.6.3 Diversion of Underground Services:

While planning for diversion of underground utility services, viz. sewer

lines, water pipe lines, cables, etc., during construction of MRTS alignment,
following guidelines have been adopted:
Utility services have to be kept operational during the entire construction
period and after completion of the project. All proposals have, therefore,
to ensure their uninterrupted functioning.
The elevated viaduct does not pose much of a difficulty in negotiating
the underground utility services, especially those running across the
alignment. The utilities infringing at pier location can be easily diverted
away from the pile cap location.
In case a major utility is running along/across the alignment which
cannot be diverted or the diversion of which is difficult, time consuming
and uneconomical, the spanning arrangement of the viaduct and layout

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of piles in the foundation may be suitably adjusted to ensure that no

foundation needs to be constructed at the location, where a utility is
crossing the proposed alignment.

5.6.3.1 Sewer Lines, Storm Water Drains and Water Lines:

The major sewer/drainage lines and water mains running across the
alignment and likely to be affected due to location of pier foundations are
proposed to be taken care of by relocating the column supports of viaduct
by change in span or by suitably adjusting the layout of pile foundations.
Where this is not feasible, lines will be suitably diverted. Provision shall be
made in the project cost towards utility service lines.
Table 5.6.2 DETAILS OF AFFECTED SEWER LINES
Affected Position
Sr. Chainage Diversion
Side Length DIA(MM) w.r.t.
No. Proposals
FROM TO (m) Alignment
1 100 677 LEFT 577 230 Along A
2 840 17 600 Across B
3 3000 4250 LEFT 1250 450 Along A
4 4960 5345 LEFT 385 230 Along A
5 5900 6300 LEFT 400 300 Along A
6 6370 17 300 Across B
7 6370 6850 LEFT 480 300 Along A
8 8550 8960 LEFT 410 230 Along A
9 9410 17 300 Across B
10 11100 17 1000 Across B
11 11958 17 450 Across B
12 11958 12450 LEFT 492 350 Along A
13 13380 16 230 Across B
14 13720 17 500 Across B
Note:
a. The depth of sewer lines was reported between 2 to 3m. (app.) below
ground.
b. A To be shifted / diverted.
c. B Suitably locate the pier/change the pile layout to avoid diversion.
Table 5.6.3 DETAILS OF AFFECTED WATER LINES
Chainage Affected Position
Sr. Diversion
Side Length DIA(MM) w.r.t.
No. FROM TO Proposals
(m) Alignment
1 0 195 Left 195 600 Along A
2 0 195 Left 195 300 Along A
3 195 880 Left 685 600 Along A
4 195 890 Left 685 300 Along A
5 870 40 450 Across B
6 880 30 600 Across B
7 890 30 300 Across B

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Chainage Affected Position

Sr. Diversion
Side Length DIA(MM) w.r.t.
No. FROM TO Proposals
(m) Alignment
8 895 35 250 Across B
9 870 1060 Left 190 450 Along A
10 1060 14 450 Along A
11 1070 1350 Left 230 150 Across B
12 1345 1620 Right 275 150 Along A
13 1345 1590 Right 245 300 Along A
14 1355 11 450 Across B
15 1350 12 150 Across B
16 1620 13 150 Across B
17 1625 15 450 Across B
18 1620 2232 Left 612 150 Along A
19 1625 2050 Left 625 450 Along A
20 1700 2250 Right 550 300 Along A
21 2225 30 600 Across B
22 2235 30 600 Across B
23 2300 25 300 Across B
24 2640 40 1200 Across B
25 2700 2810 Left 110 600 Along A
26 2810 3015 Left 205 600 Along A
27 3015 3050 Left 35 600 Along A
28 3050 30 300 Across B
29 3050 3200 Left 150 600 Along A
30 3320 40 600 Across B
31 3600 3745 Left 145 600 Along A
32 3745 3950 Left 205 600 Along A
33 4100 4300 Left 200 150 Along A
34 4170 23 150 Across B
35 4265 26 150 Across B
36 4300 20 150 Across B
37 4445 4650 Right 205 600 Along A
38 4650 5525 Left 875 600 Along A
39 5525 5730 Left 205 900 Along A
40 5730 5840 Left 110 900 Across B
41 5955 40 1200 Along A
42 5970 35 900 Across B
43 6130 6335 Right 205 900 Along A
44 6335 6400 Right 65 900 Along A
45 6385 12 600 Across B
46 6400 15 450 Across B
47 6410 12 600 Across B
48 6670 6780 Right 110 900 Along A
49 6730 55 600 Across B
50 6770 55 900 Across B
51 7050 75 1200 Across B
52 7150 600 Across B
53 7175 80 600 Across B
54 7295 7500 Right 205 900 Along A
55 7580 60 900 Across B
56 7720 60 300 Across B

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Chainage Affected Position

Sr. Diversion
Side Length DIA(MM) w.r.t.
No. FROM TO Proposals
(m) Alignment
57 7730 60 300 Across B
58 7970 60 600 Across B
59 8000 8265 Left 265 600 Along A
60 8265 60 600 Across B
61 8390 60 300 Across B
62 8775 8980 Right 205 600 Along A
63 9010 60 600 Across B
64 9460 65 250 Across B
65 9465 65 300 Across B
66 9470 65 600 Across B
67 9615 55 300 Across B
68 10180 90 900 Across B
69 10315 60 900 Across B
70 10590 10680 Left 90 900 Along A
71 11150 26 300 Across B
72 11130 11350 Left 220 1200 Along A
73 11330 12 1200 Across B
74 11700 13140 Right 1440 1200 Along A
75 11970 15 600 Across B
76 11600 13080 Left 1480 900 Along A
77 13080 40 900 Across B
78 13145 35 1050 Across B
79 13150 36 1050 Across B
80 13150 13400 Left 250 1050 Along B
81 13200 12 1050 Across B
82 13200 13320 Left 120 450 Along A
83 13400 13500 Centre 100 750 Along A
84 13700 14480 Centre 780 751 Along A
85 13920 11 300 Across B
86 13940 15 150 Across B
87 13980 10 80 Across B
88 14480 15 750 Across A
89 14480 14665 Centre 185 900 Along A
90 14590 20 900 Across A
91 15110 10 30 Across A
92 15120 15 300 Across A
93 15300 10 301 Across A
94 15300 15400 Left 100 302 Along A
95 15500 15700 Centre 200 303 Along A
5.6.3.2 Gas Pipe Lines:

A few gas pipelines with varying diameters belonging to Mahanagar Gas

Limited, Mumbai are running along and across the road along which the
metro alignment is proposed. A few pipelines running along and across the
alignment are likely to be affected.

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Table 5.6.4 DETAILS OF AFFECTED GAS (MAHANAGAR) PIPELINES

Chainage Affected Position
Sr. Diversion
Side Length DIA(MM) w.r.t.
No. FROM TO Proposals
(m) Alignment
1 2600 4300 Left 1700 304 Along A
2 5060 125 Across B
3 5060 6150 Left 1090 152 Along A
4 6150 152 Across B
5 6150 7180 Left 1030 20 Along A
6 6150 7200 Left 1030 304 Along A
7 6400 125 Across B
8 7950 20 Across B
9 8020 51 Across A
10 8400 9500 Left 1100 304 Along A
11 8580 20 Across A
12 9500 20 Across A
13 9500 90 Across A
14 9500 14600 Center 5100 20 Along A
15 10180 20 Across B
16 10820 20 Across A
17 11170 63 Across A
18 11400 203 Across A
19 12000 63 Across A
20 12020 63 Across A
21 13040 20 Across A
22 14580 20 Across B
23 14600 15800 Left 1200 304 Along A
24 16000 16200 Left 200 20 Along A
Note:
1. A To be shifted / diverted.
2. B Suitably locate the pier/change the pile layout to avoid diversion.

5.6.4 Above Ground Utilities:

Above ground utilities, viz. street light poles, traffic signal posts,
telecommunication posts, junction boxes, etc., are also required to be
shifted and relocated suitably during construction since these will be
interfering with the proposed alignment. Approximate number of affected
trees / lamp / telecom / electrical posts and boxes are indicated in Table
4.3 below.
Table 5.6.5 DETAILS OF AFFECTED ABOVEGROUND SERVICES
Sr. No. Name of Utility Numbers Remarks
1. Light Post 212 -
2. Electric Post Nil -
3. Traffic Signal Post 14 -
4. Telephone Post 2 -
5. Transformer / DP Nil -
6. Electrical Junction Box 43 -
7. Telephone Junction Box Nil -

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8. Trees 107 -
9. H.T. Pylon Nil -

5.6.4.1 HT Electric Cables along the Corridor (Underground Position):

At several places, 11kv/22kv/33kv/66kv power cables belonging to

Reliance Energy and TATA Power in the entire stretch of corridor are
running along and across the proposed alignment in underground position
and a few of them are likely to be affected.

Table 5.6.6 DETAILS OF AFFECTED TATA POWER CABLES

Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FORM TO (m) Alignment
1 880 12 22 KV CABLES ACROSS B
2 947 987 LEFT 40 22 KV CABLES ALONG A
3 1051 14 22 KV CABLES ACROSS B
4 1345 1550 RIGHT 205 22 KV CABLES ALONG A
5 2329 2364 LEFT 35 22 KV CABLES ALONG A
6 2647 17 33 KV CABLES ACROSS B
7 3745 3950 LEFT 205 22 KV CABLES ALONG A
8 5082 5400 LEFT 318 33 KV CABLES ALONG A
9 5525 5730 LEFT 205 33 KV CABLES ALONG A
10 6130 6335 LEFT 205 33 KV CABLES ALONG A
11 9466 16 11 KV CABLES ACROSS B
12 10943 17 11 KV CABLES ACROSS B
13 11155 11360 LEFT 205 22 KV CABLES ALONG A
14 12025 17.5 22 KV CABLES ACROSS B
15 12029 17.5 33 KV CABLES ACROSS B
16 12029 12283 LEFT 254 22 KV CABLES ALONG A
17 13207 14585 LEFT 1378 33 KV CABLES ALONG A
18 15110 15400 LEFT 290 33 KV CABLES ALONG A
19 15500 15715 LEFT 215 33 KV CABLES ALONG A
Note:
1) The depth of Tata Power Cables was reported between 1m. (app.) below ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

Table 5.6.7
DETAILS OF AFFECTED RELIANCE ENERGY CABLES & H.T. LINE CROSSINGS
Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
1 1313 1800 LEFT 487 Cable Duct Along A
2 3138 3220 LEFT 82 Cable Duct Along A
H.T. Line (220kv)
3 3656 133 Across A
Crossing
4 3745 3950 LEFT 205 Cable Duct Along A
5 5010 5729 LEFT 719 Cable Duct Along A
6 6328 6463 LEFT 135 Cable Duct Along A

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Chainage Affected Position

Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
7 6904 7539 LEFT 635 Cable Duct Along A
H.T. Line (220kv)
8 10587 151 Across A
Crossing
H.T. Line (220kv)
9 11036 90 Across A
Crossing
10 11226 25 Cable Duct Across B
H.T. Line (220kv)
11 11987 120 Across A
Crossing
12 12014 22 Cable Duct Across B
13 12079 12282 LEFT 203 Cable Duct Along A
14 12190 12 Cable Duct Across B
15 12190 12282 LEFT 92 Cable Duct Along A
16 12385 14 Cable Duct Across B
17 12400 13 Cable Duct Across B
18 12420 13 Cable Duct Across B
19 12850 13610 LEFT 760 Cable Duct Along A
20 12850 13610 RIGHT 760 Cable Duct Along A
21 13564 8 Cable Duct Across B
22 13753 14673 LEFT 920 Cable Duct Along A
23 13753 1 Cable Duct Across B
24 14356 14673 LEFT 317 Cable Duct Along A
25 14215 3.5 Cable Duct Across B
26 14845 14955 LEFT 110 Cable Duct Along A
27 15280 15 Cable Duct Across B
28 15409 15712 LEFT 303 Cable Duct Along A
29 15507 15712 LEFT 205 Cable Duct Along A
Note:
1) The depth of Reliance Energy Cables was reported between 1m. (app.) below ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.
5.6.4.2 Telecom Cables:

Telecom cables of MTNL are running along and across the proposed
alignment in underground position at many places and a few of them are
likely to be affected. Detailed proposals for tackling these lines need to be
prepared in consultation with the concerned agencies.
Table 4.8
DETAILS OF AFFECTED INFOMAGIC PVT (RELIANCE) CABLES
Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
1 1056 21 ACROSS B
2 1066 16 ACROSS B
3 2225 15 ACROSS B
4 2650 17 ACROSS B

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Chainage Affected Position

Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
5 2810 3015 LEFT 205 ALONG A
6 3040 17 ACROSS B
7 3114 14 ACROSS B
8 3176 3244 LEFT 68 ALONG A
9 3745 3950 LEFT 205 ALONG A
10 3788 27 ACROSS B
11 3819 26 ACROSS B
12 4193 4269 CENTER 76 ALONG A
13 5490 17.5 ACROSS B
14 5525 5730 LEFT 205 ALONG A
15 6077 35 ACROSS B
16 6903 7056 CENTER 153 ALONG A
17 7054 12 ACROSS B
18 7077 22 ACROSS B
19 7718 11 ACROSS B
20 7727 11 ACROSS B
21 7974 8.5 ACROSS B
22 7978 14 ACROSS B
23 12017 57 ACROSS B
24 15286 20 ACROSS B
Note:
1)The depth of Power Cables was reported between 1m. (app.) below ground.
2)A To be shifted / diverted.
3)B Suitably locate the pier/change the pile layout to avoid diversion.

Table 5.6.9 DETAILS OF AFFECTED M.T.N.L CABLES

Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. FORM TO Proposals
(m) Alignment
1 0 195 LEFT 195 CABLE DUCT ALONG A
2 520 880 LEFT 360 CABLE DUCT ALONG A
3 880 17.5 CABLE DUCT ACROSS B
4 1000 1045 CENTER 45 CABLE DUCT ALONG A
5 1095 1550 LEFT 455 CABLE DUCT ALONG A
6 1345 1550 RIGHT 205 CABLE DUCT ALONG A
7 1609 2187 LEFT 578 CABLE DUCT ALONG A
8 2810 3016 LEFT 206 CABLE DUCT ALONG A
9 3745 3950 LEFT 205 CABLE DUCT ALONG A
10 4077 17.5 CABLE DUCT ACROSS B
11 4992 22 CABLE DUCT ACROSS B
12 5525 5730 LEFT 205 CABLE DUCT ALONG A
13 6130 6379 LEFT 249 CABLE DUCT ALONG A

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Chainage Affected Position

Sr. Diversion
Side Length Type w.r.t.
No. FORM TO Proposals
(m) Alignment
14 9468 9600 LEFT 132 CABLE DUCT ALONG A
15 9800 10178 LEFT 378 CABLE DUCT ALONG A
16 10178 18.5 CABLE DUCT ACROSS B
17 11155 11360 LEFT 205 CABLE DUCT ALONG A
18 12080 12285 LEFT 205 CABLE DUCT ALONG A
19 12600 12800 LEFT 200 CABLE DUCT ALONG A
Note:
1) The depth of MTNL Cables was reported between 1m. (app.) below ground.
2) A To be s shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

Table 5.6.10 DETAILS OF AFFECTED TATA COMMUNICATION CABLES

Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. FROM TO Proposals
(m) Alignment
1 605 8.5 TATA OFC Across B
2 1322 1807 LEFT 485 TATA OFC Along A
3 2811 3016 LEFT 205 TATA OFC Along A
4 3176 3241 LEFT 65 TATA OFC Along A
5 3363 3485 CENTER 122 TATA OFC Along A
6 3745 3950 LEFT 205 TATA OFC Along A
7 4444 4680 RIGHT 236 TATA OFC Along A
8 5145 5400 LEFT 255 TATA OFC Along A
9 5493 17 TATA OFC Across B
10 11139 16 TATA OFC Across B
11 11154 11359 LEFT 205 TATA OFC Along A
12 12079 12282 LEFT 203 TATA OFC Along A
13 12364 12431 LEFT 67 TATA OFC Along A
14 12623 12693 LEFT 70 TATA OFC Along A

Note:
1) The depth of Telephone Cables was reported between 1m. (app.) below ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

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Table 5.6.11 DETAILS OF AFFECTED REWMAX TELECOM CABLES

Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. FROM TO Proposals
(m) Alignment
1 0 185 LEFT 185 Cable duct Along A
2 974 1641 LEFT 667 Cable duct Along A
3 1641 7 Cable duct Across B
4 2810 3015 LEFT 205 Cable duct Along A
5 3040 3248 LEFT 208 Cable duct Along A
6 3745 3950 LEFT 205 Cable duct Along A
7 3804 26 Cable duct Across B
8 4293 5391 LEFT 1098 Cable duct Along A
9 5524 5729 LEFT 205 Cable duct Along A
10 6087 23 Cable duct Across B
11 6130 6335 LEFT 205 Cable duct Along A
12 6907 7043 LEFT 136 Cable duct Along A
13 7163 7600 LEFT 437 Cable duct Along A
14 8458 9287 LEFT 829 Cable duct Along A
15 9267 26 Cable duct Across B
16 9983 10188 LEFT 205 Cable duct Along A
17 11154 11359 LEFT 205 Cable duct Along A
18 12079 12693 LEFT 614 Cable duct Along A
19 12725 27 Cable duct Across B
20 13208 13752 LEFT 544 Cable duct Along A
21 14356 14562 LEFT 212 Cable duct Along A
22 14956 15286 LEFT 330 Cable duct Along A
23 15305 15712 LEFT 407 Cable duct Along A

Note:
1) The depth of REVMAX Cables was reported between 1m. (app.) below ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

Table 5.6.12
DETAILS OF AFFECTED BHARATI AIRTEL CABLES
Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
1 0 195 LEFT 195 Cable duct ALONG A
2 650 740 LEFT 90 Cable duct ALONG A
3 881 12 Cable duct ACROSS B
4 916 983 LEFT 67 Cable duct ALONG A
5 1125 1200 LEFT 75 Cable duct ALONG A

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Chainage Affected Position

Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
6 1345 1680 LEFT 335 Cable duct ALONG A
7 2224 13.5 Cable duct ACROSS B
8 2810 3015 LEFT 205 Cable duct ALONG A
9 3151 16 Cable duct ACROSS B
10 3175 3269 LEFT 94 Cable duct ALONG A
11 3745 3950 LEFT 205 Cable duct ALONG A
12 4292 4662 370 Cable duct ALONG A
13 5010 5417 LEFT 407 Cable duct ALONG A
14 5468 16 Cable duct ACROSS B
15 6116 6335 LEFT 219 Cable duct ALONG A
16 6116 6335 RIGHT 219 Cable duct ALONG A
17 7083 14 Cable duct ACROSS B
18 7638 15 Cable duct ACROSS B
19 6467 15 Cable duct ACROSS B
20 9973 16 Cable duct ACROSS B
21 10938 15 Cable duct ACROSS B
22 11155 11360 LEFT 205 Cable duct ALONG A
23 113902 7 Cable duct ACROSS B
24 11958 17 Cable duct ACROSS B

Note:
1) The depth of Bharati Airtel Cables was reported between 1m. (app.) below
ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

Table 5.6.13
DETAILS OF AFFECTED VODAFONE CABLES
Chainage Affected Position
Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
1 830 12 OFC CABLE ACROSS B
2 1024 1200 LEFT 176 OFC CABLE ALONG A
3 1236 2150 LEFT 914 OFC CABLE ALONG A
4 2220 2300 LEFT 70 OFC CABLE ALONG A
5 2649 17 OFC CABLE ACROSS B
6 2800 3016 LEFT 216 OFC CABLE ALONG A
7 3710 3890 LEFT 180 OFC CABLE ALONG A
8 4240 4652 LEFT 412 OFC CABLE ALONG A
9 5220 5300 LEFT 80 OFC CABLE ALONG A

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Chainage Affected Position

Sr. Diversion
Side Length Type w.r.t.
No. Proposals
FROM TO (m) Alignment
10 5472 5683 LEFT 211 OFC CABLE ALONG A
11 6080 6380 LEFT 300 OFC CABLE ALONG A
12 6380 13 OFC CABLE ACROSS B
13 11158 11349 LEFT 201 OFC CABLE ALONG A
14 11300 6.7 OFC CABLE ACROSS B
15 12078 12283 LEFT 205 OFC CABLE ALONG A
16 12560 12613 LEFT 133 OFC CABLE ALONG A
17 13207 13334 LEFT 127 OFC CABLE ALONG A
18 13350 13555 LEFT 205 OFC CABLE ALONG A
19 14356 14624 LEFT 268 OFC CABLE ALONG A
20 15261 15400 LEFT 139 OFC CABLE ALONG A
21 15507 15712 LEFT 205 OFC CABLE ALONG A

Note:
1) The depth of Vodafone Cables was reported between 1m. (app.) below
ground.
2) A To be shifted / diverted.
3) B Suitably locate the pier/change the pile layout to avoid diversion.

A fresh Utility survey is being done by DMRC as all the above utilities
were identified as per the old alignment by SPAN. Separate report on the
utilities will be made available. However the provision in the cost for
handling utilities have been made on per kilometer basis.

5.7 LAND ACQUISITION:

5.7.1 Land:

5.7.1.1 Alignment and Profile:

As discussed in the previous chapters, the proposed corridor runs from

Andheri to Dahisar via Jogeshwari, Goregaon, Malad, Kandivali, Poisar &
Borivali.

5.7.2 Land Requirement:

The full corridor including stations is proposed to be elevated. As such land

will be required for the following only.
Entry/Exit Structures
Station utilities like Diesel generator room, underground water tank, etc.
Traffic integration facilities
Depot

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Traction Receiving Substations

Mid section for viaduct

5.7.3 Elevated Corridor:

While designing the alignment, entire corridor is broadly divided in four

parts.

Alignment through slip road of W.E.H.:

Wherever service road is not available, the alignment is planned through
slip road. If width of slip road is more than 15m, alignment is planned
through center of slip road so that by providing median at the center,
corridor can be taken on single pier. If width of slip road is less, the
alignment has been taken through center line of slip road on portal
structure.

At station locations on slip road, the alignment is designed in such a way

that the portal foundation and flyover foundation will not infringe. In such
cases land acquisition is required.

Alignment through median in between slip road and service road of

W.E.H.:
If service road and slip road are available, alignment is planned through
median between service road and slip road of W.E.H. In this case
generally land acquisition is not required except for station locations.

Alignment through median of service road:

At some locations the existing service road is four lane with central median
and footpath on either side. In this case the alignment is designed through
median of service road and mostly land acquisition is not required.

Alignment close to RE wall of existing W.E.H. Flyover:

At some locations where service road is not available and due to site
constraints the alignment is designed close to the RE wall of flyover,
minimum 3.5 m distance is kept in between alignment and RE wall so that
foundations of both should not infringe. In this case land acquisition is not
required.

The whole alignment is planned through slip road or service road of W.E.H.
except for short length of 150 m where alignment is on W.E.H. as neither
slip nor service road is available. For elevated section, single pier as well
as portal structure supporting the viaduct will be located on slip road and
on service road. Necessary permission for using such right of way will have

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to be obtained from the concerned authorities. All stations are proposed

with elevated concourse so that minimum land is required. Traffic
integration facilities are provided wherever the same are required.

The normal viaduct structure of elevated Metro is about 10.5 m (edge to

edge) wide. However, for reasons of safety a clean marginal distance/set
back of about 5 m is necessary from either edge of the viaduct (or 10 m on
both sides of the centre line) wherein no structures are to be located. This
is necessary as the traction system as proposed is overhead 25 KV AC
system with masts fixed on the parapets. Also, it ensures road access and
working space all along the viaduct for working of emergency equipment
and fire brigade.

In view of the constraints on space on ground, it is proposed to provide the

concourse area on the mezzanine level. All the stations in elevated stretch
including terminal station are planned with single side discharge platforms.
Normally, the width required for stations is 20.4 m. The staircases giving
access to concourse area from ground have been proposed as per site
conditions and constraints.

5.7.4 Land for Traffic Integration:

As indicated no land acquisition is proposed for traffic integration purpose.

It is expected that the public parking policy of MCGM will be taking care of
parking generated near metro stations. No parking space has been catered
for.

5.7.5 Land for Depot:

Car Maintenance Depot for Andheri (E)-Dahisar (E) Corridor has been
proposed in Airport Authorities land in Dahisar.

5.7.6 Land Requirement for Stations and Running Section:

Entire corridor is planned along slip road and service road of Western
Expressway on the West side. In many sections service road is not
available and in some section width of slip road is reduced due to less
ROW and encroachments by shops, hutments, etc. As such adequate land
is not available in many stretches and requisite land has to be acquired.

Details of land acquisition required along the running line are shown in
Table 5.7.1.

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Table 5.7.1

Land Requirement on Permanent basis

A. Stations
Stations East side Entry/exit West Side Entry/exit Total
Govt. Land Private Land
West East West East
1 ANDHERI 240 0 0 620 860
2 SHANKARWADI 0 0 590 240 830
3 JVLR Jn. 0 0 620 240 860
4 BOMBAY EXHIBITION 620 0 0 240 860
5 HUB MALL 0 240 630 0 870
6 V. NAGAR 0 240 800 0 1040
7 AAREY ROAD Jn. 357 240 273 0 870
8 VITT BHATTI Jn. 0 0 620 340 960
9 KURAR VILLAGE 0 0 630 240 870
10 BANDONGRI 0 240 675 0 915
MAHINDRA &
11 610 0 0 240 850
MAHINDRA
12 THAKUR COMPLEX 0 0 590 240 830
13 BORIVALI BUS STOP 0 0 665 240 905
BORIVALI
14 0 0 615 240 855
OMKARESHWAR
15 SHRINATH NAGAR 0 0 705 240 945
16 DAHISAR 0 0 1600 240 1840
1827 960 9013 3360 15160
B. Running Section

No land is is required for Viaduct ( Running Section) as the alignment will run within the ROW.

B. Depot
Govt Land
DAHISAR Depot ( AAI Land) including land for
1 150000
One Receiving Sub Station in Depot area

C. Receiving Sub Station (RSS)

Govt Land
1 DAHISAR Depot 5000 ( included in Depot Land)
2 Mumbai exhibition Centre 5000

Summary of Permanent Land Requirement

Govt Private Total
1 Stations 2787 12373 15160
2 Depot including one RSS 150000 0 150000
3 Receiving Sub stations (RSS) 5000 0 5000
Total 157787 12373 170160

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5.7.8 Temporary Construction Depot:

It is proposed to provide the Government land to the civil Contractors for

developing their construction depot at two locations one each with the area
of 4 Ha.

5.8 SAFETY & SECURITY SYSTEMS:

5.8.1 General:

5.8.1.1 This chapter lays down the standards and requirements for safety &
security, arising out of fire and unauthorized entry into premises. The
system will be designed and installed for safe transportation of passengers
& premises safety in Metro Railway System.

5.8.1.2 Requirements:

i. The System shall protect the passengers against the fire in train
services and at the premises of Metro Railway.
ii. The system shall protect vulnerable premises from fire.
iii. The system shall be able to detect the unauthorized entry and exit at
nominated places.
iv. The system shall include
Fire alarm system.
Fire Hydrant and Sprinkler System.
Fire Extinguishers.
Closed circuit television with video analytics.
Security Gates Metal Detector.
Baggage Scanner.

5.8.2 Fire Alarm System:

5.8.2.1 General:

The Fire Alarm System is a fully integrated, Fire Detection & Alarm System.
It includes alarm initiating devices, alarm notification appliances, control
panels, auxiliary control devices, power supplies, and wiring. Its installation
is restricted to designated areas. In Metro railway this system shall be
provided at the following locations:
i. At Station Control Room (SCR).
ii. Station security services centre.
iii. At Operational Control Centre.
iv. At Depot, in depot controller room.

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v. Escalator landing and inside elevators.

vi. Evacuation routes.
vii. Cash transfer routes on the station.
viii. Equipment room.
ix. Store room.
x. Any other place required.

5.8.2.2 Scope:

The system comprises of Main Addressable Intelligent fire alarm panel,

smoke sensors, and smoke laser sensors, smoke optical sensors, heat
sensors, audio visual indicators, isolator modules, monitor control and relay
modules connected by interconnecting with Fire Retardant Low Smoke
(FRLS) copper armored cable.

The main panel shall be located in security / control room. All the sensors
and devices shall be connected to main panel. The panel shall operate with
UPS power, 210 AC and shall have its in-built battery backup with battery
charger.

A smoke detector is a device that detects the presence of smoke. It will be

provided in commercial, industrial, and residential complexes and also
closed and limited open space areas. Provision of smoke detector at
equipment / store room shall be mandatory.

5.8.2.3 System Components:

Fire Alarm Control Panel:

The main Fire alarm control panel, forms the heart of the fire detection
system which gives command to peripheral device like detectors & to sub-
systems. It shall consist of microprocessor based Central Processing Unit
(CPU).

The CPU communicates with control panel installed, for the system to
function effectively. The system comprises of:
i. Addressable pull stations Manual Call Point.
ii. Intelligent photo electric smoke, thermal detector.
iii. Addressable control model.
iv. Isolated modules.

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5.8.2.4 Addressable Pull Stations (Manual Call Point):

An addressable pull station is an active fire protection device, usually wall-

mounted. When activated, it initiates an alarm on a fire alarm system. In its
simplest form, the user activates the alarm by pulling the handle down,
which completes a circuit and locks the handle in the activated position,
sending an alarm to the fire alarm control panel. After operation, fire alarm
pull station must be restored to the ready position using a special tool or
key in order to de-activate the alarm sequence and return the system to
normal.

5.8.2.5 Intelligent Photo - Electric Smoke Detector:

This Smoke detector works on photoelectric (light-scattering) principal to

measure smoke density and on command, from the control panel, sends
data to the panel representing the analog level of smoke density. However
the detectors do not respond to refrigerant gas.

5.8.2.6 Addressable Control Module:

Addressable control modules will be used to operate dry contacts for door
holders, air handling unit, shut down or other similar functions. Optionally
the module can be used to supervise wiring of the output load power
supply. If the monitored voltage falls below threshold, then a fault condition
shall be displayed.

5.8.2.7 Isolator Module:

The fault isolator module to be connected placed between groups of

sensors on the loop wiring, to protect the loop, if a fault occurs in the event
of short circuit. The two isolators located on either side of the short circuit
fault, shall automatically sense the voltage drop, open their switches and
remove the devices from the rest of the loop. If the line voltage rises above
a fixed threshold, indicating that the short circuit fault is removed, then the
isolator module shall automatically restore the power, to the isolated group
of devices. The smooth functioning again shall be continued.

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5.8.3 Fire Hydrant System:

5.8.3.1 General:

Fire Hydrant System is a semi-automatic water based system. In this

system a network of pipes is laid out, depending upon the risk, with hydrant
valves placed at strategic places.

5.8.3.2 Scope:

The entire pipeline shall be kept pressurized with water. When any of the
hydrant valve opens, the pressure in the pipeline reduces drastically.
Jockey pump set shall normally keep the complete system pressurized,
and enables it to cope up with the system demand, which results in further
fall in pressure. The fall in pressure is sensed by the designated pressure
switch, which automatically starts the main fire pump set.

Depending upon the type and sensitivity of the risk, diesel-engine power
pump set should be installed having 100% standby capacity.

Fire Hydrant System comprises of the following:

Sufficiently large water reservoir
Fire pump sets (Main and Standby)
Jockey pump set
Hydrant valves
Fire fighting hoses
Branch pipe with nozzles

Hydrant System is proposed to be installed at following Places

i. Building Stair Case area.
ii. Basement Area of Building.
iii. Restricted area of Yard / Car shed / Depot.

5.8.3.3 System Component:

Landing Valves
Hoses
Couplings
Hose Reels
Fire Brigade Connectors
Branch Pipes & Nozzles

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5.8.3.4 Landing Valve:

Its a simple valve like water tap, whenever it is open, after connecting hose
to that valve, water flow is targeted to extinguish fire.

5.8.3.5 Hoses:

Hose is a flexible tube used to carry water

5.8.3.6 Hose Reel:

A Hose Reel is a cylindrical spindle made of either metal, fiberglass, or

plastic used for storing a hose. The most common style of hose reels are
spring driven, hand crank, or motor driven. Hose reels are categorized by
the diameter and length of the hose they hold, the pressure rating and the
rewind method.

5.8.3.7 Coupling:

Coupling is a short length of pipe or tube with a socket at both ends that
allows two pipes or tubes to be connected together temporarily.

5.8.3.8 Fire Brigade Connector:

Approved fire brigade connection, shall consist of 4 nos. of 63 mm

instantaneous inlets, in a glass fronted wall box, at a suitable position on
the street at convenient location to make inlets accessible. The size of the
wall box shall be adequate to allow hose to connect to the inlets, after
breaking glass cover if need be.

5.8.4 Sprinkler System:

5.8.4.1 A fire sprinkler system is an active fire protection measure, consisting of
a water supply system, with adequate pressure and flow rate to a water
distribution piping system, onto which fire sprinklers are connected.

Each closed-head sprinkler is held by either a heat-sensitive glass bulb or

a two-part metal link held together with fusible alloy. The glass bulb or link,
applies pressure to a pipe cap which acts as a plug. This prevents water
from flowing, until the ambient temperature around the sprinkler reaches
the designed activation temperature of the individual sprinkler head. Each
sprinkler activates independently, when the predetermined heat level is
reached. The number of sprinklers that operate are limited to only those
near the fire, thereby maximising the available water pressure over the
point of fire origin.

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Sprinkler System is proposed to be installed at following places

i. Building Passages.
ii. Basement Area.
iii. OCC room.
iv. Equipment room.
v. Store room.

5.8.5 Fire Extinguishers:

5.8.5.1 General:
Fire extinguishers form a first aid action against small and incipient fire
before it develops into a major hazard.
5.8.5.2 Scope:

Types of Extinguishers:
i. Carbon-di-oxide of 4.5 kg.
ii. ABC Type 5Kg.
iii. Water Container 9 ltr. capacity.

These extinguishers shall be installed in the entire public, as well as

service areas where the security is necessary. These appliances should be
distributed, over the entire area, so that its users do not have to travel more
than 15 m to reach the appliance. These appliances can be mounted or
hanged on the wall at desired location.

5.8.5.3 Description:
Carbon Di Oxide (CO2) Fire Extinguishers
The cylinder filled with carbon dioxide (CO2), when operated extinguishes
fire without any residue. Carbon-di-oxide Extinguishers are recommended,
as these have inert gas with no residue, which is electrically non-
conductive and ideal to be used over electronics and electric appliances.

5.8.5.4 ABC Dry Powder - Fire Extinguishers:

ABC Extinguishers are proposed for Class A fire. These extinguishers are
portable & can be handled by anyone / common person. These when
operated, protect against the fire to flammable material, such as wooden
articles, curtains etc.
Type A extinguisher shall be used for ordinary combustible articles
such as cloth, wood, paper.

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Type B extinguisher shall be used for flammable liquid fires, such as

oil, gasoline, paints, lacquers, grease, and solvents.
Type C extinguisher shall be used for electrical fires, such as wiring,
fuse boxes, energized electrical equipments and other electrical
sources.
Type D extinguisher shall be used for metal fires such as magnesium,
titanium and sodium.

5.8.5.5 Water Type Fire Extinguishers:

Water Type Fire Extinguishers are recommended for all Class A type of
Fires where unskilled staff / personnel exist and can operate these without
much difficulty.

5.8.5.6 Glow Signs:

Different types of signs like Exit, Fire and Emergency shall be provided to
ensure passengers guidance and safety. The signs can glow in the dark
specially. Exit Fire and Emergency Signs help passengers to find exit and
help fire fighters to locate emergency equipment.

5.8.6 Closed Circuit Television:

5.8.6.1 General:

The objective of CCTV System is to provide High degree of Electronic

surveillance system to the entire premises. It is essential to have recorded
images to be stored at least for 30 days of all critical areas to facilitate
investigations of reported cases. CCTV provision facilitates effective
management.

Strategically placed video surveillance cameras help to enhance security

by providing motion based / continuous monitoring of all corners / areas of
premises.

CCTV monitoring shall cover the following areas:

i. Station Control Room (SCR)
ii. Station security services
iii. Platform Supervisor Booth
iv. Operational Control Centre and Traffic Controller (TC)
v. Depot controller (DC) in Depot
vi. Escalator landing and inside elevators
vii. Evacuation routes
viii. Cash transfer routes at the station

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5.8.6.2 Description:

CCTV comprises of the following components:

i. Integrated Port Camera (IP Cameras)
ii. Computer
ii. Software
5.8.6.3 Integrated Port Cameras:

For operation of IP Cameras, no external supply connection is needed.

However, Power Over Ethernet (PoE) shall be attached to an
Uninterruptible Power Supply (UPS) and sized to maintain camera
operations. PoE technology, enables a system to pass electrical power,
along with data, on Ethernet cabling. Standard version of PoE specify
Category 5 cable or higher to be used for the system.

Two types of IP Cameras Shall be used:

*Fix Camera Use of this camera is restricted to 20 m range.

*PTZ Camera Pan/Tilt/Zoom Camera is used for range from 20 m to 100
m.
5.8.6.4 Computer:

Images, when recorded by cameras, are transmitted to computer. When

computer is on, images are displayed on its monitor instantly. These
images are also stored in memory device.

Storing of images occurs automatically, even when computer is in off

position.

5.8.6.5 Software:

Software installed in computer enables coding & decoding of data for

functioning of the system enforced.
5.8.6.6 Server Software:

Software covers MS-SQL 2005, or better based Main Archive Server for
audio and video, Main directory, Failover directory, Failover recording,
Digital Virtual Matrix, Incident Reports, Alarm Management, Network
Management System and Watchdog modules.

Server maintains a catalog of settings for all clients. It also encodes &
decodes of stored information through I P cameras.
Software enables the client to dynamically create connections between
Cameras and workstations and view live or recorded video on the digital
monitors (Audio, video, serial ports and digital I/Os)

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5.8.6.7 Client Software:

Client software includes of Administrator Tool application, Monitoring

application, Archive Player application, Sync archive player application,
Map creation application etc. All the relevant software licenses work on
concurrent basis and no restriction of its use for specific work station is
classified.

Client software performs the following applications simultaneously without

interfering with any of the Archive Server operations (Recording, Alarms,
etc.):
Live display of cameras and audio
Live display of camera sequences, panoramic camera views
Playback of archived video
Instant replays of Video and Audio
Display and control of Maps
Audio announcements
Alarm management
Client application provides, management and control over the system,
using a standard PC mouse, keyboard or CCTV keyboard. Standard scroll
mouse moves the camera by merely clicking on the extremes of the
picture, in all directions and zoom function by scroll button, to avoid the use
of joystick keyboard while maintaining easiness of the control.

Client application is to control pan-tilt-zoom, iris, focus, presets and dome

patterns of the PTZ camera for correct functioning of the system.

Software provides utility to play multiple exported clips simultaneously. It

also provides the ability to play multiple clips in time sync with each other to
understand the sequence of events occurred during an emergency.

5.8.6.8 Security in general has gained great importance during the last few years.
It is a prime concern at the stations due to the large number of commuters
who congregate there daily. Any short coming or lapse at the stations can
cause a disaster. Security arrangement has been catered for at the stations
and in the coaches. Cost of the same is included in the estimate.

The estimate for security may, however, need revision after level and
quantum of security to be provided are known in greater detail.

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Fig. 1. DP plan

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Appendix-I
SELECTION OF TYPE OF ALIGNMENT

The metro network may have the under-mentioned three types of alignments:

1. At-Grade
2. Elevated
3. Under-ground

1. At Grade - At-Grade type of alignment is technically feasible only in the areas

where vacant land is available or a dedicated corridor of 14 meters width is
provided in the mid of the road. However, the main limitation of providing At-Grade
corridor is that city is divided in two parts and any crossing from one side to other
side of At-Grade corridor has to be provided by grade separation i.e., either foot-
over bridge or under passes. This alternative is the most economical. However, it
should be noted that cost saving is only in Civil Engineering cost which is arrived if
the land cost requirement for at grade alignment is taken into account and cost per
km. may come even more than elevated. Therefore, At-Grade type of alignment for
metro systems in cities is normally ruled out.

2. Elevated Elevated alignment is generally provided in the cities for metro network,
but the pre-requisite is the right of way (ROW) of road should minimum be 20
meters. It will enable to provide a median of about 2.8 to 3.0 meters wide road, two
lane each way (7 meters width) and foot-path 1.5 meter each way. The land
requirement for elevated alignment is mainly for the exit and entries for the station.
As the alignment pillars located on median of the roads, a rough estimate of land
requirement is about 240 sq. meters on either side of the road, wherein even
underground water tank and generator rooms can be accommodated under the
staircase. Construction of elevated station is much easier, 8 meter wide strip for
the platform length (say 185 meters) will be required temporarily for putting the
pillars on the median. Small area of about 400 sq. meters is needed for execution
of the work of exit and entries on either side of the road.

4. Under-ground This type of alignment is adopted only in case when ROW is less
than 20 meters and alignment has to necessarily pass through the area where no
roads are available. In this case only station locations where metro stations can
conveniently located are identified and these are joined by under-ground tunnels.
However, under-ground station need much ground surface area than elevated
station for the reasons that in case of under-ground station, there is a space
requirement for chiller plants in addition to exit and entries, which may be almost
same as required for elevated station. Normally, the construction of under-ground
stations require the area with 240 meters length and 24 meters width which need
to be cut open. Finding out such a big space for construction of under-ground
station in a congested city and even on passenger roads is very difficult if not
impossible. For construction of under-ground station, the traffic is necessarily
required to be diverted. Advantages and dis-advantages of these two types of
alignments are given in the table below:

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S.No. Item name Under-ground alignment Elevated alignment

1. Permanent land More area required Comparatively less area

required

2. Land requirement Much more area required. At Area requirement is much

for construction least twice of what required less than under-ground
for elevated station

3. Construction time At least 5 years At least 3 and 1/2 years

4. Cost of construction 2.25 to 2.50 times of Much cheaper compared to

elevated cost. underground

5. Operation cost 1.25 to 1.5 times of elevated Much cheaper compared to

operation cost underground

6. Security concern Under-ground metro stations Less prone to terrorist

are more prone to terrorist attacks.
attacks.

7. Risk More risk to the passengers Less risk compared to

during the disruption underground.

8. Drainage Very exhaustive drainage Very simple arrangement

Arrangement arrangement needed

9. Ramp In case of under-ground, There is no requirement of

when alignment is such ramp and land.
changes from under-
ground to elevated, 11
meters width and 650
meters long land portion is
needed for providing the
ramp with physical barrier
between 2 sides of the
city.

The rough estimate of under-ground and elevated alignments for 20 kms

length has been made at the price level of March, 2015. The cost (without land and
Taxes) of under-ground alignment comes to Rs. 412 crores and elevated Rs. 176
crores. It indicates that per kilometre of under-ground alignment replacing elevated
alignment, the cost to the tune of 2.3 times has to be incurred

In view of the above, the decision for opting a particular type of alignment has
to be taken on techno-economic basis. For country like India, a balance has to be
kept in two types of alignments for the reasons that we are already short of funds for
our infrastructure projects. It is also recommended that underground alignment be
opted only in the stretches where elevated alignment is not possible to provide.

To appreciate the magnitude of land requirement, Ground Level Plans of one

Typical elevated station and underground station are put up at Figure-1 & Figure-2 to
this appendix.
*****

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Figure -1 Typical Elevated Station Layout

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Figure 2 Typical Underground Station Layout

Ground Level Plan

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 CHAPTER 6: Train Operation Plan

CHAPTER 6
TRAIN OPERATION PLAN AND ROLLING STOCK
6.1. OPERATION PHILOSOPHY
The underlying operation philosophy is to make the Metro System more
attractive and economical, the main features being:
Selecting the most optimum frequency of Train services to meet sectional
capacity requirement during peak hours on most of the sections.
Economical & optimum train service frequency not only during peak period,
but also during off-peak period.
Multi-tasking of train operation and maintenance staff.

6.2 STATIONS
Details of stations for Mumbai Metro (Andheri- Dahisar corridor) are given in table
6.1:
Table 6.1 Details of Stations
Mumbai Metro(Andheri- Dahisar corridor)
Inter Distance between
Sl.No Station Name Chainage(m) two Stations
0 Dead End (-) 450
1 ANDHERI 0.0 450
2 SHANKARWADI 1229.8 1229.8
3 JVLR Jn. 2413.9 1184.1
4 BOMBAY EXHIBITION 3781.5 1367.6
5 HUB MALL 4580.0 798.5
6 V.NAGAR 5559.7 979.7
7 AAREY ROAD Jn. 6100.0 540.3
8 VITT BHATTI Jn. 7180.0 1080.0
9 KURAR VILLAGE 8068.0 888.0
10 BANDONGRI 9075.7 1007.7
MAHINDRA &
11 MAHINDRA 9700.0 624.3
12 THAKUR COMPLEX 11427.7 1727.7
13 BORIVALI BUS STOP 12250.0 822.3
BORIVALI
14 OMKARESHWAR 13376.5 1126.5
15 SHRINATH NAGAR 14384.5 1008.0
16 DAHISAR (E) 15524.9 1140.4
Dead End 16025.7 500.8

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6.3 TRAIN OPERATION PLAN

6.3.1 Salient Features:

Running of services for 19 hours of the day (5 AM to Midnight) with a
station dwell time of 30 seconds,
Make up time of 5-10% with 8-12% coasting.
Scheduled speed for this corridor has been taken as 35 Kmph.

6.3.2 Traffic Demand

Peak hour peak direction traffic demands (PHPDT) for the Andheri- Dahisar for the
year 2016, 2019,2021 and 2031 for the purpose of planning are indicated in
Attachment I/A, I/B,I/C and I/D respectively and has been taken as the maximum
of the PHPDT in the forward & reverse directions.

6.3.3 Train Formation

To meet the above projected traffic demand, the possibility of running trains
with composition of 6 Car trains with different headways have been examined.
Composition
DMC : Driving Motor Car
MC : Motor Car
TC : Trailer Car
6-car train composition: DMC+TC+MC+ MC+TC+DMC

Capacity@ 6 passengers per square meter of standee area

DMC : 282 passengers (Sitting-42, Standing-240)
MC : 298 passengers (Sitting-50, Standing-248)
TC : 298 passengers (Sitting-50, Standing-248)
6 Car Train : 1756 Passengers (Sitting-284, Standing-1472)

6.3.4 Train Operation Plan

Based on the projected PHPDT demand, train operation has been planned for
Mumbai Metro (Andheri- Dahisar corridor) for the year 2016, 2019,2021 and 2031
as detailed below:

Train operation plan for Andheri- Dahisar with train carrying capacity @ 6
persons per square meter of standee area on Mumbai Metro (Andheri- Dahisar
corridor) is given below:

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Year 2016 (Refer Attachment I /A)

Train operation with 6 car Trains with headway of 8 min between Andheri-
Dahisar is planned in the first year of operation i.e. 2016 with Peak Hour Peak
Direction Capacity of 13170 @ 6 persons per square meter of standee area
(Capacity of 16830 @ 8 persons per square meter of standee area under
dense loading conditions).

The maximum PHPDT demand of 12800 is in the Section between Andheri and
Shankarwadi. The planned capacity of 13170 (16830 under dense loading) is
more than the PHPDT demand. Traffic demand and train capacity for this corridor
in the year 2016 is tabulated and represented on a chart enclosed as Attachment I
/A.

Year 2019 (Refer Attachment I /B)

Train operation with 6 car Trains with headway of 6.75 min between Andheri-
Dahisar is planned in the first year of operation i.e. 2019 with Peak Hour Peak
Direction Capacity of 15609 @ 6 persons per square meter of standee area
(Capacity of 19947 @ 8 persons per square meter of standee area under
dense loading conditions).

The maximum PHPDT demand of 15602 is in the Section between Andheri and
Shankarwadi. The planned capacity of 15609 (19947 under dense loading) is
more than the PHPDT demand. Traffic demand and train capacity for this corridor
in the year 2019 is tabulated and represented on a chart enclosed as Attachment I
/B.

Year 2021 (Refer Attachment I/C)

Train operation with 6 car Trains with headway of 5.5 min between Andheri-
Dahisar is planned in the year 2021 with Peak Hour Peak Direction Capacity of
19156 @ 6 persons per square meter of standee area (Capacity of 24480 @ 8
persons per square meter of standee area under dense loading conditions).

The maximum PHPDT demand of 18860 is in the Section between Andheri and
Shankarwadi. The planned capacity of 19156 (24480 under dense loading) is
more than the PHPDT demand. Traffic demand and train capacity for this corridor
in the year 2021 is tabulated and represented on a chart enclosed as Attachment I
/C.
Year 2031 (Refer Attachment I/D)
Train operation with 6 car Trains with headway of 5.5 min between Andheri-
Dahisar is planned in the year 2031 with Peak Hour Peak Direction Capacity
of 19156 @ 6 persons per square meter of standee area (Capacity of
24480 @ 8 persons per square meter of standee area under dense
loading conditions).

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The maximum PHPDT demand of 18752 is in the Section between Andheri

and Shankarwadi. The planned capacity of 19156 (24480 under dense
loading) is more than the PHPDT demand. Traffic demand and train capacity
for this corridor in the year 2031 is tabulated and represented on a chart
enclosed as Attachment I /D.

The PHPDT capacity provided on this corridor in different years of operation is

given in Table 6.2 :

Table 6.2
PHPDT Capacity Provided
YEAR
2016 2019 2021 2031
Cars/trains 6 6 6 6
Head way (Minutes) 8 6.75 5.5 5.5
Max. PHPDT Demand 12800 15602 18860 18752
PHPDT Capacity 13170* 15609* 19156* 19156*
Available (16830**) (19947**) (24480**) (24480**)
* @ 6 persons per square meter of standee area
** @ 8 persons per square meter of standee area

6.3.5 TRAIN FREQUENCY

Mumbai Metro (Andheri- Dahisar corridor)

The train operation Andheri- Dahisar corridor provides for the following:
a) The train operation plan provides for 8 min headway with 6 Car train in
Andheri- Dahisar during peak hours and 24 min headway during lean hours
in the year 2016.

b) The train operation plan provides for 6.75 min headway with 6 Car train in
Andheri- Dahisar during peak hours and 24 min headway during lean hours
in the year 2019.

c) The train operation plan provides for 5.5 min headway with 6 Car train in
Andheri- Dahisar during peak hours and 16 min headway during lean hours
in the year 2021.

d) The train operation plan provides for 5.5 min headway with 6 Car train in
Andheri- Dahisar during peak hours and 16 min headway during lean hours
in the year 2031.

e) No services are proposed between 00.00 hrs to 5.00 hrs, which are reserved
for maintenance of infrastructure and rolling stock.

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6.3.6 HOURLY TRAIN OPERATION PLAN

The hourly distribution of daily transport capacity is presented in Table 5.4, 5.5,
5.6 & 5.7 for years 2016, 2019, 2021 & 2031 and enclosed as Attachment II.
Number of train trips per direction per day is worked out as 103 in the year 2016,
109 in the year 2019,133 in the year 2021 and 133 in the year 2031.

6.3.7 VEHICLE KILOMETER

Based on above planning, after considering maintenance period and assuming

340 days in service in a year, Vehicle Kilometers for Andheri- Dahisar is given in
Table 5.9 enclosed as Attachment IV.

6.3.8 YEARWISE RAKE REQUIREMENT

Based on Train formation and headway as decided above to meet Peak Hour
Peak Direction Traffic Demand, Rake requirement has been calculated and
enclosed as Attachment V & has been tabulated below in Table 5.3:

Table 5.3: Year wise Rake requirement

Headway No. of
Corridor Year Rake Consist No. of Coaches
(min) Rakes
2016 8 10 60
Andheri- 2019 6.75 13 6 car 78
Dahisar 2021 5.5 15 90
2031 5.5 15 90

Requirement of coaches is calculated based on following assumptions:-

Assumptions -
(i) Train Composition planned as under:
6 Car Train Composition : DMC+TC+MC+ MC+TC+DMC

Train Carrying Capacity of 6 Car

Train@6 person per square meter : 1756 passengers
Train@8 person per square meter : 2244 passengers
(ii) Coach requirement has been calculated based on headway during peak
hours.
(iii) Traffic reserve is taken as one trains to cater to failure of train on line and to
make up for operational time lost.
(iv) Repair and maintenance reserve has been estimated as 10 % of total
requirement (Bare +Traffic Reserve).

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(v) The calculated number of rakes in fraction is rounded off to next higher
number.
(vi) Schedule speed is taken as 35 KMPH.
(vii) Total Turn Round time is taken as 6 min at terminal stations.

6.4 ROLLING STOCK (Technical data)

Numbers of cars :6
Composition : DMC+TC+MC+ MC+TC+DMC
Power System[Kv/Hz] :25 KV AC
Acceleration[m/s2] :1.0
Deceleration[m/s2] :1.0
Emergency Braking [m/s2] :1.35
Maximum Design speed[kmph] :90
Track Gauge[mm] :1435
Width over body of rolling Stock[mm] :3200

6.5 Cost Estimate

The estimated cost per car at March 2015 Price level (exclusive of taxes and
duties) may be assumed as Rs. 9.8 Crores per car. Total 13 rakes (78 cars)
would be required in horizon year 2019 for Mumbai Metro (Andheri- Dahisar
corridor). Accordingly budget provision of INR 764.4 Crores is to be kept in the
estimate for Rolling Stock, with revenue operation targeted for year 2019.

6.6 Recommendation

TOP chapter has been prepared considering 6-car train with 67% motoring.
Smaller rakes with 6 cars instead of 8 cars will enable us to achieve better
headways for same PHPDT demand and 67% motoring will help in achieving
better acceleration.

Trains with 6 car train consist (with 67% powering cars) operating @ 90
seconds headway can achieve PHPDT of approximately 72,000 with loading of
6 Passengers per sq m. The traffic projections do not suggest such
requirements. However, for higher PHPDT requirements in future( upto
approximately 1,08,000), the train consist of 9 cars can be adopted in future. In
case such scenario is planned, platform lengths shall be planned for 9 car
trains. Also, it recommended that 3.2 m wide stock, suitable for SG may be
adopted.

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Attachment - I/A
PHPDT Demand and Capacity Chart
Mumbai Metro(Andheri- Dahisar corridor)
Year: 2016
No. of cars per train 6
Passenger Capacity @ 6 persons/sqm of a 6-Car Train: 1756
Passenger Capacity @ 8 persons/sqm of a 6-Car Train: 2244

Headway (min) 8.00

Train carrying Train carrying

Traffic
capacity @ capacity @
S.N FROM TO Demand in
6p/sqm of 8p/sqm of
PHPDT
standee area standee area

1 Andheri Shankarwadi 12,800 13,170 16,830

2 Shankarwadi JVLR Junction 12,726 13,170 16,830

3 JVLR Junction Bombay Exhibition 12,474 13,170 16,830
4 Bombay Exhibition Hub mall 12,474 13,170 16,830
5 Hub mall V.Nagar 11,876 13,170 16,830
13,170 16,830
6 V.Nagar Aarey Road Junction 12,088
7 Aarey Road Junction ITT Bhatti Junction 12,751 13,170 16,830
8 ITT Bhatti Junction Kurara Village 11,990 13,170 16,830
9 Kurara Village Bandongri 9,832 13,170 16,830
10 Bandongri Mahindra & Mahindra 8,943 13,170 16,830
11 Mahindra & Mahindra Thakur Complex 8,257 13,170 16,830
12 Thakur Complex Borivli Bus Stop 6,885 13,170 16,830
13 Borivli Bus Stop Borivili Omkareshwar 6,008 13,170 16,830
14 Borivili Omkareshwar Shrinath Nagar 5,164 13,170 16,830
15 Shrinath Nagar Dahisar 4,718 13,170 16,830
16 Dehisar

Traffic Demand in PHPDT

Train carrying capacity @ 6p/sqm of

standee area

Train carrying capacity @ 8p/sqm of

standee area

18,000

16,000

14,000

12,000
PHPDT

10,000

8,000

6,000

4,000

2,000

Stations

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Attachment - I/B
PHPDT Demand and Capacity Chart
Mumbai Metro(Andheri- Dahisar corridor)
Year: 2019
No. of cars per train 6
Passenger Capacity @ 6 persons/sqm of a 6-Car Train: 1756
Passenger Capacity @ 8 persons/sqm of a 6-Car Train: 2244

Headway (min) 6.75

Train carrying Train carrying

Traffic
capacity @ capacity @
S.N FROM TO Demand in
6p/sqm of 8p/sqm of
PHPDT
standee area standee area

1 Andheri Shankarwadi 10,252 15,609 19,947

2 Shankarwadi JVLR Junction 10,097 15,609 19,947

3 JVLR Junction Bombay Exhibition 15,281 15,609 19,947
4 Bombay Exhibition Hub mall 15,449 15,609 19,947
5 Hub mall V.Nagar 15,602 15,609 19,947
15,557 15,609 19,947
6 V.Nagar Aarey Road Junction
7 Aarey Road Junction ITT Bhatti Junction 15,352 15,609 19,947
8 ITT Bhatti Junction Kurara Village 14,726 15,609 19,947
9 Kurara Village Bandongri 13,229 15,609 19,947
10 Bandongri Mahindra & Mahindra 12,640 15,609 19,947
11 Mahindra & Mahindra Thakur Complex 11,064 15,609 19,947
12 Thakur Complex Borivli Bus Stop 9,290 15,609 19,947
13 Borivli Bus Stop Borivili Omkareshwar 8,368 15,609 19,947
14 Borivili Omkareshwar Shrinath Nagar 6,528 15,609 19,947
15 Shrinath Nagar Dehisar 5,660 15,609 19,947
16 Dehisar

Traffic Demand in PHPDT

Train carrying capacity @ 6p/sqm of

standee area

Train carrying capacity @ 8p/sqm of

standee area

18,000

16,000

14,000

12,000
PHPDT

10,000

8,000

6,000

4,000

2,000

Stations

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Attachment - I/C
PHPDT Demand and Capacity Chart
Mumbai Metro(Andheri- Dahisar corridor)
Year: 2021
No. of cars per train 6
Passenger Capacity @ 6 persons/sqm of a 6-Car Train: 1756
Passenger Capacity @ 8 persons/sqm of a 6-Car Train: 2244

Headway (min) 5.50

Train carrying Train carrying

Traffic
capacity @ capacity @
S.N FROM TO Demand in
6p/sqm of 8p/sqm of
PHPDT
standee area standee area

1 Andheri Shankarwadi 18,860 19,156 24,480

2 Shankarwadi JVLR Junction 17,845 19,156 24,480

3 JVLR Junction Bombay Exhibition 17,587 19,156 24,480
4 Bombay Exhibition Hub mall 17,587 19,156 24,480
5 Hub mall V.Nagar 17,090 19,156 24,480
19,156 24,480
6 V.Nagar Aarey Road Junction 17,309
7 Aarey Road Junction ITT Bhatti Junction 17,891 19,156 24,480
8 ITT Bhatti Junction Kurara Village 17,122 19,156 24,480
9 Kurara Village Bandongri 13,791 19,156 24,480
10 Bandongri Mahindra & Mahindra 12,843 19,156 24,480
11 Mahindra & Mahindra Thakur Complex 12,434 19,156 24,480
12 Thakur Complex Borivli Bus Stop 11,188 19,156 24,480
13 Borivli Bus Stop Borivili Omkareshwar 10,624 19,156 24,480
14 Borivili Omkareshwar Shrinath Nagar 9,421 19,156 24,480
15 Shrinath Nagar Dehisar 8,903 19,156 24,480
16 Dehisar

Traffic Demand in PHPDT

Train carrying capacity @ 6p/sqm of

standee area

Train carrying capacity @ 8p/sqm of

standee area

30,000

25,000

20,000
PHPDT

15,000

10,000

5,000

Stations

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 CHAPTER 6: Train Operation Plan

Attachment - I/D
PHPDT Demand and Capacity Chart
Mumbai Metro(Andheri- Dahisar corridor)
Year: 2031
No. of cars per train 6
Passenger Capacity @ 6 persons/sqm of a 6-Car Train: 1756
Passenger Capacity @ 8 persons/sqm of a 6-Car Train: 2244

Headway (min) 5.50

Train carrying Train carrying

Traffic
capacity @ capacity @
S.N FROM TO Demand in
6p/sqm of 8p/sqm of
PHPDT
standee area standee area

1 Andheri Shankarwadi 18,752 19,156 24,480

2 Shankarwadi JVLR Junction 17,794 19,156 24,480

3 JVLR Junction Bombay Exhibition 17,636 19,156 24,480
4 Bombay Exhibition Hub mall 17,636 19,156 24,480
5 Hub mall V.Nagar 17,383 19,156 24,480
19,156 24,480
6 V.Nagar Aarey Road Junction 17,678
7 Aarey Road Junction ITT Bhatti Junction 18,472 19,156 24,480
8 ITT Bhatti Junction Kurara Village 17,783 19,156 24,480
9 Kurara Village Bandongri 14,460 19,156 24,480
10 Bandongri Mahindra & Mahindra 13,607 19,156 24,480
11 Mahindra & Mahindra Thakur Complex 13,196 19,156 24,480
12 Thakur Complex Borivli Bus Stop 12,104 19,156 24,480
13 Borivli Bus Stop Borivili Omkareshwar 11,942 19,156 24,480
14 Borivili Omkareshwar Shrinath Nagar 10,680 19,156 24,480
15 Shrinath Nagar Dehisar 10,168 19,156 24,480
16 Dehisar

Traffic Demand in PHPDT

Train carrying capacity @ 6p/sqm of

standee area

Train carrying capacity @ 8p/sqm of

standee area

30,000

25,000

20,000
PHPDT

15,000

10,000

5,000

Stations

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 CHAPTER 6: Train Operation Plan

Attachment- II
TABLE 6.4
Hourly Train Operation Plan
(Mumbai Metro(Andheri- Dahisar corridor)
Year- 2016

8 min Headway

Headway in No. of Trains per day

Time of Day
Minutes UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 10 6 6
8 to 9 8 8 8
9 to 10 8 8 8
10 to 11 8 8 7
11 to12 10 6 6
12 to 13 11 5 6
13 to 14 12 5 5
14 to 15 11 6 6
15 to 16 11 5 5
16 to 17 10 6 6
17 to 18 8 8 8
18 to 19 8 7 7
19 to 20 8 8 8
20 to 21 10 6 6
21 to 22 20 3 3
22 to 23 24 2 2
Total No. of train
trips per direction 103 103
per day

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 CHAPTER 6: Train Operation Plan

TABLE 6.5
Hourly Train Operation Plan
(Mumbai Metro(Andheri- Dahisar corridor)
Year- 2019

6.75 min Headway

Headway in No. of Trains per day
Time of Day
Minutes UP DN
5 to 6 24 3 3
6 to 7 20 3 3
7 to 8 10 6 6
8 to 9 6.75 9 9
9 to 10 6.75 9 9
10 to 11 6.75 9 8
11 to12 10 6 6
12 to 13 11 5 6
13 to 14 12 5 5
14 to 15 11 6 6
15 to 16 11 5 5
16 to 17 10 6 6
17 to 18 6.75 9 9
18 to 19 6.75 8 8
19 to 20 6.75 9 9
20 to 21 10 6 6
21 to 22 20 3 3
22 to 23 24 2 2
Total No. of train
trips per direction 109 109
per day

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 CHAPTER 6: Train Operation Plan

TABLE 6.6
Hourly Train Operation Plan
(Mumbai Metro(Andheri- Dahisar corridor)
Year- 2021

5.5 min Headway

Headway in No. of Trains per day
Time of Day
Minutes UP DN
5 to 6 16 4 4
6 to 7 12 5 5
7 to 8 8 8 8
8 to 9 5.5 11 10
9 to 10 5.5 11 10
10 to 11 5.5 11 10
11 to12 8 8 8
12 to 13 12 5 5
13 to 14 14 5 5
14 to 15 14 5 5
15 to 16 12 5 5
16 to 17 8 8 8
17 to 18 5.5 10 11
18 to 19 5.5 10 11
19 to 20 5.5 10 11
20 to 21 8 8 8
21 to 22 12 5 5
22 to 23 16 4 4
Total No. of train
trips per direction 133 133
per day

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 CHAPTER 6: Train Operation Plan

TABLE 6.7
Hourly Train Operation Plan
Mumbai Metro Andheri- Dahisar corridor
Year- 2031

5.5 min Headway

Headway in No. of Trains per day
Time of Day
Minutes UP DN
5 to 6 16 4 4
6 to 7 12 5 5
7 to 8 8 8 8
8 to 9 5.5 11 10
9 to 10 5.5 11 10
10 to 11 5.5 11 10
11 to12 8 8 8
12 to 13 12 5 5
13 to 14 14 5 5
14 to 15 14 5 5
15 to 16 12 5 5
16 to 17 8 8 8
17 to 18 5.5 10 11
18 to 19 5.5 10 11
19 to 20 5.5 10 11
20 to 21 8 8 8
21 to 22 12 5 5
22 to 23 16 4 4
Total No. of train
trips per direction 133 133
per day

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 CHAPTER 6: Train Operation Plan

Attachment III
TABLE 6.8
Mumbai Metro(Andheri- Dahisar corridor)
PHPDT for the year 2016

Directional
Directional Split
S.No From Station To Station Peak hour Load Split to Dehisar
to Andheri
Toll

1 Andheri Shankarwadi 12,800 50% 50%

2 Shankarwadi JVLR Junction 12,726 50% 50%
3 JVLR Junction Bombay Exhibition 12,474 50% 50%
4 Bombay Exhibition Station x 12,474 50% 50%
5 Station x Hub mall 11,876 50% 50%
6 Hub mall Aarey Road Junction 12,088 50% 50%
7 Aarey Road Junction ITT Bhatti Junction 12,751 50% 50%
8 ITT Bhatti Junction Kurara Village 11,990 50% 50%
9 Kurara Village Bandongri 9,832 50% 50%
10 Bandongri Mahindra & Mahindra 8,943 50% 50%
11 Mahindra & Mahindra Thakur Complex 8,257 50% 50%
12 Thakur Complex Borivli Bus Stop 6,885 50% 50%
13 Borivli Bus Stop Borivili Omkareshwar 6,008 50% 50%
14 Borivili Omkareshwar Shrinath Nagar 5,164 50% 50%
15 Shrinath Nagar Dehisar 4,718 50% 50%
16 Dehisar Dehisar Toll 4,718 50% 50%

Attachment IV
TABLE 6.9
Vehicle Kilometer
Year 2016 2019 2021 2031
Section Length 16.80 16.80 16.80 16.80
No of cars per train 6 6 6 6
No of working Days in a year
340 340 340 340
Number of Trains per day each Way
103 109 133 133
Daily Train -KM 3461 3663 4469 4469
Annual Train - KM (10 )
5
11.77 12.45 15.19 15.19
5 70.60 74.73 91.17 91.17
Annual Vehicle - KM (10 )

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 CHAPTER 6: Train Operation Plan

Attachment-V

Year-2016

Rake Requirement
Turn Any other Total
Schedule Total round
Length Headway round time to be round Total Total
S. No. Section speed Year Run time (min) trip time
(km) (min) time considere time+any Traffic No. Of Rakes(8- cars
(kmph) (min) Bare R&M
(min) d* (min) other time Reserve car
configuration)

1 Mumbai Metro(Andheri-
16.80 35 2016 8.00 28.80 6 0 6 63.60 8 1 1 10 60
Dehisar Corridor)

Year-2019

Turn Any other Total

Schedule Total round Rake Requirement
Length Headway round time to be round Total
S. No. Section speed Year Run time (min) trip time Total
(km) (min) time considere time+any cars
(kmph) (min) Traffic
(min) d* (min) other time Bare R&M No. Of Rakes(8-
Reserve
car
1 configuration)
Mumbai Metro(Andheri-
16.80 35 2019 6.75 28.80 6 0 6 63.60 10 1 2 13 78
Dehisar Corridor)

Year-2021

Turn Any other Total Rake Requirement

Schedule Total round
Length Headway round time to be round Total
S. No. Section speed Year Run time (min) trip time
(km) (min) time considere time+any Total cars
(kmph) (min)
(min) d* (min) other time Traffic No. Of Rakes(8-
Bare R&M
Reserve car
configuration)

1
Mumbai Metro(Andheri-
16.80 35 2021 5.50 28.80 6 0 6 63.60 12 1 2 15 90
Dehisar Corridor)

Year-2031

Turn Any other Total Rake Requirement

Schedule Total round
Length Headway round time to be round Total
S. No. Section speed Year Run time (min) trip time Total
(km) (min) time considere time+any cars
(kmph) (min) Traffic No. Of Rakes(8-
(min) d* (min) other time Bare R&M
Reserve car
configuration)
1
Mumbai Metro(Andheri-
16.80 35 2031 5.50 28.80 6 0 6 63.60 12 1 2 15 90
Dehisar Corridor)

NOTE Repair & Maintenance Reserve as a percentage of total requirement (Bare + Traffic Reserve) 1
=0%

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 CHAPTER 7- Maintenance Depot

Chapter - 7
MAINTENANCE DEPOT

7.1 Corridor: Andheri- Dahisar corridor comprises as below:

Corridor Route length(Km)

Andheri- Dahisar corridor 16.475

7.2 Depot- cum- Workshop at Dahisar

7.2.1 It is proposed to establish one depot- cum- workshop with following functions:
(i) Major overhauls of all the trains.
(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments.

7.2.2 The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum-

workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed to
accommodate one train set of 6- Car each and space earmarked for future
provision.
(iii) All Stabling lines are designed to accommodate one trains of 6- Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop
assuming adequate space availability. In case of space constraints, if any,
stabling facilities may need to be created at terminal stations or elsewhere
to cater to the required stability facilities.

In broad terms, based on the planned Rolling Stock requirements, this chapter
covers conceptual design on following aspects and will work as a guide for
detailed design later:

Layout of Stabling-shed, Inspection-shed, minor repairs and heavy

repair overhauling workshop and cleaning of Rolling Stock.

Operational and functional safety requirements.

Ancillary buildings for other maintenance facilities.

Electrical & Mechanical Services, power supply and distribution

system.

Water Supplies, Drainage & Sewerage.

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 CHAPTER 7- Maintenance Depot

7.3 MAINTENANCE PHILOSOPHY

Monitoring of the performance of equipment by condition monitoring of

key parameters. The concept is to evolve the need based
maintenance regime, which can be suitably configured in the form of
schedules like daily check, A checks, B type checks, IOH and
POH.
Labour intensive procedures are kept to the minimum. Automation with
state of the art machinery to ensure quality with reliability.
Multi skilling of the Maintenance staff to ensure quality and productivity
in their performance.
Energy conservation is given due attention.
7.4 ROLLING STOCK MAINTENANCE NEEDS

7.4.1 Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual

design of depots assuming approx. 390 kms running per train per day, taking
in consideration the passenger load of 2016,2019,2021 & 2031 respectively.

Type of Interval Work Content Locations

Schedule
Daily Daily Check on the train condition and function Stabling Lines
at every daily service completion. Interval
cleaning/mopping of floor and walls with
vacuum cleaner.
A Service 5,000 Km Detailed inspection and testing of sub - Inspection
Check (approx. 15 systems, under frame, replacement/ Bays
days) topping up of oils & lubricants.
B Service 15,000 Km Detailed Inspection of A type tasks plus Inspection
Check (approx. 45 items at multiples of 15,000 Km (B type Bays
days) tasks)
Intermediate 420,000 Check and testing of all sub-assemblies Workshop
Overhaul Km, (3 and (Electrical + Mechanical). Overhaul of
(IOH) half Years pneumatic valves, Compressor.
approx.) Condition based maintenance of sub-
whichever systems to bring them to original
is earlier condition. Replacement of parts and
rectification, trial run.
Periodical 840,000 Dismantling of all sub-assemblies, bogies Workshop
Overhaul Km, (7 suspension system, traction motor, gear,
(POH) Years control equipment, air-conditioning units
approx.) etc. Overhauling to bring them to original
whichever condition. Checking repair and
is earlier replacement as necessary. Inspection
and trial.
Heavy - Changing of heavy item such as bogies, Workshop
Repairs traction motor, axles, gear cases & axle
boxes etc.

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 CHAPTER 7- Maintenance Depot

The above Schedule may need slight revision based on the actual earned
kilometers per train and the specific maintenance requirements of Rolling
Stock finally procured.

7.4.2 Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended

for Indian environment:

Maint.
S.N. Kind Inspection Time Maintenance Place
Cycle
Single Pass through
Outside cleaning (wet washing on 10
1. 3 Days Automatic washing plant
automatic washing plant) mins.
of Depot

Outside heavy Cleaning (wet

washing on automatic washing
Automatic washing plant
plant and Front Face, 2 3
2. 30 days & cleaning & washing
Vestibule/Buffer area. hrs.
shed
Floor, walls inside/outside of cars
and roof. Manually)

7.5 Year-wise planning of maintenance facility setup at depot cum workshop based
on planned Rolling Stock requirement in TOP is tabulated below:

(i) Planned rakes as per TOP:

TABLE-7.3

Year No. of Rakes No. of coaches

2016 10 60
2019 13 78
2021 15 90
2031 15 90

ii) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop
Lines (WSL) in the Depot -cum -Workshop.

DPR for Andheri (E) Dahisar(E) Metro Corridor August 2015 3/19
 CHAPTER 7- Maintenance Depot

Stabling, Inspection and Workshop lines

Year No. of SBLs IBLs WSLs

Rakes

2016 10 8 lines x One bay of 2 lines each One bay of 2 lines

one train of with one train of 6- cars. each with one train
6-car One line is required from of 6- cars. Two lines
2019 13 11 lines x year 2016 and catering up are required from
one train of to year 2019 and 2nd line is year 2016 and
6-car required from the year 2021 catering up to year
and catering up to 2031. 2031.
2021 15 13 lines x
one train of
6-car
2031 15 13 lines x
one train of
6-car

7.6 Requirement of maintenance/Inspection lines for depot-cum-workshop:

Maintenance
Requirement (No. of Lines Needed
Schedule
Cars)

i) Year 2016 - Maximum no. of rake holding is 10 TS x6 ( = 60 Cars)

A Checks (5000 km) (10X6) Cars = 60 Cars 1 Line x one train of 6- Cars
approx. 15 days (with Sunken Floor)
B Checks (15000 (10X6) Cars = 60 Cars 1 Line x one train of 6- Cars
km) approx. 45 days. (with Sunken Floor)
Unscheduled line & For minor repairs, testing
adjustment lines and after IOH/POH
adjustments
1 Bay of 2 lines. One line is
Requirement required from year 2016 and
catering up to year 2019.

ii) Year 2019 - Maximum no. of rake holding is 13 TS x6 ( = 78 Cars)

A Checks (5000 km) (13X6) Cars = 78 Cars 1 Line x one train of 6- Cars
approx. 15 days (with Sunken Floor)
B Checks (15000 (13X6) Cars = 78 Cars 1 Line x one train of 6- Cars
km) approx. 45 days. (with Sunken Floor)
Unscheduled line & For minor repairs, testing
adjustment lines and after IOH/POH
adjustments

DPR for Andheri (E) Dahisar(E) Metro Corridor August 2015 4/19
 CHAPTER 7- Maintenance Depot

1 Bay of 2 lines. One

line is required from
Requirement year 2016 and
catering up to year
2019.

iii) Year 2021 - Maximum no. of rake holding is 15 TS x6 ( = 90 Cars)

A Checks (5000 km) (15X6) Cars = 90 Cars 1 Line x one train of 6- Cars
approx. 15 days (with Sunken Floor)
B Checks (15000 (15X6) Cars = 90 Cars 1 Line x one train of 6- Cars
km) approx. 45 days. (with Sunken Floor)
Unscheduled line & For minor repairs, testing
adjustment lines and after IOH/POH
adjustments
1 Bay of 2 lines. 2nd
line is required from
Requirement year 2021 and
catering up to year
2031.
iv) Year 2031 -Maximum no. of rake holding is (15 x6 = 90Cars)

A Checks (5000 km) ( 15 X 6 ) Cars = 90 Cars No additional requirement

15 days
B Checks (15000 ( 15 X 6 ) Cars = 90 Cars
km) 45 days
Unscheduled line & For minor repairs, testing
adjustment lines and after IOH/POH
adjustments

7.7 Inspection requirements at depot :

Facilities for carrying out inspection activitities shall be provided in the

inspection bay for following Systems / Equipments of a train:

Electronics; PA/PIS
Mechanical components, couplers etc
Batteries
Air conditioner
Brake modules
Bogie
Traction Motor
Vehicle doors, windows and internal fittings
Power system including converter, circuit breaker etc.

These activities shall be grouped into A checks and B checks. The minor
scheduled inspections (A checks) shall be carried out during the day off
peak and night. Since B checks take longer time, these cannot be completed
in the off peak times. Certain inspection lines will be nominated for A checks.

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 CHAPTER 7- Maintenance Depot

For B checks, separate line will be nominated where the rakes may be kept
for long time.

7.8 Design of Depot- cum- Workshop Facilities

7.8.1 Stabling lines at depot:

As per advised dimensions of the Rolling Stock, the length of 6- Car train
would be Approx. 138 mts. For the design of the stabling lines in the depot
and terminal stations or elsewhere (as may be required), following
approximates lengths have been taken in consideration:

(i) Length of one 6- Car rake= 138 m

(ii) Pathway in the entry side=10m
(iii) Free length at outer ends ( for cross pathway, Signal and Friction buffers)=
10m
(iv) Total length of Stabling lines = 10+138+10= 158 m approx .
Looking to the car width of 3200 mm on SG, 5.3 m Track Centre is proposed
for all the stabling lines. Thus, space between stabling shall be sufficient to
include 1 m wide pathway to be constructed between tracks to provide access
for internal train cleaning and undercarriage inspection with provision of
following facilities:

a) Each Stabling line to have water connection facility so that local cleaning,
if required, is facilitated.
b) Platforms at suitable points at each end of stabling lines to enable train
operators to board or de- board conveniently.
7.8.2 Inspection Bay at depot-cum-workshop:

The length of Inspection shed is computed as below:

(i) Length of one 6- Car rake=138 m

(ii) Pathway in the entry side = 11 m
(iii) Free length at outer ends ( for cross pathway, Signal and Friction buffers)=
11m
(iv) Total length of Inspection lines = 11+138+11= 160m approx
The width of the Inspection bay in computed as below:

(i) Centre to- centre spacing between the lines= 7.5 m

(ii) Centre line of outer lines to column of Shed= 3 m
(iii) Width of a 2 line Inspection Bay= 3+ 7.5+ 3= 13.5 approx 14 meter

DPR for Andheri (E) Dahisar(E) Metro Corridor August 2015 6/19
 CHAPTER 7- Maintenance Depot

a) There shall be one inspection bay of 160 m X 14 m size each with

provision of accommodating two inspection lines each having sunken
floor and overhead roof inspection platforms at each of the line. The floor
will be sunken by 1100mm. The track spacing between the adjacent IBLs
shall be 7.5 m.
b) Roof Inspection platforms of 1.2m width and walkways for roof inspection
supported on the columns shall be provided. There would be lighting
below the rail level to facilitate the under frame inspection. Ramps of 1:8
slopes, 3 meter wide should be provided with sunken floor system for
movement of material for the cars. Further, 10m cross pathways are left
at each end for movement of material by fork lifter/Leister/Hand trolley.
415V 3 phase 50 Hz, 230V 1 phase 50 Hz AC supply and Pneumatic
supply shall also be made available on each inspection shed columns.
Air-circulators shall be provided on each column. The inspection bay
shall be provided with EOT crane of 1.5 T to facilitate lifting of
equipment.
Roof and walls shall be of such design that optimum natural air
ventilation occurs all the time and sufficient natural light is also available.
Each Inspection bay will also have arrangement close by for cleaning of
HVAC filter under high pressure water jet.

7.8.3 Workshop Shed at Depot:

Requirement of workshop lines is planned as under:

Unschedule Remarks
IOH & Major
Year d repairs Total
POH Overhauling
/lifting
2016 1 line of 6-Car train and free 1 line x 1 One bays of The size of one
space for storage of other train of 6 2 lines each workshop bay shall be
equipment. Car train with one 160 X 21 m comprising
length. trains of 6- of two lines capable of
cars is to be accommodating one train
required for of 6- Car each with Bogie
2019 -do- -do- -do- the year turn table facility, with
2016 and free space for storage of
catering up to wheel/ bogie/
year 2031. equipments etc.

2021 -do- -do- -do-

2031 -do- -do- -do-

(a) There shall be one bay comprising of two lines (as detailed in Remarks
above). Size of the workshop bay is proposed to be 160m x 21m. The
unscheduled lifting and heavy repair line shall be fitted with jack system

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 CHAPTER 7- Maintenance Depot

capable to lift the 6- Car unit simultaneously for quick change of bogie,
thereby saving down time of Rolling Stock. The arrangement of jack
system shall be such that lifting of any coach in train formation for
replacement of bogie/equipments is also individually possible. Space on
one line shall be available for stocking of Bogies and wheels. These lines
are to be provided with pits at regular intervals for inspection of
undercarriage and lines are to be interconnected by turn tables. Each
workshop bay shall be equipped with two 15T and 5T overhead cranes,
each spanning the entire length of the workshop bay.

(b) There shall be space provided for repairs of HVAC, Door, and Traction
motor etc. repairs. Distinct spaces shall be earmarked for
dismantling/repairs/ assembling and testing of each of these equipments.
Related machinery for Overhauling / Repairs & testing activities of every
equipment are also to be housed in the space earmarked.
(c) There shall be washing and cleaning equipments on the workshop floor.
Bogie test stand shall be provided in the workshop. Other heavy
machinery shall also be suitably installed on the workshop floor. Air-
circulators, lights, Powers supply points and compressed air supply line
shall be provided on each workshop column.
(d) Workshop lines shall be inter-linked through turn tables, each suitable for
movement of a train in AWo (unloaded) condition and shall also be
capable to rotate with a fully loaded bogie on it. Repair of heavy
equipments such as air conditioners shall be so located so that it does not
affect the movement inside workshop.
(e) There shall be walkways on columns for roof inspections, along the
workshop lines. These walkways shall not infringe with cars being lifted/
lowered by means of mobile jacks. Suitable space between the nearest
exterior of a car and farthest edge of the walkway has to be ensured to
avoid conflict in lifting and lowering of cars.
(f) The small component, bogie painting and battery maintenance cells will be
located in the workshop with arrangement that fumes are extracted by
suitable exhaust systems.
(g) Workshop will have service building with array of rooms along its length.
Total size is proposed to be 166 x 8m. These can be made by column and
beam structure and architecture made of brick works. These shall cater
for overhauling sections, offices, costly store item, locker rooms, toilets
etc. Two opposite sides widthwise shall be open to facilitate natural air
circulation and cross ventilation besides the egress & ingress for coaches.
The sidewalls shall also have sufficient width of louvers for providing
adequate ventilation.
(h) There shall be space for bogie/ axle repair shop with necessary
infrastructure for disassembly, overhead, assembly and testing of
mechanical components of bogies/ axle. The repair shop shall be easily
approachable from with the workshop for transportation of components.

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 CHAPTER 7- Maintenance Depot

Following equipment repair/overhaul facilities are planned in the

workshop and wheel repairs shop at the workshops:

1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
5. Axle Box and Axle Bearing
6. Pantographs
7. Transformer, converter/inverter, circuit breaker
8. Battery
9. Air Compressor
10. Air-conditioner
11. Brake Equipment
12. Door actuators
13. Control and measuring equipments
14. Pneumatic equipment
15. Dampers and Springs
16. Couplers/Gangways
17. Coach Painting (Applicable only for Aluminum coaches, if any)

7.9 Car Delivery Area

There shall be rail connectivity between the Depot-cum- Workshop and

mainline and all trains due for scheduled/ unscheduled works shall reach the
depot-cum- Workshop by rail.

However in case of newly procured coaches, which are transported by road,

these shall reach the Depot-cum Workshop by the road on trailers. To unload
the coaches and bring them to the track, provision of space, along the side of
shunting neck, has to be made for unloading of cars and other heavy
materials. This area shall have an insulated track embedded in the floor
facilitating the movement of road trawler, which brings in the cars. The length
of the track embedded area shall be about 40m long. There should be enough
space available for movement of heavy cranes for lifting of coaches. The
unloading area should be easily accessible for heavy duty hydraulic trailers.

7.10 Operational Features

The rake induction and withdrawal to main line will be primarily from the
stabling shed. Further, provisions are there for direct rake induction and
withdrawal to main line from Inspection Shed/workshop area. Movement from
depot to the main line is so planned that the headway of main line is not
affected. Simultaneous receipt and dispatch of trains from depot to main line
is feasible in the present site scenario. Both of these activities will be done
effectively without effecting the train operation on the main line. The stabling

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 CHAPTER 7- Maintenance Depot

lines would be interlocked with the main line thereby induction of train from
the stabling would be safe and without loss of time. The proposition for a
transfer track on the incoming line as well as on the outgoing line to facilitate
the movement of rake in the depot by Operation Control Centre (OCC) even
though the further path inside the depot is not clear shall be explored in the
detailed design stage depending on the actual availability of land.

An emergency line is also provided from which an emergency rescue vehicle

may be dispatched to main line in the event of emergency if necessary.

7.11 Infrastructure Facilities

I. Inspection and Workshop facilities:

As indicated in 7.8.2 & 7.8.3 above.

II. Stabling Lines in Depot:

a) The requirement of lines shall be in accordance with the details
indicated in para 7.8.1 above. A part of the stabling siding in the
depot shall be covered with a roof in order to facilitate testing of air
conditioning of trains and their pre-cooling under controlled
condition of temperature.
b) Separate toilets adjustment to stabling lines shall be provided with
small room for keeping cleaning aids and for utilization by the
working staff.
III. Automatic Coach Washing Plant (AWP)
Provision to be made for Rolling Stock exterior surfaces to be washed
using a fully automated Train Washing System, with a throughput
capacity of approximately ten trains per hour. The AWP shall be
situated at such a convenient point on the incoming route so that
incoming trains can be washed before entry to the depot and
undesirable movement/shunting over ingress and egress routes within
the depot is avoided. Additional space for plant room for AWP system
shall be earmarked alongside the washing apron as indicated at S. No.
6 of Annexure I.

IV. Train Operators Booking Office

Suitable office facility adjacent to the stabling lines at each depot
should be provided so that train operators reporting On duty or going
Off duty can obtain updates regarding Special Notices, Safety
Circulars and other technical updates/information in vogue. These
offices should have an attached a cycle/scooter/car stand facility for
convenience of the train operating staff.

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V. Test Track
A test track of 1000 mts. in length covered & fenced should be
provided beside workshop in the depot. It shall be equipped with
signaling equipments (ATP/ATO). It shall be used for the
commissioning of the new trains, their trials and testing of the trains
after the IOH and POH. Entry into the test track shall be planned for a
6- Car train. In compliance to safety norms, the boundary of the track
shall be completely fenced to prevent unauthorized trespassing across
or along the track.

VI. Heavy Cleaning Shed

Monthly heavy cleaning of interior walls, floors, seats, windows glasses
etc, outside heavy cleaning, Front/rear Face, Vestibule/ Buffer area,
outside walls and roof shall be done manually in the interior cleaning
plant designed for cleaning of one at a time. A line adjacent to
inspection shed should be so provided that placement of rakes is
possible from workshop or inspection lines & vice versa conveniently
and with ease.

VII. Power Supply

Auxiliary substations are planned for catering to the power supply
requirement of the whole depot and workshop. Details of connected
load feeder shall be worked out. Taking diversity factor of 0.5 the
maximum demands shall be computed. Two Auxiliary substations are
proposed, as the demand by machines in Workshop area would be
very large. The standby power supply is proposed through DG set with
AMF panel. The capacity of DG set will be adequate to supply all
essential loads without over loading.

VIII. Compressed Air Supply

Silent type compressor units shall be suitably installed inside the
depots at convenient location for the supply of compressed air to
workshop and Inspection sheds. Thus, the pneumatic pipeline shall
run within the workshop and inspection bays as to have compressed
air supply line at all convenient points.

IX. Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of each
depot. Sewerage, storm water drainage shall be given due care while
designing the depots for efficient system functioning. Past records of
Municipal Corporation shall be used to design the drainage system.
Rainwater harvesting would be given due emphases to charge the
under ground reserves.

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X. Ancillary Workshop
This workshop will have a line at floor level with provision of pits.
Arrangement for repairs of Shunters, Rail Road Vehicles and other
ancillary vehicles will be provided. These vehicles will also be housed
here itself. Heavy lifting works can be carried out in main workshop.

Ancillary workshop will be used for storing OHE/rigid OHE parts and
their maintenance/ repair for restoration of 25 kV feed system.

XI. Watch Towers

There shall be provision of adequate number of watchtowers for the
vigilance of depot boundary.
XII. Administrative Building
An administrative building close to the main entrance is planned. It can
be suitably sized and architecturally designed at the detailed design
stage. A time and security office is also provided close to main
entrance. It shall be equipped with suitable Access control system for
all the staff working in the complex.

XIII. Parking Facilities

a) Ample parking space shall be provided for the two wheelers and
four wheelers at the following points.
i) Close to the depot entry.
ii) Close to the stabling lines.
iii) Close to the Workshop/IBL.
b) Space for parking of road and re-railing equipments

Enough space for parking of road vehicle/ trailers/ trucks etc.

Enough space will also have to be earmarked adjacent to
workshops. Similarly, provision of space for parking of re-railing
equipments will have to be made close to the main exit gate of the
Depot.

XIV. Shed and Buildings

The shed and buildings normally provided in the depot with their sizes
and brief functions are indicated at Para 7.12.1. At the detailed design
stage depending upon the land availability, the decision to locate these
buildings can be taken. These can then be architecturally and
functionally grouped.

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XV. Plant and Machinery

a) A separate building is planned for housing pit wheel lathe (PWL),
approachable from workshop, inspection bay and stabling lines
through rail and road for placement of cars for re- profiling of
wheels within the depot along with space for depot of scrap.
b) Requirement of buildings and major plants and machinery, is given
at Paras 7.12.1 & 7.12.2.
7.11.1 Following Safety features should be incorporated in the design of
the Maintenance Depot-cum-Workshop:

a) 1.5 EOT cranes in the inspection bay should be interlocked with 25 kV

ac OHE in such a way that, the cranes become operational only when
the OHE is isolated and grounded.
b) Red flasher lights should be installed along the inspection lines at
conspicuous location to indicate the OHE is Live.
c) Multi level wheel and TM stacking arrangement should be an inbuilt
feature at the end of Workshop Lines.
d) Pillars in the inspection bay & workshop should have provision for
power sockets.
e) Placement of rakes from inspection/workshop lines on to washing lines
for interior cleaning on their own power should be possible. Linking of
OHE and its isolation at the cleaning area should be provided.
Necessary requirements of safety should be kept in view.
f) The roof inspection platform should have open-able doors to facilitate
staff to go up the roof for cleaning of roof. Suitable safety interlock
should be provided to ensure maintenance staff are enabled to climb
on the roof inspection platform only after the OHE is isolated.
g) Control Centre, PPIO & store depot must be close to Workshop.
h) Width of the doors of the sections wherein repairs of equipments are
done should be at least 2 meters wide to allow free passage of
equipment through them.
i) Provision of water hydrants should be done in workshops & stabling
yards also.
j) Compressed air points along with water taps should be available in
interior of buildings for cleaning.
k) Ventilation arrangement inside the inspection shed and workshop
should be ensured. Arrangement for natural cross ventilation from one
side to another of inspection & workshop bays to be incorporated along
with optimum availability of natural light at floor level.

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7.12 List of Buildings & List of Plants & Equipments at Depot-cum-workshop

7.12.1 List of Buildings at Depot-cum-workshop:

S.No Name of Building Size Remarks

1. Inspection Shed 160m x 14m Servicing of Cars for 15 days &
45 days inspection.

Workshop Shed 160 x 21m Major repair & overhaul of rolling

stocks, diesel shunters, electric
tractors, tower wagons. All heavy
lifting jobs.
Associated Sections 166m x 8m Rooms for carrying out the
inspection & workshop activity.
Stabling line shed 158m x 59m Provisional for total area as per
requirement of stabling of 15
rakes during year 2021 is to be
made (with initial provision for 13
rakes only).
2. Stores Depot & 45m x 45m i. Stocking of spares for
Offices including regular & emergency
Goods Platform with requirement including
Ramp consumable items.

ii. This store caters for the

requirement of depot for
rolling stock & other
disciplines.

iii. To be provided with

computerized inventory
control.
iv. Loading/Unloading of
material
received by road.
3. Elect. Substation & 20m x 15m To cater for normal and
DG set room emergency power supply for
depot, workshop, service and all
other ancillary buildings, essential
power supply for essential loads
and security light.

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4. Traction repair 80m x 30m Stabling and routine maintenance

depot and E &M (partly double of shunting engine etc. & Traction
repair shop storey) maintenance depot.
For maintenance of
lifts/escalators and other General
service works.
5. Cycle / Scooter / 100m x 6m i. Close to the depot entry.
Car Parking 60m x 6m ii. Close to the stabling lines.
6. Auto coach washing 60m x 10m For automatic washing of
plant coaches. Provision of Washing
apron for collection of dripping
water and its proper drainage to
be ensured.
7. Washing apron for 160m x 6.5m Heavy wet washing of rakes from
Interior Cleaning inside, under frame, roof at 30
days interval.
8. P-way office, store 80m x 20m i. For track maintenance of
& Workshop section and depot.
including Welding ii. To weld rails for
plant construction period only.
iii. To stable track Tamping
machine.
9. Security office & 15m x 8m For security personnel.
Time Office For time punching
Garages (4 Nos.) For parking vehicle jeep, truck
etc.
10. Check Post (2 Nos.) 5m x 3m For security check of
incoming/outgoing staff material
and coaches.
11. Depot control centre 25mx20m To control movement of trains in
& Crew booking (double and out of the depot and for crew
centre storey) booking.
12. O.H raw water Tank 1,00,000 For Storage of water.
Ltrs.
Capacity
13. Pump house Bore 7.3mx5.4m Submersible type pump planned
well (200 mm with 200 mm diameter bore well.
bore)
14. Dangerous goods 15m x 10m For Storage of paints,
Store inflammables & Lubricants

15. a)Traction a)120m x Traction Power Supply

25/33kV/66kV sub 80m
station b) 15m x30m
b) Feeding Post
16. Waste Collection 10m x 10m Garbage dumping
Bin

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17. Repair shops for S 40m x 20m For the AFC gates, Signaling and
&T telecom equipment.
18. Work shop Manager 30m x 20m Office of Depot in charge
Office
19. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO
20. Waste Water 12m x 6m For treating the discharge waters
Treatment Plant of the depot and remove the oil,
acids etc. before discharging into
the river, with U/G tank.
21. Canteen 200 sqm. To cater staff of depot and
workshop. Should be in a
separate building with modern
kitchen ware and facilities.
Obligatory as per statutory
requirements.
22. Toilets 10m x 7m These toilets shall be
-Gents 10m x 7m approachable both from
-Ladies workshop as well as from
inspection bay and ladies toilets
shall be completely insulated from
gents toilet.

7.12.2 List of Plants & Equipments at Depot-cum-Workshop :

S. Equipment Qty. Unit

No.
1. Under floor Pit wheel lathe, Chip crusher and 1 No.
conveyor for lathe on pit, Electric tractor for
movement over under floor wheel lathe
2. Under floor lifting systems for 3-car unit for 1 Set
replacement of bogie
3. Mobile jacks 15T for lifting cars (set of 12 jacks) 1 No.
4. Rerailing equipment consisting of rail cum road 1 Set
vehicle and associated jack system etc.
5. Run through type Automatic Washing plant for Metro 1 No.
cars.
6. Rail fed Bogie wash plant 1 No.
7. Bogie test stand 1 No.
8. Work lift platform 4 No.
9. Electric bogie tractor for pulling cars and bogies 1 No.
inside workshop
10. Re-railing equipments 1 Set
11. Compressor for Inspection shed & shop air supply 2 No.
12. (i) Travelling O/H crane Workshop 15T/3 T 2 No.
(ii) 1.5T Capacity (IBL):- 2 Nos. 2 No.
13. Mobile jib crane 2 No.
14. Mobile lifting table 4 No.
15. Carbody stands 24 No.

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16. Bogie turn tables 2 No.

17. Underframe & Bogie blowing plant & small 2 No.
parts/equipment
18. AC filter cleaning machine 1 No.
19. High capacity vacuum cleaner 2 No.
20. High-pressure washing pump for front and rear end 2 No.
cleaning of car
21. Industrial furniture (including Work Test Benches) 1 L.s.
22. Minor diagnostic equipment and collective tools - Set
23. Induction heater 1 No.
24. Oven for the motors 1 No.
25. EMU battery charger 2 No.
26. Welding equipments (Mobile welding, oxyacetylene, 2 Set
fixed arc welding)
27. Electric and pneumatic tools - Set
28. Measuring and testing equipment - Set
29. Tool Kits - Set
30. Mobile safety steps 12 No.
31. Fork lift tractor 2 No.
32. Pallet trucks 6 No.
33. RRV for carrying of rerailing equipments including 1 No.
container
34. Road vehicles (pickup van/ truck) 1 Set
35. Miscellaneous office equipments - Set
36. Vertical Boring Mainline for wheel discs 1 No.
37. Press for removal and pressing of the wheel on axles 1 No.
38. Special jigs and fixtures and test benches for Rolling 1 set
Stock
39. Stackers (1T for DCOS) 2 No.
40. Storage Racks (W/shop & DCOS stores) 1 Set
41. Test benches 1 Set
42. Battery operated platform truck 1 No.
43. Vehicle mounted crane 1 No.
44. Impulse Tester for TMs 1 No.
45. Bearing puller 1 No.
46. Truck 1 No.
47. Wheel profile meters 1 No.
48. High rise work lift platform(HRWP) 1 No.
49. Video Diagnostic equipments for traction motor 1 No.

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 CHAPTER 8: Power Supply Arrangements

Chapter - 8
POWER SUPPLY ARRANGEMENTS

Power supply is the lifeline of Metro System

8.1 Power Requirements

Electricity is required for operation of Metro system for running of trains,

station services (e.g. lighting, lifts, escalators, signalling & telecom, fire
fighting etc) and workshops, depots & other maintenance infrastructure within
premises of metro system. The power requirements of a metro system are
determined by peak-hour demands of power for traction and auxiliary
applications. Broad estimation of auxiliary and traction power demand is
made based on the following requirements:-

(i) Specific energy consumption of rolling stock 80 KWh/1000 GTKM

(ii) Regeneration by rolling stock 30%
(iii) Elevated/at grade station load initially 250 kW, which will increase to
500 kW in the year 2031
(iv) Depot auxiliary load - initially 2000 kW, which will increase to 2500 kW
in the year 2031.

Keeping in view of the train operation plan and demand of auxiliary and
traction power, power requirements projected for the year 2016, 2019, 2021
and 2031 are summarized in table 8.1 below:

Table 8.1 Power Demand Estimation (MVA)

Year
Corridor Load
2016 2019 2021 2031
Andheri to Traction 7.74 9.30 10.83 11.06
Dahisar Auxiliary 7.41 9.70 10.69 12.97
16 Stations (16.48
Total 15.15 19.00 21.52 24.03
km)

The detailed calculations of power demand estimation are attached at

annexure 8.1

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 CHAPTER 8: Power Supply Arrangements

8.2 Need for High Reliability of Power Supply

The proposed Mumbai metro system is being designed to handle about

19,641 passengers per direction during peak hours when trains are expected
to run at 5.5 minutes intervals. Incidences of any power interruption, apart
from affecting train running, will cause congestion at stations. Interruption of
power at night is likely to cause alarm and increased risk to traveling public.
Lack of illumination at stations, non-visibility of appropriate signages,
disruption of operation of lifts and escalators is likely to cause confusion,
anxiety and ire in commuters, whose tolerance level are low on account of
stress. Effect on signal and communication may affect train operation and
passenger safety as well. Therefore, uninterrupted power supply is
mandatory for efficient metro operations.

To ensure reliability of power supply, it is essential that both the sources of

Supply and connected transmission & distribution networks are reliable and
have adequate redundancies built in. Therefore, it is desirable to obtain power
supply at high grid voltage of 220, 110 or 66 kV from stable grid sub-stations
and further transmission & distribution is done by the Metro Authority itself.

8.3 Sources of Power Supply

The high voltage power supply network of Mumbai city was studied in brief.
The city has 220, 110 and 66 kV network to cater to various types of demand
in vicinity of the proposed corridors.

Keeping in view the reliability requirements, two Receiving Sub-stations are

proposed to be set up for the line. This is an economical solution without
compromising reliability. It is proposed to avail power supply for traction as
well as auxiliary services from the following grid sub-stations of TATA Power
Company Limited at 110 kV voltage through cable feeders:
Table 8.2 Sources of Power Supply
Corridor Grid sub-station (GSS) Location
(Input of RSS Approx.
of Metro length cables
voltage) Authority from GSS to
RSS
Andheri to Dahisar
220 or 110 or 66 kV Grid
RSSSub Near Andheri Station
To be confirmed by
16 Stations (16.48 Station (GSS) Near TATA Power
km) Andheri
110 kV Grid Sub Station RSS(GSS)
Near Dahisar Depot
To be confirmed by
Near Dahisar TATA Power

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 CHAPTER 8: Power Supply Arrangements

Tata Power company have assured that reliable power supply from their 110
kV Borivli Sub-station will be provided for Dahisar Depot RSS (Annexure
8.2) and for Supply of Andheri RSS, a letter No. DMRC/Elect/Mumbai/2015,
dated 04.08.2015 has been sent to TATA Power Company for confirmation of
source of power supply (Annexure 8.3). In view of this, during the details
design stage, the locations of RSS and GSS may be reviewed/ fine tuned and
finalized based on the updated status of power supply/ Sub-stations of TATA
Power Company Limited. The summary of expected power demand at various
sources is given in table 8.3.

Table 8.3 Power Demand projections for various sources

Peak demand Peak demand**
Normal (MVA) Emergency (MVA)
Corridor Input Source
Year Year Year Year
(2016) (2031) (2016) (2031)
RSS Near Andheri Station
Traction 3.04 4.42 7.74 11.06
Andheri to
Dahisar Auxiliary 2.47 4.94 7.71 12.97
16 Stations Sub-total (A) 5.51 9.36 15.15 24.03
(16.48 km) RSS Near Dahisar Depot
Traction 4.70 6.63 7.74 11.06
Auxiliary 4.94 8.04 7.71 12.97
Sub-total (B) 9.64 14.67 15.15 24.03
Total (A+B) 15.15 24.03
** Incase of failure of other source of power

The 110 kV power supply will be stepped down to 33 kV level at the

RSSs of metro authority. The 33 kV power will be distributed along the
alignment through 33 kV Ring main cable network for feeding traction
and auxiliary loads. These cables will be laid in dedicated ducts/cable
brackets along the viaduct.

In case of tripping of One RSS of the line on fault or input supply failure,
train services can be maintained from stand-by source of the same line.
But if one more RSS fails, only curtailed services can be catered to.
However, in case of total grid failure, all trains may come to a halt but
station lighting, fire and hydraulics & other essential services can be
catered to by stand-by DG sets. However, no train services can be run
with power supply received from DG Sets. Therefore, while the proposed

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 CHAPTER 8: Power Supply Arrangements

scheme is expected to ensure adequate reliability, it would cater to

emergency situations as well, except for the train running.

Typical High Voltage Receiving Sub-station

The 110 kV cables will be laid through public pathways from TATA
Power Sub-stations to RSS of Metro Authority. RSS Near Andheri
Station shall be provided with 2 Nos. (one as standby) 220 or 110 or 66/
25 kV, 15 MVA (ONAN) Traction Transformers for feeding Traction load
and 2 Nos. (one as standby) 220 or 110 or 66/ 33 kV, 15 MVA (ONAN)
three phase Transformers for feeding auxiliary loads and RSS Near
Dahisar Depot shall also be provided with 2 Nos. (one as standby) 110/
25 kV, 15 MVA (ONAN) Traction Transformers for feeding Traction load
and 2 Nos. (one as standby) 110/ 33 kV, 15 MVA (ONAN) three phase
Transformers for feeding auxiliary loads. The capacity of transformers
may be reviewed considering the load requirement/distribution of both
the corridors at the time of detailed design.

Conventional Outdoor type 110 kV Switchgear is proposed for all the

RSS to be located in approx. 100 X 80 m (8000 sq. m) land plot as the
availability of Land in this area may not be a constraint. If Gas Insulated
Switchgear (GIS) type Switchgear will be planned in future due to less
space and reduced maintenance the capital cost need to be enhanced.
110 kV GIS substation land requirement will be approx. 60 X 70 m (4200
sq. m). In that case the cost of sub-station works will increase by nearly
Rs. 10 Crores per 110 kV RSS with respect to conventional substation.

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8.4 Various options of Traction system:-

There are three options available for power supply system for MRTS:-
25 kV & 2X25 kV AC Overhead Catenary system
750 V DC third rail system
1500 V DC Overhead Catenary system
A sub- committee set up by Ministry of Urban Development on Traction
system for metro railway has studies various aspects of merits and demerits
of various traction system. The following are the highlights of Report:-

Merits and Demerits of various traction systems

a) 25 kV AC with OCS (Flexible/rigid):-Merits

Reduced cost Unlike dc traction this system, does not require
substations at frequent intervals due to high voltage, reduced
current levels and lower voltage drops as a result, there is
substantial reduction in cost. Cost of 25 kV AC traction systems is
about 30% less as compared to 750V DC 3rd rail traction system.
Energy regeneration & line losses- Energy regeneration is more
than 30% in 25 kV AC traction system as compared to 18% in
750V DC 3rd rail traction system. In 25 kV AC traction system line
losses are 12% less as compared to 750V DC 3rd rail traction
system
Cost of rolling stock- The cost of rolling stock & maintenance
cost of traction system are comparable.
Capacity The system can cater to traffic needs even in excess
of 75000 PHPDT, which, however, is restricted on account of
other constraints.
Easy of capacity enhancement Capacity enhancement can be
easily achieved by simply enhancing the transformer and its
associated equipment at the receiving substation.
Higher efficiency of operation The efficiency of regeneration
is substantially more than DC systems and line losses are very
less of the order of 5%. 100% recovery of regenerated energy is
possible in the case of 25 kV AC traction compared to a figure of
75% in the case of 1500 V DC systems and 60% in the case of
750 V DC systems.
Less Fire hazards-AC system poses lesser fire hazards as
current levels are much lower than DC system.

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Stray current - There are no problem of stray currents and hence

nearby metallic structures are not affected by corrosion. However
there are problems of EMC / EMI which can be controlled by using
return conductor & screened cables in signaling applications &
fiber optic cable in telecommunication system without using
booster transformer as per recent developments. This also helps
in avoiding use of booster transformer which causes 2% line loss
and excessive voltage drops besides involving maintenance &
reliability issues.
Traction equipments in 25 kV AC system are standardized &
mostly indigenously available.
Though in underground section higher side tunnel diameter
because an issue but this is not the case here.

b) 600-850 V DC third rail traction system:-Demerits

High operating currents and High voltage drops
necessitating reduction in spacing of sub-station- This leads
to larger voltage drops along the Third Rail distribution system,
which necessitates closer spacing of sub- stations at an interval of
almost every 2 Km, leading to higher costs of construction.
Low levels of regeneration- 60% of re-generated energy in a
750 V DC system is possible to be retrieved.
Safety hazards with use of high voltage at ground level- Due
to existence of the live third rail at ground level, this system can
be hazardous to safety of commuters and maintenance personnel
if they fail to adopt safety precautions.
Line losses- Line losses are more due to higher current.
Transmission line losses on 750 V DC traction system are around
21% as against 5% of 25 kV AC traction system.
Phenomenon of stray current- In a third rail system, where the
running rails are used as a return path, a part of the return current
leaks into track structure. This current is called stray current. It is
necessary to manage the stray current to ensure minimal
corrosion effect and consequent damages to metallic components
in the track structure as well as metallic reinforcement and metal
pipes of building of metro and public areas adjacent to the Metro
alignment.

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c) 1500 V dc system with Overhead Catenary System:-Demerits

Higher maintenance requirement and costs as compared to 750V

DC third rail system.
Theoretical traffic capacity with 1500 V traction system is less as
compared to 25 kV AC system.
Line losses are more due to higher current as compared to 25 kV
AC. It may be in the range of 10 to 12% as against 5% of 25 kV
AC system.

In view of above techno-economic considerations, 25 kV AC traction system
is recommended.

8.5 Electromagnetic Interference (EMI) and Electromagnetic Compatibility

(EMC)

25 kV AC traction currents produce alternating magnetic fields that cause

voltages to be induced in any conductor running along the track. Booster
Transformer and Return Conductor (BT/RC) System is proposed for EMI
mitigation. Concrete structures of elevated viaducts are not good electrical
earths and therefore, Earthing and Bonding of the traction system shall be in
accordance with the latest standards EN50122-1, IEEE80 and other relevant
standards. Two earth conductors Overhead Protection Cable (OPC) and
Buried Earth Conductor (BEC) are proposed to be laid along with elevated via
duct and all the metallic structures, structural reinforcement, running rails etc
will be connected to these conductors to form an equiv-potential surface & a
least resistance path to the fault currents. The overhead protection cable will
also provide protection against lightning to the 25 kV OHE and the elevated
viaduct.

Detailed specification of equipment e.g. power cables, transformer, switchgear,

E&M equipment etc shall be framed to reduce conducted or radiated emissions
as per appropriate international standards. The Metro system as a whole
(trains, signaling & telecomm, traction power supply, E&M system etc) shall
comply with the EMC requirements of international standards viz. EN50121,
EN50123, IEC61000 series etc. A detailed EMI/EMC plan will be required to be
developed during project implementation stage.

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8.6 Auxiliary Supply Arrangements for Elevated Stations

Auxiliary sub-stations (ASS) are envisaged to be provided at each station.

The ASS will be located at mezzanine or platform level inside a room. The
auxiliary load requirements have been assessed at 500 kW for elevated/at-
grade stations. Accordingly, two dry type cast resin transformers (33/0.415
kV) of 630 kVA capacity are proposed to be installed at the stations (one
transformer as standby).

8.7 Auxiliary Supply Arrangements for DEPOT

The Following major plant and machinery are to be provided in Depot:-

RRV for carrying re railing equipments
Road vehicles (pick up van/ truck)
Flat wagon for carrying material.
Diesel/Electric battery powered locomotive with traction battery
charger.
Under floor Pit wheel lathe, chip crusher and conveyor for lathe on pit,
Electric tractor for movement over under floor wheel lathe.
Travelling O/H crane workshop 15T/3T,1.5T capacity(IBL),ETU shed
5T crane
Mobile Jib crane

A separate ASS is required at the depot. The Depot ASSs will also be provided with
2x2500 kVA auxiliary transformers.

Typical Indoor Auxiliary Sub-station

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8.8 25 kV AC Flexible Overhead Equipment (OHE) system

25 kV AC flexible OHE system shall comprise 107 sqmm silver copper contact
wire and 65 sq.mm Cd-copper catenary wires. Because of the advancements
in telecom technology, booster transformer has not been in the scope &
Return conductor (RC) shall be All Aluminum Conductor (AAC) of 93.3 sq.mm
cross section. For tensioning of OHE, ATD shall be a mix of spring ATD (50%)
and 5 pulley ATD (balance 50%) spring ATD shall not be having
counterweight and shall be provided at critical location like road crossing etc.
Proven catenary fittings are proposed similar to DMRC system.

8.9 Rating of Major Equipment

Based on emergency demand expected at each RSS as shown in Table 8.3,

and expected power demand during emergency, RSS Near Andheri Station
shall be provided with 2 Nos. of (One to be in service and one as standby)
220 or 110 or 66 /25 kV, 15 MVA Traction Transformers for feeding traction
load and 2 Nos. of (One to be in service and one as standby) 220 or 110 or
66/33 kV, 15 MVA three phase transformers for feeding auxiliary loads. RSS
Near Dahisar Depot shall also be provided with 2 Nos. of (One to be in
service and one as standby) 110/25 kV, 15 MVA Traction Transformers for
feeding traction load and 2 Nos. of (One to be in service and one as standby)
110/33 kV, 15 MVA three phase transformers for feeding auxiliary loads. The
incoming cable shall be 3-phase single core XLPE insulated with 630 mm2
Aluminum conductors to meet the normal & emergency loading requirements
and fault level of the 110 kV supply.

33 kV and 25 kV switchgear shall be rated for 1250 A being standard design.

33 kV cable ring network shall be adequately rated to transfer requisite
auxiliary power during normal as well as emergency situations and
accordingly 3 number of Single core 150 mm 2 FRLSH Aluminum conductor
cable XLPE insulated 33 kV cable is proposed for ring main network.

Adequate no. of cables are required for transfer of traction power from Metros
RSS to 25 kV OHE. Single-phase XLPE insulated cables with 240 mm2
copper conductor are proposed for traction power. Based on current
requirements, 2 cables are required for each of the two circuits to feed power
to OHE.

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The above capacities of transformers, switchgear, cables etc. have been

worked out based on the conceptual design. Therefore, these may be
required to be revised for better accuracy during design stage of project
implementation.

8.10 MV/LV System

Following major E&M Equipments/system shall be required for elevated

stations:-
MV/LV panels
DG set
UPS & Battery system
Lifts
Escalators
Fire suppression and detection system
Lights & fans
Air conditioning system
BMS system
Lightning protection system
Earthing system

Panels shall be front operated front access cubical type indoor duty floor
mounted totally enclosed dust and vermin proof with neoprene gaskets
fabricated from CRCA sheet with powder coated finish suitable for 415 V 3
Phase 4 wire 50 Hz system.

8.11 Standby Diesel Generator (DG) Sets

In the unlikely event of simultaneous tripping of all the input power sources or
grid failure, the power supply to stations as well as to trains will be interrupted.
It is, therefore, proposed to provide a standby DG set of 180 kVA capacity at
the elevated stations to cater to the following essential services:

(i) Essential lighting

(ii) Signaling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system

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Silent type DG sets with low noise levels are proposed, which do not require a
separate room for installation.

8.12 Solar Photo Voltaic (PV) Power system

In DMRC solar PV power system are installed at various sites in RESCO

(Renewable Energy Service Company) model. In Dwarka sector-21 station
500KWp solar PV power system has been installed in RESCO model.

Solar PV Power panel

RESCO Model means where the developers intend to provide solar power
system on rooftop/sites owned by DMRC on mutually agreed terms and
conditions from DMRC and enters into the PPA (Power purchase agreement)
with DMRC for supply of Solar power for 25 years from the date of
Commissioning of project.

In elevated stations about 50KWp to 100KWp capacity of Solar PV power

system can be provided depending upon type of roof availability, shadow free
roof area, orientation of stations. In DMRC receiving sub-station 50KWp
capacity Solar PV system are generally provided. In DMRC Depot area,
approx.1000KWp Solar PV can be provided. Solar PV system in station
parking area can also be planned.

8.13 Sewage Treatment System using Integrated Constructed wetlands (ICW)

Following are the objectives for providing Sewage Treatment System using
Integrated Constructed Wetlands (ICW):-

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1) To establish an effective option for treatment of wastewater that is

generated from campus.
2) Establish an onsite treatment solution which is effective and cost
effective option without producing any by products.
3) To establish a sustainable and environmental friendly solution with
minimal maintenance.
4) The treated water can be reused for various non-portable applications
landscaping, flushing and cleaning.

The objective of Constructed Wetlands is to utilize the decomposable organic

matter present in sewage, which can be disposed of into the environment
without causing health hazards or nuisance. The degree of treatment to be
adopted would meet the regulatory agencies (surface water discharge
standards).

Constructed wetlands (CW) are complex and modular system provides an

efficient and sustainable purification treatment method that is applicable to
practically all pollutant sources and in all climate and environmental
conditions. CW relies on Constructed Wetlands, and is based on the activity
of plants together with microorganism communities in the root zone. Together
they degrade, accumulate, extract, and volatilize contaminants of all kinds in
water, soil and the air, resulting in clean and purified outflow.

In DMRC Faridabad RSS 1 KLD capacity Sewage Treatment System

provided through integrated constructed wetland method.

8.14 Supervisory Control and Data Acquisition (SCADA) System

The entire system of power supply (receiving, traction & auxiliary supply) shall
be monitored and controlled from a centralized Operation Control Centre
(OCC) through SCADA system. Modern SCADA system with intelligent
remote terminal units (RTUs) shall be provided. Optical fiber provided for
telecommunications will be used as communication carrier for SCADA
system.

Digital Protection Control System (DPCS) is proposed for providing data

acquisition, data processing, overall protection control, interlocking, inter-
tripping and monitoring of the entire power supply system consisting of 33 kV
AC switchgear, transformers, 25 kV ac switchgear and associated electrical
equipment. DPCS will utilize microprocessor-based fast-acting numerical

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relays & Programmable Logic Controllers (PLCs) with suitable interface with
SCADA system.

8.15 Energy Saving Measures

Energy charges of any metro system constitute a substantial portion of its
operation & maintenance (O & M) costs. Therefore, it is imperative to
incorporate energy saving measures in the system design itself. The auxiliary
power consumption of metros is generally more than the traction energy
consumed by train movement during initial years of operation. Subsequently,
traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of
Mumbai Metro includes the following energy saving features:

(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless
steel coaches has been proposed, which has the benefit of low specific
energy consumption and almost unity power factor.
(ii) Rolling stock has regeneration features and it is expected that 30% of
total traction energy will be regenerated and fed back to 25 kV AC OHE
to be consumed by nearby trains.
(iii) Effective utilization of natural light is proposed. In addition, the lighting
system of the stations will be provided with different circuits (33%, 66%
& 100%) and the relevant circuits can be switched on based on the
requirements (day or night, operation or maintenance hours etc).
(iv) Machine-room less type lifts with gearless drive has been proposed
with 3-phase VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided
with 3-phase VVVF drive, which is energy efficient & improves the
power factor. Further, the escalators will be provided with infrared
sensors to automatically reduce the speed (to idling speed) when not
being used by passengers.
(vi) The latest state of art and energy efficient electrical equipment (e.g.
transformers, motors, light fittings etc) has been incorporated in the
system design.
(vii) Efficient energy management is possible with proposed modern
SCADA system by way of maximum demand (MD) and power factor
control.
(viii) LED lights to be used in the station area and Depot area.

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8.16 Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M)

charges of the Metro System, which constitutes about 25-35% of total annual
working cost. Therefore, it is the key element for the financial viability of the
Project. The annual energy consumption is assessed to be about 45.97
million units in initial years (2016), which will be about 67.80 Million Units in
the year 2031. In addition to ensuring optimum energy consumption, it is also
necessary that the electric power tariff be kept at a minimum in order to
contain the O& M costs. Therefore, the power tariff for Mumbai Metro should
be at effective rate of purchase price (at 110 kV voltage level) plus nominal
administrative Charges i.e. on a no profit no loss basis. The power tariff of
Maharashtra Electricity Regulatory Commission for TATA power Company,
FY 2015 16 demand charges Rs 200/ kVA per month and energy charges
Rs 7.63/ kWh. Therefore it will be in the about Rs 8.46 per unit. It is
proposed that Government of Maharashtra takes necessary steps to fix power
tariff for Mumbai Metro at No Profit No Loss basis. Similar approach has
been adopted for Delhi Metro.

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MUMBAI METRO ANNEXURE - 8.1

ANDHERI TO DAHISAR

POWER REQUIREMENT
(25 kV AC TRACTION SYSTEM)

S.No Particulars Year 2016 Year 2019 Year 2021 Year 2031

A Traction Power Requirements 1 2 3 4 5 6 7 8

(2DMC (2DMC (2DMC (2DMC
1 No. of cars 6 +2TC 6 +2TC 6 +2TC 6 +2TC
+2MC) +2MC) +2MC) +2MC)
2 Passenger Weight 145.9 T 145.9 T 145.9 T 145.9 T

3 Train Tare Weight 251.68 T 251.68 T 251.68 T 251.68 T

4 Total Train Weight 397.5 T 397.5 T 397.5 T 397.5 T

5 Section Length 16.48 KM 16.48 KM 16.48 KM 16.48 KM

6 Headway 8.0 mts 6.5 mts 5.5 mts 5.5 mts

KWhr/ KWhr/ KWhr/ KWhr/
7 Specific Energy Consumption 80 1000 80 1000 80 1000 80 1000
GTKM GTKM GTKM GTKM
8 No. of Trains/hr in both directions 15 Nos. 18 Nos. 22 Nos. 22 Nos.

9 Peak Traction Power Requirement 7.86 MW 9.67 MW 11.43 MW 11.43 MW

10 Less Regeneration @ 30% 2.36 MW 2.90 MW 3.43 MW 3.43 MW

11 Depot Power Requirements 1.50 MW 1.65 MW 1.80 MW 2.00 MW

12 Total Traction Power Requirement 7.00 MW 8.42 MW 9.80 MW 10.00 MW

Total Traction Power Requirement (MVA)

7.74 MVA 9.31 MVA 10.83 MVA 11.06 MVA
assuming 5% energy losses and 0.95 pf

B Aux. Power Requirements

Elevated/at-grade Station Power
1 0.25 MW 0.35 MW 0.40 MW 0.50 MW
Consumption

2 Underground station Power Consumption 2.00 MW 2.25 MW 2.25 MW 2.50 MW

3 No. of Elevated/at-grade Stations 16 Nos. 16 Nos. 16 Nos. 16 Nos.

4 No. of Underground stations 0 No. 0 No. 0 No. 0 No.

5 Total Station Aux Power Requirement 4.0 MW 5.6 MW 6.4 MW 8 MW

6 Depot Aux Power Requirement 2.00 MW 2.25 MW 2.25 MW 2.50 MW

7 Total Aux Power Requirement 6.0 MW 7.9 MW 8.7 MW 10.5 MW

Total Aux. Power Requirement (MVA)

assuming 5% energy losses and 0.85 pf 7.41 MVA 9.70 MVA 10.69 MVA 12.97 MVA
for aux loads

Total Traction & Aux. Power

C (A+B) 15.15 MVA 19.00 MVA 21.52 MVA 24.03 MVA
Requirement (MVA)

Note: The requirement of PD load is not consided in estimation of power calculation.

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MUMBAI METRO ANNEXURE - 8.1 A

ANDHERI TO DAHISAR

ENERGY CONSUMPTION
(25 kV AC TRACTION SYSTEM)

S.No. Year Year 2016 Year 2019 Year 2021 Year 2031

A Traction Energy 1 2 3 4 5 6 7 8

1 Section Length 16.48 KM 16.48 KM 16.48 KM 16.48 KM

2 No. of Trains per direction in a day* 103 Nos. 127 Nos. 133 Nos. 133 Nos.

3 Weight of Train & Passenger 397.5 T 397.5 T 397.5 T 397.5 T

KWH/ KWH/ KWH/ KWH/

4 SFC (NET ) with 30% regen 56 1000 56 1000 56 1000 56 1000
GTKM GTKM GTKM GTKM

Yearly Traction Energy consumption with million million million million

27.58 34.00 35.61 35.61
365 days working with 30% regen units units units units

B Station Aux. Energy

1 Elevated/at-grade Station 0.25 MW 0.35 MW 0.40 MW 0.50 MW

2 Underground Station 2.00 MW 2.25 MW 2.25 MW 2.50 MW

3 No. of Eevated/at-grade Stations 16 Nos. 16 Nos. 16 Nos. 16 Nos.

4 No. of Underground Stations 0 No. 0 No. 0 No. 0 No.

5 Total Station Aux. Power Requirement 4.0 MW 5.6 MW 6.4 MW 8.0 MW

6 Depot Aux power requirement 2.0 MW 2.25 MW 2.25 MW 2.5 MW

7 Total Aux. Power Requirement 6.0 MW 7.9 MW 8.7 MW 10.5 MW

Total Aux. Power Requirement (MVA)
8 assuming 5% energy losses and 0.85 pf for 7.41 MVA 9.70 MVA 10.69 MVA 12.97 MVA
Aux. loads

9 Diversity Factor of Aux. loads 0.40 0.40 0.40 0.40

Yearly Aux. Energy Consumption 20 million million million million

18.40 24.07 26.52 32.19
hrs/day and 365 days working (million units) units units units units

Net Annual Energy Consumption million million million million

C (A+B) 45.97 58.07 62.13 67.80
(Traction & Aux.) units units units units

Note: The requirement of PD load is not consided in energy calculation.

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CHAPTER 9

ENVIRONMENTAL IMPACT ASSESSMENT

9.1. INTRODUCTION:

With the widening gap between the available amenities and Infrastructure and the
humongous requirement of such facilities for the ever increasing population,
Transport Infrastructure Development has become the biggest challenge for the
Mumbai Metropolitan Development Authority (MMRDA).
Adoption of the land use policies proposed by MMRDA for the development of the
region will arrest further deterioration of the urban environment and will facilitate a
sustainable Development and growth.

With ever increasing migration (presently 350-400 per day) of poor rural families
from various parts of India to Mumbai to satisfy their aspirations for a better life, it
is not possible for the city to grow horizontally. Therefore vertical dense growth is
the only viable alternative for the Development and Growth of this great
Metropolis which is undisputedly the Financial Capital of India.

Transportation being the most vital element that effect normal life in Mumbai, any
deficiency, in the infrastructure related to Transportation, seriously affects the
productivity and economic growth of the city.

Car-besotted and flyover-obsessed Mumbai needs an alternate transport system

which will be greener, safer, faster and non-polluting-in other words people
friendly and environment friendly. As sufficient and timely investment was not
made in the past on the development of an efficient alternate transport
infrastructure, the presently available network of Suburban Railways and the
Road Transport System has been stretched to the crisis levels. In order to
effectively augment the present Transport Systems MMRDA has conceived the
idea of Metro Railway Network.

9.1.1 Metro Railway System:

Metro Railway System is undoubtedly a technically and economically viable

alternative transport system, provided it is designed and operated in a passenger
friendly and eco-friendly manner providing the much desired comfort and safety

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for the passengers. Appreciating the major constraint posed by the prevailing
land use pattern, MMRDA has conceived the idea of building the Metro Rail lines
on elevated platforms above the existing trunk road ways to facilitate Mass Rapid
Transportation of Passengers in MMRDA area which covers the Island city of
Mumbai and its suburban towns

9.2 PROJECT DESCRIPTION:

9.2.1 General Advantages of Metro Railway System:

i Higher carrying capacity (50 seat+325 standing=375 per standard Coach)

compared to road transport. (Equivalent to 7 lanes of bus traffic or 24 lanes of
motor car traffic)
ii Higher speed (maximum speed of 80km/hr irrespective of normal time or peak
time compared to bus and other road traffic which literally snarls during peak
time.)
iii Smooth ride as it is not affected by other vehicles, pedestrians etc. (Travel in
jam packed buses is very rough.)
iv Safer compared to road transport in Mumbai where road accident rate is very
high.
v Occupies less land space as the Metro runs on elevated tracks which are
supported on pillars; each pillar occupying a ground space of approximately
2M x 2M only. Elevated Metro Rail occupies only 2M width of the road space.
vi No gaseous, liquid or solid pollution as the Metro railway is run on clean
energy viz. electricity which does not emit any pollutant during the operation.
vii Lower noise pollution compared to equivalent capacity of road transport. (By
virtue of the state of the art technology applied for construction of the coaches
and the track and by virtue of high elevation of the track (>7M) the noise
nuisance caused by the Metro is far less compared to the road transport.
(Noise levels of the modern Metro Rail Coaches and the track at the source is
expected to be < 60 dBA.
viii Energy efficient (energy consumption per passenger km is only 20% of the
energy consumed by the road based transport system).
ix Lower journey time (lower by 50-70% of the time taken by road traffic,
depending on road conditions).

(A distance of approximately 16.0 km from Andheri (E) to Dahisar (E) with 16

halts at stations will be covered in just 30 minutes at an average speed of 32
km/hr.)

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Thus Metro Railway, when compared to any Road Transport System in Mumbai,
has high carrying capacity, higher speed, higher energy efficiency, better
reliability, higher passenger comfort level and higher safety Index. It is also user
friendly and eco-friendly.

9.2.2 Salient Features of Elevated Metro Railway:

The proposed metro rail will be running along the service road of the Western
Express Highway on pillars that will be constructed on pile foundation there-by
covering minimum of the road area. By and large, the land space available in the
road is proposed to be used conveniently for the Metro also, thereby avoiding the
most difficult task of acquisitioning of a large area of land for the metro
separately. However some government land encroached / occupied by slum
settlement will have to be procured for the construction of station and other
passenger facilities and certain length of the ROW.
It ensures minimum impact on the road transportation under the metro rail line.
Running the Metro Rail line along the trunk roads enables the passengers to
interchange from a feeder mode of road transport or Monorail to the Rapid
Mass Transport Railway mode as per their requirement and convenience.
Elevated Metro Railway System is one of the most viable transport systems,
provided it is designed and operated in a user friendly and eco-friendly
manner providing the much desired comfort and safety for passengers.
MMRDA has chosen to build a network of Metro Railway lines on elevated
platforms essentially above the ROW of existing Roads, in an Environmental
friendly manner in order to facilitate Rapid Mass Transportation Infrastructure
to solve the transportation problems of people of the BMRDA area which
covers the Island city of Mumbai and its Suburban Towns.

9.2.3 Alignment of the Andheri (E)-Dahisar (E) Sector:

The Andheri (E)-Dahisar(E) Corridor (Corridor No 7 as per the MMRDA master

plan for Mumbai Metro) starts from chainage 0.00, which is about 50m North of
Metro Line No.1, Versova-Ghatkopar at the East side of Western Express
Highway at Andheri (E). The corridor starts on East side of WEH and changes to
Express Highway just after Andheri (E) proposed station and thereafter runs on
West side up to Dahisar.

Western Express Highway and the Service road there off was well planned, well
designed, well laid out and beautifully developed as a Green Field Road
Infrastructure project by MMRDA. The Metro line is aligned to run essentially
along the slip road/ service road for the entire length of the ground level road from
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Andheri (E) to Dahisar (E). However for the length of the alignment from 8075m
to 8350 and the Bandongiri slum area the service road is non-existent because of
high depression of the terrain. In these segments of the alignment the metro line
will have to be erected on viaducts constructed on the low level land on the West
side of the Express Highway.

9.3 ENVIRONMENTAL QUALITY- BASELINE DATA:

9.3.1 Meteorological Data for Western Suburban Mumbai:

Primary meteorological data collected by India Meteorological Department (IMD)

from the Santacruz station is representative of western suburb where the Metro
Railway-Phase-II is proposed to be constructed. In the summer month of March,
2009 the Avg. Maximum temperature was 34.30C; while the Avg. Min
Temperature was 21.8oC.In the winter month of December the Avg. Maximum
temperature was 32.8oC; while the Avg. Minimum temperature was
16.2oC.Mumbai receives rains essentially for 3 months starting from June and the
annual average rain fall is 2146.6 mm for the Island city and 2457 mm for the
suburbs. A maximum rain fall of 950.5 mm was recorded at Santacruz in July
month of 2009, which is 35 % of the total annual rainfall. Occasional cloud burst
has resulted in abnormally high daily rainfall of about 300 mm, which in
conjunction with high tide condition, has caused serious flooding conditions which
Mumbai has experienced several times in the past. Mean humidity at 0830 hrs
varies from 68% to 87 %.

9.3.2 Seismicity of the Region:

Geological Survey of India has carried out an important scientific study on

Geotechnical mapping of the Mumbai region with special reference to fault lines
and consequential Earth quake hazards. On the basis of the data published as a
report entitled Seismic Hazard and Risk Micro-zonation of Mumbai Area,
Mumbai is falling in the range of Seismic Zone- Category III & IV. Seismicity map
for Mumbai region is given in Annexure 9.3.1.

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Map 3.1
Seismic Microzonation Map

9.3.3 Geotechnical (Subsoil) Investigation by Bore-Logging:

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9.3.3.1 Soil Analysis:

29 Trial bores were drilled at selected location along the AndheriDahisar

alignment by M/s OCE projects Pvt. Ltd to investigate the subsoil composition
and to evaluate engineering properties of soil and to determine the load bearing
capacity of the founding strata. Laboratory tests and standard penetration tests
were conducted on rock and soil samples to evaluate engineering characteristics.
Bore logs were prepared as per IS-5313. Grain size Analysis of soil samples was
done as per IS-2720 (Part-IV). Undisturbed Soil Samples were tested for field
density moisture content as per I.S.2720 (Part-II). Chemical Analysis of the soil
was done as per IS/APHA methods for criteria parameters as per standard
analytical procedures. Results are tabulated in Table 9.3.1.A & Table 9.3.1.B.

Table- 9.3.1.A Chemical Analysis of Soil

Sr. No. BH NO. Depth(m) PH Sulphates (ppm) Chlorides (ppm)
1. BH 12 3.50 7.16 345 810
2. BH 13 4.50 7.29 390 765
3. BH 14 2.50 7.47 350 820
4. BH 15 2.50 7.38 315 845
5. BH 16 3.50 7.22 320 720
6. BH 17 3.50 7.49 365 765
7. BH 18 3.50 7.26 370 8115
8. BH 19 3.50 7.38 325 860
9. BH 20 3.50 7.31 340 835
10. BH 21 3.50 7.49 335 795
11. BH 22 3.50 7.33 360 805
12. BH 23 4.50 7.29 315 840
13. BH 24 3.50 7.77 325 745
14. BH 25 3.50 7.36 370 780
15. BH 26 3.50 7.29 345 695
16. BH 27 3.50 7.22 380 810
17. BH 28 3.50 7.41 340 735
18. BH - 29 4.00 7.53 355 770

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Table 9.3.1.B
Chemical Analysis of Soil
Soil Samples
Chainage Chainage Chainage Chainage Chainage
Sr. Test Test
-16200 -11475 -7820 -4520 -100 BH Units
No. Parameters BH BH BH BH No.- 29) Method
No.- 12 No.- 17 No.- 21 No.- 25)

1. pH (10% 6.7 6.9 6.9 6.8 6.7 -- APHA

Solution)
2. Total Kjeldhal 479 733 433 708 746 mg/Kg APHA
Nitrogen
3. Phosphorous 98 57 62 39 62 mg/Kg APHA
4. Potassium 2837 3174 2836 3221 3242 mg/Kg AAS
5. Calcium 106 113 126 104 88 mg/Kg APHA
6. Magnesium 72 117 102 95 94 mg/Kg APHA
7. Sodium 108 156 137 142 124 mg/Kg AAS
8. Organic 2.9 4.8 2.96 1.55 2.6 % APHA
Chainage is measured from Andheri end of the alignment in (m)

9.3.4 Water Quality:

Water samples collected from 4 locations along the alignment were subjected to
chemical analysis and the results are tabulated in Table 9.3.2.A and Table
9.3.2.B. As the locations are close to the sea/creek, the water samples indicate
high salinity and TDS which is normal. Salinity of the soil will be considered while
designing and constructing the pile foundation for the pillars.

Table 9.3.2.A
Chemical Analysis of Water Samples
Sr. No. BH. NO. pH Sulphates(ppm) Chlorides (ppm)

1. BH 12 7.82 425 955

2. BH 13 7.46 460 1050
3. BH 14 7.79 405 1030
4. BH 15 7.64 395 1020
5. BH 16 7.73 485 945
6. BH 17 7.55 430 1065
7. BH 18 7.81 410 1025
8. BH 19 7.92 450 985

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Sr. No. BH. NO. pH Sulphates(ppm) Chlorides (ppm)

9. BH 20 7.68 485 920

10. BH 21 7.59 460 965
11. BH 22 7.61 435 1015
12. BH 23 7.53 420 1005
13. BH 24 7.84 455 990
14. BH 25 7.91 480 950
15. BH 26 7.99 495 965
16. BH 27 7.83 415 915
17. BH 28 7.75 440 980
18. BH - 29 7.88 455 1050

Table 9.3.6.B
Chemical Analysis of Water
Samples of Water
Sr. Test Chainage Chainage Chainage Chainage Chainage Test
Units
No. Parameters 182000 11476 7820 4520 100 Method
BHNo.- 12 BHNo- 17 BHNo- 21 BHNo-25 BHNo-29
1. Calcium 35 31 26 40 31 mg/l APHA
2. Magnesium 27 35 24 24 27 mg/l APHA
3. Sodium 160 300 130 215 105 mg/l AAS
4. Potassium 72.29 104.82 50.60 54.22 37.35 mg/l AAS
Total
5. Kjeldhal 12 27 15 12 9 mg/l APHA
Nitrogen
6. Phenol Absent Absent Absent Absent Absent mg/l APHA
7. Copper BDL BDL BDL BDL BDL mg/l AAS
8. Nickel BDL BDL BDL BDL BDL mg/l AAS
9. Lead BDL BDL BDL BDL BDL mg/l AAS
10. Zinc BDL BDL BDL BDL BDL mg/l AAS
11. Chromium BDL BDL BDL BDL BDL mg/l AAS
12. Cadmium BDL BDL BDL BDL BDL mg/l AAS

Chainage measured from Andheri end of the alignment (m)

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9.3.5 Air Quality:

9.3.5.1 Ambient Air Quality Monitoring along the Andheri-Dahisar Alignment:

Four locations, along the Andheri(E)-Dahisar(E) alignment, at approximately

equal spacing were chosen by an MPCB recognized laboratory, as fixed stations
for 24 hour mass sampling for of ambient air for analysis for criteria pollutants.
The results are tabulated in Table 9.3.3.

Table 9.3.3
Ambient Air Quality Monitoring at Selected Locations along
Andheri (E)-Dahisar (E) Alignment
Results at Selected Locations
Andheri E Kandivili-E Borivili-E
BMC Office Bandongri Magothane
Goregaon-E National
Ch-50m Area Tel. Ex.Rd
Parameter Kama Estate AAQM Unit Method
Parking Ch-8800m Ch-11300m
Ch-4500m Std.
area in front Btween ISA Near
Near Jay
of Crystal Glass & Magothane
Enterprises
Tower CNG Gas Exchange
Building Station Bus Stop
Total
Suspended IS-5182
320 285 270 210 500 g/m3
Particulate (part- 4)
Matter(SPM)
Respirable
Particulate IS-5182
105 80 85 80 150 g/m3
Matter (part- 4)
(RSPM)
IS-5182
SO2 Conc. 20 12 16 14 120 g/m3
(part- 2)
IS-5182
NOx Conc. 88 78 80 72 120 g/m3
(part- 6)

9.3.5.2 Observations on Ambient Air Quality Monitoring Results:

Results obtained from AAQM done at 4 locations along the Andheri-Dahisar

alignment indicate that the pollution levels for all the criteria pollutants like SO 2,
NOX, SPM 10 and SPM 2.5 are within the permissible limits as per the National
AAQ Standards. Air Pollution is caused mainly by the Road Transport. Even
though the traffic density on the Western Express Highway is very high, the
movement of traffic in the 8 lane- Express Highway is quite fast and smooth,
thanks to the existence of many flyovers and under passes at all the important
inter-junctions. With the construction of infrastructure facilities like Flyovers, Metro
Railway lines, Sky walks, concreting of roads etc and the redevelopment of
residential buildings, the western suburb, in general, is witnessing a big
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transformation for the better. However, the road traffic along the service road is
slow as it is not well regulated. The high Ambient SPM level and RSPM level
along the service road are likely to continue till the construction activity is
completed and alternate Rapid Mass Transport Systems like the Metro Railway
commence operation.

9.3.6 Dust Pollution:

Suspended Particulate Matter (SPM10 & SPM2.5) levels were monitored for 24
hours at different locations along the Andheri-Dahisar alignment. The results are
presented in Table 9.3.3.

9.3.6.1 Dust Pollution Observations:

Average SPM level was found to be 271.0 g/m3 as against the National
Standard of 500 g/m3 and Average RSPM level was found to be 133.75 g/m3
as against the National Standard of 150 g/m3. Dust pollution levels in all the
locations are found to be within the permissible limits as per the National
Standards. In the Mumbai Suburb, road traffic causes maximum dust pollution
and noise pollution. Alternate Mass Transport Systems like Metro Railway and
Monorail, which are motivated by clean energy, are undoubtedly the best
solutions for the menace of Air Pollution in general and Dust Pollution in
particular.

9.3.7 Noise Pollution:

9.3.7.1 Base line Noise Levels:

Round the clock Noise Level measurements were made on 2-3 April, 2010, using
Sound Level Meter Model No.325 Solano 03070509, certified by NABL
accredited lab, on 18-09-2009(Certificate No. CC/ECL/641/09-10). Every reading
was taken as a 3 minute average. The noise levels measured at various locations
are tabulate in Table 9.3.4.

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Table No 9.3.4
Noise Level (dBA) at different locations along
the Andheri-Dahisar Alignment (April 2010)
(Noise measurement was done along the service road on the west side of
the Western Express Highway)
Location 6-8 8-10 10-12 12-14 14-16 16-18 18-20 20-22 22-24
hrs hrs hrs hrs hrs hrs hrs hrs hrs
Andheri 72 76 78 80 80 78 85 82 80
Jogeshwari 74 77 78 82 80 84 87 84 80
Jogeshwari 72 73 77 75 78 78 85 86 78
(NSE Gr.)
Goregaon 75 70 72 80 81 83 85 80 80
Dindoshi 70 73 80 80 82 80 83 85 78
Malad 75 78 77 80 82 80 81 80 76
Kanthivli 76 78 75 76 78 80 82 82 80
Borivli 77 80 80 77 79 78 80 80 78
Dahisar 68 72 76 78 78 76 78 80 75
The Noise Level varied in the range of 70-87 dBA during the day time when the
traffic density is high. Even during the night time the noise level remained above
57.5 dBA. At the peak time when traffic density was the highest, a maximum
noise level of 87dBA was recorded at Jogeshwari.

It is important to note that the base line noise level at any time of the day along
the Andheri(E)-Dahisar(E) service road of the Express Highway is normally
higher than the permissible levels of 55 dB (A) (day) and 45 dB (A) (night)
applicable for residential area as per the National Standards mainly due to the
continuous movement of automobiles on the Express Highway. It is higher than
the levels applicable to even commercial areas (65dBA).

9.3.8 Compliance with the Coastal Regulation Zone (CRZ) Rules:

The Andheri(E)-Dahisar(E) Metro Rail line passes through a fully developed

urban area. At no point, the line touches the Coastal Regulation Zone. Minimum
distance from the high tide line is more than 3 km. even at the nearest water
front. Development of the Western Express Highway itself had complied with the
CRZ rules. As the Metro Rail line passes essentially through the service road of
the Express Highway, the conditions of compliance applied for the Highway are
applicable to the Metro Rail line also.

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Observations
Even though all the relevant elements have been considered during the collection
of the Base line Environmental data, Air Quality, Dust nuisance and Noise
Pollution and to a great extent Flora are the elements which are likely to be
impacted by the project to various degrees of significance. A qualitative
assessment of the impacts of the project on various elements of Environment
during the construction stage and during the operation stage is presented in the
Environment Management Plan.

9.4 REHABILITATION AND RESETTLEMENT OF PROJECT AFFECTED

PEOPLE:

9.4.1 Rehabilitation:

The report on Socio Impact Assessment including Rehabilitation and

Resettlement is being submitted separately.

9.5 ENVIRONMENT MANAGEMENT PLAN:

9.5.1 Environmental Impact Identification and Recommended Remediation Plan:

Environmental Impact Identification and Recommended Remediation Measures

to be adopted to minimize the negative impacts during the Construction stage is
summarized in three tables via Table 9.5.1(a). Similarly, Environmental Impact
Identification and Recommended Remediation Measures to be adopted to
minimize the negative impacts during the Operation stage also are summarized in
Table 9.5.1(b).

Table 9.5.1 (a)

Environmental Impact Identification and Recommended Remediation
Measures during Construction
Sr Environmental Possible Impacts Severity Remediation Suggested Residual
No Element of Impact
Impact
1 Topography Land is fully Insignific After construction the Each pillar to
developed. ant obstructions will be occupy
Alignment along the removed. 2mx2m land
Service Road of the space
Western Express
Highway. Road
space is partially
used for the
construction of

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Sr Environmental Possible Impacts Severity Remediation Suggested Residual

No Element of Impact
Impact
pillars
2 Climate GHG emission from Minor Use PUC certified and Minor
machinery, Heat Fitness Certified Fuel
dispersed efficient new machines
effectively by sea
breeze
3 Road Traffic 6m wide portion of Significa Develop the sides of the Minor
Diversion the road will be nt Service Road to effect 2Mx2M space
isolated to facilitate safe diversion of traffic. occupied by
piling, construction Restore the road to the pillars at
of foundation & original condition after every 25 m.
Pillars. construction.
Ensure circular
(unidirectional)
movement of transport
vehicles

Sr Environmental Possible Impacts Severity Remediation Suggested Residual

No Element of Impact Impact
4 Air Quality-A Dust Pollution Significant Isolate the work area by Minor
Dust Nuisance Levels constructing partitions of
SPM10 (210-320 minimum 5 m height on
g/m3) & SPM 2.5 the west side of the road.
(80-105g/m3) are Provide dust barriers on
within limits as per the partition to prevent
the National Quality spread of dust.
Standards of 500 Provide Personnel
&150 respectively. Protective Equipment
During the (PPE) to the workers.
Construction dust Excavated soil and
emission is likely to Debris should be
be high. It is a transported in properly
health hazard to the covered trucks to the
workers and the designated disposal site.
exposed public
5 AIR quality- AAQM results Significant Only PUC certified, Fuel Significant but
Criteria indicate the No Project Efficient and Fitness it is
Pollutants such concentration of Option certified new machines to temporary.
as SO2, NOx etc pollutants within will be be used for construction. Considering

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as per CPCB acceptable limits. severe Avoid, Fabrication of the

Machinery operated Steel structures, Importance of
with fossil fuel will production of RCC the project,
emit criteria structural components this
pollutants during the like, Girders, columns, Temporary
construction period. platforms, staircases, lifts Impact is
Air pollutants are etc at the site. Fabricating acceptable
health hazards them off-site and
which affect assembling them at the
national economy site will minimize Air
Pollution, Dust Pollution
and Noise Pollution.
6 Noise Pollution Noise level varied A major Provide suitable noise Significant
from 68-87 dBA at Health barriers in the sensitive Temporary.
all the locations Hazard to areas. Considering
along the Express the Provide PPE like Ear the
Highway where the workers. plugs & Mufflers to the Importance of
road traffic is very Moderate workers and enforce the the project,
high most of the health use of it. Temporary
time. It exceeds the hazard to Provide sound proof Impact is
levels specified by general cabins for the machine acceptable
CPCB, for public operators.
residential area. Periodic Health
During construction Monitoring including
the noise level Audiometry of workers
emitted by the Use new low Noise
machines will Electrical Machines.
exceed permissible Minimize/ Avoid the use
limits. of reverse alarms for
heavy mobile machines.
Avoid/ minimize the use
of Vibro-hammers.
All machines to be fitted
with approved mufflers.

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7 Flora 223 trees (native, Highly Try to transplant as many Moderate

not exotic) are to be Adverse of the 223 trees as
transplanted & 30 possible. Compensatory
trees are to be forestation of 2230 trees
trimmed. in 1 hectare of secured
Greenery Index of plot and nursing /
the region defined protection of the plants
as the ratio of the for 5 years.
number of people to
the number of trees
is 5.25 which is very
low (good) for a city
like Mumbai. The
number of trees
transplanted is only
0.04% of the total
number (5, 68,499)
of trees in the
region as per tree
census.
8 Fauna No Impact. Nil Not Applicable Nil
No life sanctuary
/zoo in the region
9 Archeological/ Nil Nil Not Applicable Nil
Historical
Monument
10 Place of Few small temples Nil Save 3 major places of Insignificant
Worship exist. worship by excluding
No Impact them in the design of
Station facilities and
Alignment

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Table 9.5.1(b)
Environmental Impact Identification and Recommended Remediation
Measures during Operation

Sr Environmental Possible Impacts Severity of Remediation Residual

No Element Impact Suggested Impact
1 Topography Land is fully Insignificant Provide crash wall Nil
developed. protection.
Alignment along Beautify the Crash
the Service Road walls and Noise
of Western Barriers.
Express highway,
on Elevated
Viaduct
2 Climate No GHG Insignificant No Action Insignificantly
emission. Heat Adverse
from Air
Conditioning gets
dispersed by sea
breeze
3 Road Traffic Flyovers at all Minor Adverse Provide safety Insignificantly
Diversion road junctions. impact barriers Adverse
Pillars act as
minor obstruction
at intervals of
25m.
4 Air Quality-& Dust Pollution Insignificantly No Action Insignificantly
Dust Nuisance Levels Adverse Adverse
SPM 10(210-320
g/m3) & SPM 2.5
(64-84g/m3) are
within limits as per
the National
Quality Standards
of 500 &150
respectively.
During the
Operation no
significant dust
emission is
expected as the
Trains run on
electric energy on
elevated platform.

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Sr Environmental Possible Impacts Severity of Remediation Residual

No Element Impact Suggested Impact
5 AIR quality- AAQM results Insignificant- Generators with Insignificant
Criteria indicate the ly Adverse Green Label, & temporary
Pollutants such concentration of BEE rating for negative
as SO2, NOx pollutants within Energy efficient impact.
etc as per acceptable limits. and Considering
CPCB Metro Railway is Eco friendly to be the
normally operated installed at Importance
on the main supply safe distance from of the project,
of electricity. Diesel residential, this
Generator is sensitive and Temporary
providing for commercial Impact is
emergency locations. acceptable
operations only at
stations. Frequency
of use of standby
source of energy
very low.
Air pollutants from
the generator
exhaust are health
hazards.
6 Noise Pollution Base Line Noise Moderate Provide suitable Slightly
level varied from 68 health noise barriers Adverse.
dBA to 87 dBA at hazard to in the sensitive Considering
different locations. general areas. Use Low the
During Operation of public Noise Electrical Importance
the Metro Rail the Machines. of the project,
noise level emitted slightly
by the machines negative
and the tracks will Impact is
exceed the acceptable
permissible limits of
55 dBA (day) and 45
dBA (night).
In few residential
locations, the target
population is located
at a horizontal
distance <50m

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Sr Environmental Possible Impacts Severity of Remediation Residual

No Element Impact Suggested Impact
7 Flora Greenery Index Moderately Continue to Slightly
of the region Adverse maintain the Adverse
defined as the residual forestation effort.
ratio of the impact
number of people because of
to the number of transplantation
trees is 5.25 of trees
which is very low
(good) for a city
like Mumbai.
8 Fauna No Impact. Nil Not Applicable Nil
No life sanctuary
/zoo in the region
9 Archeological/ Nil Nil Not Applicable Nil
Historical
Monument
10 Place of A Few small Insignificantly Temples Isolated Insignificantly
Worship places of worship Adverse Adverse
exist.
No Impact

9.5.2 Observations:

A study of the impact of the project on different elements of the Environment

indicates that many remediation measures are required to be taken during the
construction stage of the project for the control of Air Pollution, Dust Nuisance
and Noise Pollution and for the protection of the transplanted tree and
compensatory forestation for a small loss of Greenery along the Andheri-Dahisar
alignment.

A similar study for the operation stage has indicated the only environmental
elements which are adversely impacted by the operation of the Metro Railway are
the Noise Pollution and de-rooting of trees. The effect of the Metro Railway
Operation on all other environmental elements is only insignificantly or slightly
adverse.

No Project Option will be extremely adverse as far as Air Pollution, Noise

Pollution and Dust Pollution are concerned. Increase in the capacity of road
transport that will have to be added to match the capacity of the Metro Rail will
cause so much more of pollution, health hazard to the general public and

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Environmental damage and that it would not be tolerable and hence would not be
acceptable for the inhabitants of the Metropolis.

9.5.3 Waste Management:

Improper or incomplete management of waste and hygiene has serious

implications on the quality of environment and on the quality of life of the citizens.
Therefore due attention is required to be given to waste management during the
construction and operation of the Metro.

9.5.3.1 Waste Management during Construction:

The Soil excavated during the construction of the foundation of the pillars is the
main source of solid waste spillage and dust nuisance. Loading, Transportation
and unloading of the waste should be done without any exposure, spillage and
dust emission.

9.5.3.2 Waste Management during Operation:

Electric coaches will not generate any gaseous/ liquid/solid effluent during
operation. Assuming a solid waste generation rate of 3 gm/passenger/day
(source-RITE) each station is likely to generate 72 Kg/day of refuse. The
characteristics of such waste are non-hazardous requiring no special
pretreatment. Waste collection bins should be provided in every station and
waste should be disposed off regularly into the Collection Bin provided by BMC in
the near vicinity.

9.5.3.3 Liquid Waste:

Water effluent generated during floor washing should be collected and disposed
off in to storm water drain through an oil separator.

As toilet or wash rooms are provided inside the stations, waste water generated
during the operation will have to be discharged through pipe line into sewage
collection line provided by BMC along the service road.

During repair, regular maintenance, painting, washing, cleaning etc solid, liquid
and gaseous effluents are likely to be generated.

All the Environmental Protection laws and rules of MPCB and Maharashtra
Government Factories Act/Rules, Labor Welfare Rules etc. applicable to any
Engineering Industry will be applicable for the workshops and the design,

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construction and operation of these sections of the project should strictly comply
with these rules.

9.5.4 Compliance with the Coastal Regulation Zone (CRZ) Rules:

The Andheri(E)-Dahisar(E) Metro Rail line passes through a fully developed

urban area. At no point, the line touches the Coastal Regulation Zone. As the
Metro Rail line passes essentially through the service road of the Express
Highway, the conditions of compliance applied for the Highway are applicable to
the Metro Rail line also.

9.6 IMPACT IDENTIFICATION AND PREDICTION:

This chapter deals with Impact of the project on various elements of the
Environment and Prediction of severity of the impact.

9.6.1 Impact on the Topography:

The terrain of the study area is essentially plain as it is already developed by

MMRDA as the Western Express Highway. The project will not have any impact
on the Topography of the region

9.6.2 Impact on Climate:

No fossil fuel is used for the operation of the Metro Railway, therefore the project
will not cause any Green House Gas Emission and Carbon Foot Print in the
region. Emission of heat from the engine and the Air conditioning system is not
high enough to cause any significant rise in ambient temperature.

9.6.3 Impact on Air Quality:

As no combustion of any fuel is done normally (except during any failure of

supply of power from the grid when Diesel generator will be started to mitigate
emergency), no gaseous pollutant is likely to be emitted due to the operation of
electrically operated Metro Railway.

No Project Option will be extremely adverse as far as Air Pollution, Noise

Pollution and Dust Pollution are concerned. Capacity of the road transport
that will have to be added to match the capacity of the Metro Rail will cause a
manifold increase in Air Pollution, which would not be acceptable for the
inhabitants of the Metropolis.

As the Metro Railway is elevated above the ground it is not likely to cause Dust
Pollution. No Project Option in this case also is adverse as an equivalent

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capacity of road transport will generate very high loads of Respirable and Non-
respirable Suspended Particulate Matter (RSPM & SPM) which can cause acute
health hazards to the people. Air Pollution has serious negative impact on health
care expenditure, productivity and overall economy of the country.

Even during the construction stage most of the prefabricated structural

components except the support pillars, which are cast in situ, are transported to
the site from the manufacturing site located away from the metro line and they
are assembled locally. However machinery used for pile foundation and the
cranes used for lifting and erecting the components will be operated with fossil
fuels and emission of some combustion products emitted by these machine is
likely to cause some temporary Air Pollution. A minor increase in SPM, NO x and
CO2is expected around the area of the construction which gets shifted
progressively as the construction progresses. Compared to the load of pollution
caused by the road transport and other human activities in the region, this
temporary source of pollution is not significant. As such this pollution is restricted
to the construction time only and not during the regular operation and hence it
may be accepted in the larger interest of Infrastructure Development.

9.6.4 Impact on Water Environment:

Insignificant quantity of domestic waste water generated by the passenger

facilities will be connected to the main sewage collection system of BMC.

Small quantity of waste water (non toxic, but polluted by Suspended Solids)
generated during the civil construction, will be discharged to the storm water drain
safely.

Waste Water generated in the Depot, where cleaning, servicing, repair, painting
etc will be done is likely to be contaminated with Oil, Grease, Paint, Suspended
Solids etc. This water will have to be either treated at the site as per the
Maharashtra Pollution Control Board (MPCB) norms or transported to MPCB
approved Hazardous Waste Management Facilities following all the procedures
given in the Environment Protection Rules of Government of India. Proper
records should be maintained for generation, treatment, quality assurance and
disposal of waste water.

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9.6.5 Impact on the Land Environment:

During the operation of the Metro Railway hardly any solid waste of hazardous
nature is generated. Domestic waste materials like paper, plastic bottles,
discarded tickets etc collected from the waste bins and floor sweepings will have
to be disposed off into the Green Waste Collection Bins provided by BMC at
various locations.

During the construction stage the solid waste generated by land excavation,
wasted construction materials etc is not hazardous and hence it is transported
away from the site of construction to the designated sites for dumping debris
hygienically in covered trucks/dumpers. No Air Emission that can contaminate
land is likely to be generated during the construction and operation of Metro
Railway.

As no toxic or hazardous liquid waste is generated during the construction or

operation of the Metro Railway any waste water disposed off to the storm water
drain is not likely to contaminate the land.
9.6.6 Impact on the Noise Environment:

Noise level in the area is already higher than the Noise Levels Permitted by
CPCB norms, due mainly to road transport and other human activities. During the
running of the Metro also noise is expected to be emitted at regular intervals. It
can be minimized by providing technological solutions.

The proposed high speed Metro Railway should be designed and constructed
using modern state-of the- art technology to effect minimum Air and Noise
Pollution.

In case of the No Project Option, an equivalent capacity of road transport that

would carry the same number of passengers as the metro railway would generate
very high level of noise nuisance. Noise emission from the Metro Railway
designed and constructed as per the State of the Art technology during the
normal operation is only 60 dBA which is insignificant considering the base line
Noise Level in the range of 60-90 dBA. However, the application of noise barriers
at the critical/ sensitive locations will reduce the Noise Level at the target
locations.

9.6.6.1 Impact on Sensitive Establishments:

Few Sensitive Establishments like Hospitals, Educational Institutions and

Residential buildings are located on the West side of the Service Road.

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A list of Sensitive Target Buildings on the basis of activities is given below in

Table 9.6.1. Estimation of Area to be provided with Noise Barriers and the cost of
providing Noise Barriers is given also in Table 9.6.2.

Table 9.6.1
List of Sensitive Targets
Sr. Name Location Chainage from Approx. Distance from
No Andheri(E) (m) Central line & Corrective
action
1 Dhiraj Vihar & Dhiraj North of STN-2 1540-1665 10m. Provide noise barrier
Apartments
2 Anand Hospital &Dr. Jogeshwari 2025-2075 12m. Provide noise barrier
Rane Hospital Near Ismail
Yusuf College
Bus Stop
3 Primary Marathi Jogeshwari 2595-2625 10m. Provide noise barrier
School
4 Hospital under Jogeshwari 2650-2700 10m. Provide noise barrier
construction
5 Shah Arcade Malad 7300-7400m 5m.Provide noise barrier
Apartments G+7
6 Sai Ashish Hospital+ Kanthivili 10210-10260 15m. Provide noise barrier
Residences North of Thakur
Complex Rd
7 Residences Sri Sai Kanthivali 10885-10940 <5m. Provide noise barrier
Dham, Sri Shakthi
Dham, Sri Shani
Dham
8 Gayatri & vasant Magothane 11200-11330 10m. Provide noise barrier
Marvel buildings G+8 Near STN-11
9 Residences above STN-14 14450-14500 Very close to Platform.
Toyoto Showroom Provide Noise Barrier

Table No 9.6.2
Estimation of Area & Cost for Providing Noise Barrier
Sr. Sensitive location Chainage Length Area Total Cost Ax @
No To be protected M M Lx(H=3) Rs10,000/m2
with noise barrier m2 Rs
1 Dhiraj Vihar & Dhiraj 1540-1665 125 375
Apartments
2 Anand Hospital &Dr. 2025-2075 50 150
Rane Hospital
3 Primary Marathi 2595-2625 130 390
School
4 Hospital under 2650-2700 50 150
construction
5 Shah Arcade 7300-7400 100 300
Apartments G+7
5 Sai Ashish Hospital+ 10210-10260 50 150
Residences
6 Residences Sri Sai 10885-10940 55 165

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Sr. Sensitive location Chainage Length Area Total Cost Ax @

No To be protected M M Lx(H=3) Rs10,000/m2
with noise barrier m2 Rs
Dham,Sri Shskti
Dham,Sri Sani Dham
7 Gayatri & vasant 11200-11330 130 390
Marvel buildings G+8
8 Residences above 14450-14500 50 150
Toyoto Showroom
Total 740 2,220 2,20,00,000
220 lacs

9.6.7 Impact on Flora:

The area under consideration falls under the green zone which is characterized
by a high degree of tree cover. Low human-tree ratio (5.25) indicates a very high
population density of trees. Displacing/ transplanting of 223 trees which forms a
negligible fraction (0.04%) of the total number of trees existing in the area is not
likely to affect the green cover of the area significantly. However, it is mandatory
to transplant the existing trees in a scientific manner in any open area that would
be suggested by BMC. Compensatory plantation of 2230 extra trees will more
than compensate for the loss of greenery due to transplantation of trees to clear
the corridor for the construction of the Metro line.

9.6.7.1 Action Plan for Mitigation of Impact on Flora:

Action Plan for mitigation of Impact on Flora is given in Table 9.6.3 given below.

Table 9.6.3
Action Plan for Protection of Trees
Sr No Action Number Follow-up Mitigation
of trees action
1 Transplantation/ cutting of 223 Watering, Compensatory
Trees from the sides of the Protection for 5 plantation of 2230
road years new trees of the
same type or any
type suggested by
BMC/ MPCB
Total No. of trees to be 223
Transplanted
2 Trimming (cutting the 30 Watering,
branches of trees existing Protection for 5
on the West side of the years
Service road
3 Total 253

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9.6.8 Impact on Fauna:

The Andheri- Dahisar Alignment does not pass through any wild life sanctuary or
zoo. There is hardly any wild life other than the commonly found birds in the
vicinity of the alignment and the project is not likely to have any impact on the life
of these birds. Therefore the project is not expected to endanger any Fauna.

9.6.9 Impact on Public Health and Hygiene:

Even though the elevated alignment of the Metro Railway runs along the service
road, land adjacent to the service road on the west side of the service road is
required to be acquisitioned to facilitate the construction of pillars and portals for
the stations, the support columns for facilities such as the stations, entry, exit etc.
Hundreds of families live in these highly congested slums under extremely
unhygienic and inhuman conditions with limited or no access to clean drinking
water and public toilets, compelling them to use the service roads and footpaths
as open public toilet. Congestion and lack of public health facilities make the
baseline public health and hygiene element of the Environment pertaining to the
area Extremely Adverse as these places are most vulnerable to epidemics such
as Malaria, Dengue, Swine Flu, Gastro Enteritis, Diarrhea etc.

Implementation of the Metro project will necessitate at least partial evacuation of

these illegal encroachments. It will result in the up-gradation of the Index of the
environmental element of Public Health and Hygiene of the region from Extremely
Adverse to Moderately Beneficial.

Therefore, the project will have a Positive Environmental Impact.

9.6.10 Impact on Socio Economic Environment:

There are some encroachment of the government land on the west side of the
service road which necessitates economic evaluation, compensation and
relocation of the encroachers. Shifting the poor people living in subhuman
conditions in the slums a resettling them modern flats with all facilities such as
clean drinking water, electricity, proper toilet facility etc in hygienic location will
change the life style of those people and make them less susceptible to disease
and suffering. Up-gradation of the economic environment of these people will
result in improvement in the economy of the city and the nation.

Implementation of the project is likely to improve the prospects of economic

activity of the region and appreciation of land value and property value all along

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 CHAPTER 9: Environment Impact Assessment

the Metro Railway line. The project will predominantly have positive impact on the
socio-economic environment.

9.6.10.1 Cost of Rehabilitation and Resettlement for Project Affected People:

Extent of R&R has been assessed and the total funds to the tune of Rs.58 crores
has been provided in the cost.

9.6.11 Impact on Cultural and Religious Institutions:

Considering sensitivity attached to the places of worship like mosques and

temples many station facilities like platform have been designed to accommodate
such institutions in the present location by appropriate planning.

9.6.12 Slum Redevelopment Plan of MMRDA:

A few of the large clusters of hutments in the government land along the
alignment are being taken over by developers for redevelopment under Slum
Redevelopment Scheme. Kama Estates Area, in which Hub Mall station is
proposed to be constructed, is reported to be in the process of acquisition by a
developer. The layout of the redevelopment project can be designed to
accommodate the station in the proposed location. Similarly the area earmarked
for Kurur Village station is also reported to be under Slum Redevelopment
Scheme. Most of the encroachment has been vacated and the balance is being
vacated by the developer.

9.7 EVALUATION OF TOTAL ENVIRONMENTAL IMPACT BY METRIX METHOD:

9.7.1 Introduction:

Impact of the project on different elements of the environment has been

discussed separately in the foregoing sections of this chapter. Total score of the
environment impact of this important Infrastructure Project can be obtained by
aggregating all the individual impacts. Even though such an aggregation involves
a certain degree of subjectivity, a rationalized procedure based on logic,
experience and expertise can minimize the subjectivity. A simple and reliable
procedure of Modified Matrix used by National Environmental Engineering
Research Institute (NEERI) is applied for assessing the aggregate impact.

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9.7.2 Modified Matrix Procedure:

Matrix Procedure involves establishing cause -effect relationship and assigning

Parameter Impact Value (PIV) against each identified parameter. After assigning
the PIVs, the values are distributed among all cause effect relations established
between the project activities by means of indices called Relative Parameter
Importance Indices (RPII). RPII is proportional to the importance of the particular
cause and effect relationship.

9.7.3 Environment Impact Index (EII):

Environment Impact Index (EII) is a quantitative index in a scale of 0 to 1 of the

qualitative indication of the extent of environmental impact due to any associated
cause. Table 9.7.1 gives EII for both Beneficial Environmental Impacts & Adverse
Environmental Impacts. While the beneficial impact takes a positive sign, the
adverse impact takes a negative sign.

Table 9.7.1
EII for Environmental Impacts

Impact Magnitude EII Beneficial Impact EII Adverse Impacts

No Change 0.0 0.0
Insignificant 0.1 (-) 0.1
Slight 0.2 (-) 0.2
Moderate 0.3 (-) 0.3
Significant 0.6 (-) 0.6
High 1.0 (-) 1.0

9.7.4 Cause and Effect Relationship:

The whole project is broadly divided into many activities and the impact of these
activities on various elements of environment such as ground water, air quality
etc are indicated qualitatively in Table No 9.7.2 (Refer Annexure-7.1)

9.7.5 Parameter Importance Value (PIV):

Importance of various Impact Components such as ground water, air etc are
estimated on the basis of the ranking assigned to the component and the
weighting given to these components. Total PIV being 1000 the part of the PIV

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 CHAPTER 9: Environment Impact Assessment

attributed to each Impact component is calculated. The values of PIV derived for
each component is given in Table 9.7.3 (Refer Annexure-7.1)

9.7.6 Relative Parameter Importance Indices (RPII):

After assigning the PIVs, the values are distributed among all cause-effect
relations established between the project activities by means of indices called
Relative Parameter Importance Indices (RPII). RPII is proportional to the
importance of the particular cause and effect relationship. For every component
or element of environment like air quality, RPII is assigned for each and every
stage like foundation, operation etc of the project.

Estimated Relative Parameter Importance Index and Environmental Impact

Index for every component of the Environment are tabulated in: Table 9.7.4
(Refer Annexure-7.1)

9.7.7 Evaluation of Overall Environmental Impact Score:

Having calculated RPII & EII for every activity for a particular Environmental
component, Weighted EII (WEII) is calculated. Multiplication of the sum of all the
WEII thus calculated for that particular component with the PIV of that component
(WEII*PIV) will result in the total impact of all the activities on the particular
component of environment. This exercise is repeated to get the value of
(WEII*PIV) for every component of environment. Sum total of all the (WEII*PIV)
values for all the components of environment will give the Overall
Environmental Impact Score of the Project.

Evaluation of the Overall Environmental Impact Score of the Project is illustrated

in Table 9.7.5 entitled Impact Matrix without Mitigation Plan (Refer Annexure-
7.1).
The Overall Environmental Impact Score (without Mitigation Plan)
= (-) 290.6.

A negative Impact of (-) 290.8 is moderately adverse for an Infrastructure

project of this type and therefore normally accepted even without
remediation measures, from Environmental Impact point of view.
However, it is possible and desirable to further reduce the Adverse impact
or even to convert it to a positive score by adopting certain mitigation plan
and by the inclusion of No Project Option in the Impact Matrix for the
evaluation of Overall Environmental Impact Score.

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 CHAPTER 9: Environment Impact Assessment

9.7.8 Evaluation of Environmental Impact Score with Environmental Management

Plan (EMP):

Improvement in Environmental Quality by virtue of the implementation of the EMP

is reviewed by revisiting the Modified Matrix method. EII values have been
worked out again considering the projected Environmental Impact Magnitude with
EMP which involves several mitigation measures.
Revised Environment score of (-) 6.8 given in Table 9.7.6 (Refer- Annexure-
9.7.1) indicates that the Adverse Impact is almost totally balanced by the
Beneficial Impact.

9.7.9 Final Recommendation:

The proposed infrastructure project is absolutely necessary to meet the

transportation requirement of the people of Mumbai.

Environmental impact assessment has indicated only minor adverse impact while
the beneficial effects are very significant. No project alternative will have
extremely high negative impact on the environment. The implementation of
the project, therefore, is strongly recommended.

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 CHAPTER 9: Environment Impact Assessment

Table No 9.7.2
List of Project Activities and Impacts
Sr. Project Activity Impact
No
GW Air Water Noise Health Public Public Soil Flora &
Source Quality Quality Level Amenities Health & Quality Fauna
Hygiene

1 Pile Foundation
For pillars
2 Transportation of
components
3 Construction of
Pillars
4 Construction of
Girders, Rails,
Platform ,FOB etc
5 Operation

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Table N0 9.7.3
Determination of Parameter Importance Value (PIV)
Sr. No Impact Component Ranking Total Weighting PIV

1 2 3 4 5

1 Ground Water Resources 1 0.06 60

2 Air Environment 3 0.08 80

3 Water Environment 1 0.06 60

4 Noise Environment 4 0.15 150

5 Public Amenities 2 0.08 80

6 Health during Construction

2 0.10 100

7 Public Health & Hygiene after

construction 4 0.12 120

8 Land/Soil Environment
1 0.08 80

9 Flora & Fauna 4 0.15 150

10 Socio-Economic Environment 4 0.12 120

Total 26 1.00 1000

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Table No 9.7.4

Estimation of Relative Parameter Importance Index and Environmental Impact Index without EMP

Sr.No Environmental Project Activity RPII Cause of Impact Impact Magnitude EII
Component
Pile Foundation 0.3 Demand for water Insignificantly adverse -0.1

1 Water Resource Construction of Pillars 0.25 Demand for water Insignificantly adverse -0.1
Construction of Girders & 0.25 Demand for water Insignificantly adverse -0.1
Platform &foot over bridge etc
Operation 0.2 Demand for water Insignificantly adverse -0.1
Total 1.0
Pile Foundation 0.2 Dust Nuisance Insignificantly Adverse -0.1
Transportation of prefab 0.2 Vehicular Exhaust Slightly adverse -0.2
components
2 Air Quality Construction of Pillars 0.25 Dust Nuisance Insignificantly Adverse -0.1
Construction of Girders & 0.25 Dust Nuisance Insignificantly Adverse -0.1
Platform &foot over bridge etc
Operation 0.1 Dust Nuisance Insignificantly Adverse -0.1
Total 1.0
Pile Foundation 0.3 Surface water pollution Insignificantly Adverse -0.1

3 Water Quality Construction of Pillars 0.3 Surface water pollution Insignificantly Adverse -0.1
Construction of Girders & 0.3 Surface water pollution Insignificantly Adverse -0.1
Platform &foot over bridge etc
Operation 0.1 Surface water pollution Insignificantly Adverse -0.1
Total 1.0

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Sr.No Environmental Project Activity RPII Cause of Impact Impact Magnitude EII
Component
4 Noise Nuisance Pile Foundation 0.3 Noise from Machinery Moderately adverse -0.3
Transportation of prefab 0.1 Noise from vehicles Slightly adverse -0.2
components
Construction of Pillars 0.2 Noise from Machinery Moderately adverse -0.3
Construction of Girders & Platform 0.3 Noise from Machinery Moderately adverse -0.3
&foot over bridge etc
Operation 0.1 Noise from Train Moderately adverse -0.3
Total 1.0
5 Health Pile Foundation 0.3 Noise/Dust Nuisance Slightly Adverse -0.1
Transportation of prefab 0.05 Toxic emission from Slightly Adverse -0.1
components exhaust/ Noise
Construction of Pillars 0.3 Noise/Dust Nuisance Slightly Adverse -0.1
Construction of Girders & Platform 0.3 Noise/Dust Nuisance Slightly Adverse -0.1
& FOB etc
Operation 0.05 Noise Nuisance Slightly Adverse -0.1
Total 1.0
6 Public Amenities Pile Foundation 0.3 Traffic slow down Moderately Adverse -0.3
Transportation of prefab 0.1 Traffic slow down Moderately Adverse -0.3
components
Construction of Pillars 0.25 Traffic slow down Moderately Adverse -0.3
Construction of Girders & Platform 0.25 Traffic slow down Moderately Adverse -0.3
&foot over bridge etc
Operation 0.1 Electric energy Slightly Adverse -0.1
consumed
Total 1.0

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 CHAPTER 9: Environment Impact Assessment

Sr.No Environmental Project Activity RPII Cause of Impact Impact EII

Component Magnitude
7 Health Pile Foundation 0.2 Dust Noise Impact Slightly Adverse -0.1
Transportation of 0.2 Dust Noise Impact Slightly Adverse -0.1
prefab components

Construction of 0.2 Dust Noise Impact Slightly Adverse -0.1

Pillars
Construction of 0.2 Dust Noise Impact Slightly Adverse -0.1
Girders & Platform
&foot over bridge etc
Operation 0.2 Noise Impact Slightly Adverse -0.1

Total 1.0
8 Public Health & Land Acquisition 0.6 Evacuation of slum Highly beneficial +0.8
Hygiene after Resettlement in leads to better
Project healthy environment Hygiene. Prevents
epidemic (Malaria,
Dengue, Swine flu,
water borne
deceases
Construction 0.2 Encroachment Slightly adverse -0.2
from neighborhood

Operation 0.02 Encroachment Slightly adverse -0.2

from neighborhood

Total 1.0

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 CHAPTER 9: Environment Impact Assessment

Sr.No Environmental Project Activity RPII Cause of Impact Impact Magnitude EII
Component
9 Land Use/ Soil Pile Foundation 0.6 Dumping of Moderately adverse -0.3
Quality Excavated Soil
Change in Land use
Construction of Pillars Girders & 0.3 Dumping of Debris Slightly adverse -0.2
Platform &foot over bridge etc Change in Land use
Operation 0.1 Disposal of Solid Insignificantly adverse -0.1
Waste/
Disposal of liquid
waste
Total 1.0

10 Flora & Fauna Pile Foundation/ Construction 0.60 Cutting/ De-rooting of Highly Adverse -0.6
trees
0.20 Transplantation Moderately Beneficial +0.20

0.020 Forestation Highly beneficial +0.20

Total 1.0

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 CHAPTER 9: Environment Impact Assessment

Table No. 9.7.5

Impact Matrix With-out Mitigation

Sr. Environment Project RPII Cause of Impact EII Weighted Sum of PIV Product
No Component Activity Impact Magnitude EII WEII of
WEII*PIV
Concrete Pile 0.30 Demand for Insignificantly -0.1 -0.03
Foundation water adverse
1 Water Resource Concreting of Demand for Insignificantly -0.1 -0.025
Pillars, Girders 0.25 water adverse
etc
Support Services Demand for Insignificantly -0.1 -0.025
0.25 water adverse
Operation 0.20 Demand for Insignificantly -0.1 -0.02
water adverse
Total 1.00 -0.10 60 -6.00

Pile Foundation 0.20 Dust Insignificantly -0.1

Machine adverse -0.020
Exhaust
Transportation 0.20 Vehicle Insignificantly -0.2 -0.040
Of Parts Exhaust adverse
2 Air Quality Construction of 0.25 Dust Insignificantly -0.1 -0.025
Pillars Machine adverse
Exhaust
Girders, 0.25 Dust Insignificantly -0.1 -0.025
Platform, Rail Machine adverse
FOB etc Exhaust
Operation 0.10 No Impact 0.0

Total 1.00 -0.11 80 -8.80

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 CHAPTER 9: Environment Impact Assessment

Sr. Environment Project RPII Cause of Impact EII Weighted Sum of PIV Product
No Component Activity Impact Magnitude EII WEII of
WEII*PIV
Pile Foundation 0.30 Wastewater Insignificantly -0.1 -0.03
to Storm adverse
water drain
3 Water Quality Construction of 0.30 Wastewater Insignificantly -0.1 -0.03
Pillars to Storm adverse
water drain
Girders, 0.30 Wastewater Insignificantly -0.1 -0.03
Platform, Rail to Storm adverse
FOB etc water drain
Operation 0.10 Wastewater Insignificantly -0.1 -0.01
to Storm adverse
water drain
1.0 -0.1 60.0 -6.0
Pile Foundation 0.30 Machine Significantly -0.5 -0.15
Noise Adverse
4 Noise Transportation 0.10 Vehicle Moderately -0.3 -0.03
Of parts, Noise Adverse
materials
Construction of 0.20 Machine Significantly -0.5 -0.10
Pillars Noise Adverse
Girders, Platform, 0.30 Machine Significantly -0.5 -0.15
Rail FOB etc Noise Adverse
Operation 0.10 Train Noise Moderately -0.3 -0.03
Adverse
1.0 -0.46 150 -69.0

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 CHAPTER 9: Environment Impact Assessment

Sr. Environment Project RPII Cause of Impact EII Weighted Sum of PIV Product
No Component Activity Impact Magnitude EII WEII of
WEII*PIV
Pile Foundation 0.25 Noise, Dust, Slightly -0.1 -0.025
exhaust gas adverse
Transportation of 0.15 Noise, Dust, Slightly -0.1 -0.015
parts, materials exhaust gas adverse
5 Health during Construction of 0.25 Noise, Dust, Slightly -0.1 -0.025
construction Pillars exhaust gas adverse
Girders, 0.25 Noise, Dust, Slightly -0.1 -0.025
Plat-form, Rail exhaust gas adverse
FOB etc
Operation 0.10 Noise, Slightly -0.1 -0.010
adverse
1.0 -0.10 100 -10.0

Pile Foundation 0.2 Traffic Moderately -0.3 -0.06

constraint adverse
6 Transportation of 0.2 Traffic Moderately -0.3 -0.06
parts, materials constraint adverse
Public Amenities Construction of 0.2 Traffic Moderately -0.3 -0.06
Pillars constraint adverse
Girders, 0.2 Traffic Moderately -0.3 -0.06
Platform, Rail, constraint adverse
FOB
Operation 0.1 Electricity Insignificantly -0.1 +0.01
consumed Adverse
1.0 -0.25 80 -20.0

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 CHAPTER 9: Environment Impact Assessment

Sr. Environment Project RPII Cause of Impact EII Weighted Sum of PIV Product
No Component Activity Impact Magnitude EII WEII of
WEII*PIV
Effect on Public Land Acquisition 0.60 Elimination of Significantly +0.6 +0.36
7 Health & Hygiene Slum. Beneficial
after project Improvement in
implementation Hygiene
Construction 0.20 Encroachment Slightly -0.1 -0.02
by Neighboring Adverse
slum
Operation 0.20 Encroachment Insignificantly -0.1 -0.02
by Neighboring adverse
slum
1.0 +0.32 120 +38.4

Pile Foundation 0.5 Dumping of Significantly -0.3 -0.30

excavated Soil adverse
8 Land/Soil Quality Construction of 0.2 Dumping of Moderately -0.3 -0.06
Pillars Debris adverse
Construction of Dumping of Moderately -0.3 -0.06
Girders, 0.2 Debris adverse
Plat-form, Rail
FOB etc
Operation 0.1 Solid waste Insignificantly -0.1 -0.01
disposal adverse
1.0 -0.43 60 -25.80

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 CHAPTER 9: Environment Impact Assessment

Sr. Environment Project RPII Cause of Impact EII Weighted Sum of PIV Product
No Component Activity Impact Magnitude EII WEII of
WEII*PIV
9 Flora & Fauna Right of way 1.0 Removal/cuttin Extremely -1.0 -1.0 -1.0 120 -120.00
g of trees Adverse
Socio economic Land acquisition 0.80 Displacement Significantly -.0.6 -0.48
Environment of poor people Adverse
10 Construction 0.10 Nuisance to Moderately -0.3 -0.03
neighborhood Adverse
Operation 0.10 Noise Slightly -0.2 -0.02 -0.53 120 -63.60
nuisance negative
Total 1.00
Total Impact -290.80
Score

EII: Environment Impact Index

RPII: Relative Parameter Importance Index

PIV: Parameter Importance Value

For Impact Analysis No Project Alternative not considered.

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 CHAPTER 9: Environment Impact Assessment

Table No. 9.7.6

Environmental Impact Matrix with Mitigation

Sr. Environment Project RPII Cause of Impact EMP Impact EII Weighted Sum PIV Product
No Component Activity Impact Magnitude Suggested Magnitude EII of of
W/O EMP with EMP* WEII WEII*PIV
Water Concrete Pile 0.3 Demand for Insignificantly Conserve Insignificantly -0.1 -0.03
1 Resource Foundation water adverse Water adverse
Concreting of Demand for Insignificantly Conserve Insignificantly -0.1 -0.025
Pillars, Girders 0.25 water adverse Water adverse
etc
Support Demand for Insignificantly Conserve Insignificantly -0.1 -0.025
Services 0.25 water adverse Water adverse
Operation 0.2 Demand for Insignificantly Insignificantly -0.1 -0.02
water adverse adverse
1.0 -0.10 60 -6.00
2 Air Quality Pile 0.20 Dust Insignificantly Isolation Insignificantly -0.1
Foundation Machine adverse curtains with adverse -0.025
Exhaust water screens
Transportation 0.20 Vehicle Insignificantly Avoid peak Insignificantly -0.1 -0.025
Of Parts Exhaust adverse time adverse
Construction 0.25 Dust Insignificantly Isolation Insignificantly -0.1 -0.025
of Pillars Machine adverse curtains with adverse
Exhaust water screens
Girders, 0.25 Dust Insignificantly Isolation Insignificantly -0.1 -0.025
Platform, Rail Machine adverse curtains with adverse
FOB etc Exhaust water screens
Operation 0.1 No Impact
1.0 -0.1 80 -8.0

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Sr. Environment Project RPII Cause of Impact EMP Impact EII Weighted Sum PIV Product
No Component Activity Impact Magnitude Suggested Magnitude EII of of
W/O EMP with EMP* WEII WEII*PIV
3 Water Quality Pile 0.30 Wastewater Insignificantly Direct waste Insignificantly -0.1 -0.025
Foundation to Storm adverse water adverse
water drain
Construction 0.30 Wastewater Insignificantly Properly Insignificantly -0.1 -0.025
of Pillars to Storm adverse adverse
water drain
Girders, 0.30 Wastewater Insignificantly To storm Insignificantly -0.1 -0.025
Platform, Rail to Storm adverse adverse
FOB etc water drain
Operation 0.10 Waste Insignificantly Water drain Insignificantly -0.1 -0.025
water to adverse adverse
Storm
water drain
1.0 -0.1 60.0 -6.0
4 Noise Pile 0.30 Machine Highly Adverse Isolate work Moderately -0.4 -0.08
Foundation Noise area with Adverse
sound barrier
Transportation 0.10 Vehicle Highly Moderately -0.4 -0.08
Of parts, Noise Adverse Adverse
Materials
Construction 0.20 Machine Significantly Isolate work Moderately -0.4 -0.08
of Pillars Noise Adverse area with Adverse
sound barrier
Girders, 0.30 Machine Significantly Isolate work Moderately -0.3 -0.06
Platform, Noise Adverse area with Adverse
Rail FOB sound barrier
Operation 0.10 Train Noise Significantly Engineering Insignificantly -0.1 -0.02
Adverse solutions for Adverse
noise control
1.0 -0.32 150 -48.0

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Sr. Environment Project RPII Cause of Impact EMP Impact EII Weighted Sum PIV Product
No Component Activity Impact Magnitude Suggested Magnitude EII of of
W/O EMP with EMP* WEII WEII*PIV
5 Health Pile 0.25 Noise, Dust, Moderately Engg. soln for Moderately -0.3 -0.075
Impact during Foundation exhaust gas adverse noise/dust adverse
Construction control
Transportation 0.15 Noise, Dust, Slightly adverse Low noise Insignificantly -0.1 -0.015
of parts, exhaust gas vehicles adverse
materials
Construction 0.25 Noise, Dust, Slightly adverse Engg. soln Insignificantly -0.1 -0.025
of Pillars exhaust gas noise/dust adverse
control
Girders, 0.25 Noise, Dust, Slightly adverse Engg. soln Insignificantly -0.1 -0.025
Plat-form, Rail exhaust gas noise/dust adverse
FOB etc control
Operation 0.10 Noise, Slightly adverse Engg. Soln Insignificantly -0.1 -0.010
noise/dust adverse
control
1.0 -0.10 100 -10.0
6 Public Pile 0.2 Traffic Moderately Regulate traffic Moderately -0.3 -0.06
Amenities Foundation constraint adverse adverse
Transportation 0.2 Traffic Moderately Regulate traffic Moderately -0.3 -0.06
of parts, constraint adverse adverse
materials
Construction 0.2 Traffic Moderately Regulate traffic Moderately -0.3 -0.06
of Pillars constraint adverse adverse
Girders, 0.2 Traffic Moderately Regulate traffic Moderately -0.3 -0.06
Platform, Rail, constraint adverse adverse
FOB
Operation 0.3 Efficient, Highly Highly 1.0 +0.30
Comfortable significant significant
transport benefit benefit
1.0 + 0.06 80 +4.8

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Sr. Environment Project RPII Cause of Impact EMP Impact EII Weighted Sum PIV Product
No Component Activity Impact Magnitude Suggested Magnitude EII of of
W/O EMP with EMP* WEII WEII*PIV
7 Public Health & Land 0.60 Elimination of Highly Nil Highly +0.6 +0.36
Hygiene after Acquisition Slum. Beneficial Beneficial
project Improvement
implementation
in Hygiene in
public place
During 0.20 Encroachment Slightly Adverse Barricade/ Insignificantly -0.01 -0.02
Construction by Fencing adverse
Neighboring
slum
During 0.20 Encroachment Insignificantly Compound wall Slightly +0.01 +0.02
Operation by adverse beneficial
Neighboring
slum
1.0 +0.36 120 +43.00
8 Land/Soil Pile 0.5 Dumping of Significantly Use Soil to Slightly -0.2 -0.10
Quality Foundation excavated Soil adverse reclaim adverse
designated site
Construction 0.2 Dumping of Moderately Use Soil to Slightly -0.2 -0.04
of Pillars Debris adverse reclaim adverse
designated site
Girders, Dumping of Moderately Use Soil to Slightly -0.2 -0.04
Plat form, 0.2 Debris adverse reclaim adverse
Rail designated site
FOB etc
Operation 0.1 Solid waste Insignificantly Dispose Neatly Slightly -0.2 -0.02
disposal adverse in Waste bins adverse
1.0 -0.20 60 -12.0

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Sr. Environment Project RPII Cause of Impact EMP Impact EII Weighted Sum PIV Product
No Component Activity Impact Magnitude Suggested Magnitude EII of of
W/O EMP with EMP* WEII WEII*PIV
Flora & Fauna Clearing Right 0.4 Removal of Significantly Do not cut the Significantly -0.6 -0.24
9 of way trees Adverse trees Adverse
De root
scientifically
Mitigation 0.3 Transplantation Moderately +0.3 +0.09
Transplant at of trees Beneficial
designated
locations
Compensatory 0,3 Planting 1000% Significantly +0.4 +0.12
Forestation more trees Beneficial
1.0 -0.03 120 -3.60
10 Socio Economic Land 0.8 Displacement Highly Provide flats as Highly +0.8 +0.64
Environment acquisition of poor Adverse alternate beneficial
people accommodation
+Compensation
Construction 0.1 Nuisance to Moderately Provide Slightly -0.2 -0.20
neighborhood Adverse Isolation/noise Adverse
barrier
Operation 0.1 Noise Moderately Provide Noise Slightly -0.20 -0.20
nuisance Adverse Barrier in all Adverse
sensitive
locations
0.1 +0.24 120 +28.80
Total Impact Score after -6.80
EMP
Marginal improvement does not make measurable change in Impact

By the application of the suggested Mitigation Measures, the Score of EIA by the Modified Matrix Method can be reduced from (-) 290.8
to (-) 6.80 which is negligible and is acceptable for an Infrastructure project like Metro Railway.

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 CHAPTER 9: Environment Impact Assessment

9.8 COST OF REMEDIATION:

9.8.1 Environment Management and Emergency Control Centre:

The Environment Management Systems and Emergency Control Systems can be

housed in the same premises.

The Environment Management division should have qualified and well trained
personnel.

They will work on supervision and coordination of monitoring activities, record

keeping, reporting, communication, implementation and periodic review of
mitigation measures. An Environment advisor (consultant) will review the
progress and monitor the effectiveness of the system.

Cost of the establishment is estimated approximately at Rs.30 lacs.

Salaries and other employment benefits of the staff and workers will be included
in the operational cost of Mumbai Metro.

9.8.2 Estimated Cost of Rehabilitation and Resettlement of Project Affected

People (PAPs): Fund to the tune of Rs.58 crores have been provided.

9.8.3 Estimated Cost of Providing Noise Barriers used during Operation:

Sr.No Particulars Quantity, Rate, Cost

2 2
m Rs/m Rs (lacs)
1 Noise Barriers 2220 10,000 220.00

(Considering the socio-economic conditions and the street culture that prevail in
Mumbai, the selection of materials of construction and method of construction
should make the noise barriers theft proof and vandal proof)

9.8.4 Water Supply and Sanitation (Within the Scope of the Contractor):

Make sure that:

The contractor develops a temporary all weather residential camp for the
workers in a safe and hygienic manner.
Arrangement is made for the supply of safe drinking water as per WHO
standard.
Sufficient number (4) Portable Chemical Toilet with hygienic waste disposal
facilities is provided

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 CHAPTER 9: Environment Impact Assessment

9.8.5 Cost of Solid Waste Management:

Sr No Particulars Quantity Unit Rate Cost
Rs Rs (lacs)
1 Cost of collection bins 16 nos 240 2,000 4.80
per station for 15 stations

9.8.6 Cost of Environmental Monitoring:

Sr Particulars Quantity Unit Cost
No Rate, Rs Rs (lacs)
1 Water Quality Monitoring at 3 84 samples 5000 4.20
locations, 4 time /yr for 7 yrs
2 Ambient Air Quality Monitoring at 3 252 10,000 25.20
locations, once monthly for 7 yrs
3 Noise Level Monitoring at 3 252 1,000 2.52
locations once monthly for 7 yrs
4 Total Cost of Environmental 31.92
Monitory

All the above costs have been provided in R&R and Cost Head No.1 and
Environment Protection in Cost Head No.9.

9.9 EMERGENCY PREPAREDNESS:

9.9.1 Emergency Facilities to be provided for Safety:

Emergency Control Centre.

Communication system between the passengers and the driver and
Emergency Control Room.
Adequate Fire Alarms and Fire Fighting Facilities in each coach and station to
control any accidental fire.
First Aid facility inside the train and at the station.
CCTV and Public Address System at appropriate locations.
Interlock system to ensure safe closure of all the coaches before the engine
starts.
Emergency Alarm System inside the coaches.

9.9.2 Emergency Management Plan:

Considering the elevated track supported on pillars and its vulnerability to

terrorist attack, it is essential to have adequate security and an Emergency
Response Plan periodically tested for preparedness of all the agencies

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 CHAPTER 9: Environment Impact Assessment

involved in the disaster management. The plan must be tested periodically

through table top exercises and mock drills.
It is essential to subject the design to Hazard Operability (HAZOP) Studies
and incorporate all the necessary systems in the design to prevent any
disaster and to mitigate the impact of any emergency.
Use of Fire resistant materials for the construction of the rake and provision of
built in Fire detectors and Fire Fighting Systems, Emergency Exits (Fire
Escape routes, emergency kits for passengers, first aid etc. are some of the
safety systems to be incorporated in the design. Regulatory control on
restaurants, eateries etc will prevent the possibility of Fire & Explosion.
Metro Railway should participate in Responsible Care, an initiative of
Chemical Industry to improve preparedness related to Safety, Health,
environment and Security.

9.9.3 Emergency Response System Committee:

Government should form a Local Emergency Response Committee consisting

representatives from:
Fire &Emergency Department
Police
Health Department
Transport Department
Educational Institutions
Industrial Associations
NGOs, Public.

This committee shall provide a forum to the local community to discuss health,
safety, security, noise nuisance and other environmental and emergency issues.

9.9.4 Emergency Response Management Communication Center (ERMCC):

On the lines of Federal Rail Road Administration, USA, and Emergency

Response Management Communication Center (ERMCC), may be conceived for
the quick response to any call coming from toll free emergency numbers.
Emergency notification signs indicating a unique number of Department of
Transportation (DOT) may be installed at all stations, crossings etc. The DOT
number will be helpful for ERMCC to identify the exact location of the train to
enable emergency corrective actions and to rush relief.

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 Chapter-10-MULTIMODEL TRAFFIC INTEGRATION AT METRO STATIONS

CHAPTER 10

MULTI MODEL TRAFFIC INTEGRATION AT METRO STATIONS

10.1 INTRODUCTION

The Metro Rail System in Mumbai Andheri (E) Dahisar (E) corridor will cover a
length of approximately 16.475 kms. It will be augmented through enhanced flexibility
of criss-cross interchanges to other modes and reduce the travel time of commuters.
While Metro is a high capacity mode of transport, the need for integration with other
secondary/intermediate transport mode is getting highlighted more than ever to
ensure a seamless journey. This concept is to provide first mile and last mile
connectivity to the commuters with their places of stay. With top priority to this issue,
MoUD has laid down policy guidelines to include the need and provisioning of all
public, IPT and private modes in the DPRs for the Metro Rail Systems. (Ref: MoUD
(Urban Transport Wing) Advisory Circular No. K-14011/1/2007-UT-IV dated
30.08.2013).

The share of various modes of secondary/intermediary mode of travel is complex and

debatable issue which is dependent on a large number of variables like available
road width, penetration in the residential areas, Road condition, distance from the
Metro Stations, availability of parking and lay out and availability of circulating areas
at the Metro Rail Stations, Business centre or Market & existing traffic densities.
These factors relate with each other and evolve with development of new model mix
of transport, infrastructure and changes with the passage of time. Even though for a
given urban transport scenario, optimal mode share may be determined from
computer based models but actual optimal mode share is never achievable on the
road due to dynamic nature of demand and supply of transport modes.

10.2 PRESENT CONDITION OF TRANSPORT ON CITY ROADS

At present the various modes coming to Metro Stations comprise of State Transport
buses, Mini buses, Auto-rickshaws, Private cars, Two Wheelers and Bi-cycles. These
can be classified in three groups of transport modes namely Public, IPT and Private.

In public transport group there are Mini Buses (20 Seaters), and large buses of State
Transport (50 Seaters) and Charted Buses hired by Schools and private offices.

Generally the public transport in Mumbai comprises of the buses which are operated
by the Transport Corporation.

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Auto-rickshaws are also an important part of public transports at Mumbai. After bus, it
is these auto rickshaws which are the most important modes of public transport in
Mumbai even though they are little expensive. Auto rickshaws are Intermediate
Public Transport (IPT) Modes. Another public transport at Mumbai which can be
ranked third among all is the cabs or taxis that run on the streets of Mumbai.

In the personalised transport modes, there are Cars, Two Wheelers and Bicycles of
all possible sizes.

A chaotic situation is observed when all the above mentioned transport vehicles are
seen jostling to each other for space for moving forward. More pathetic conditions are
seen at the Road Intersections.

The solution lies in the showcasing a workable arrangement of co-existence through

identification of good points of each mode and then utilise the same to get the
attention and embedding it in public psyche.

Because of high traffic and less capacity as well as length of the roads, average
distance between two consecutive vehicles becomes very less. Such situation does
not permit speed higher than 15-20 km/hr. This indicates that unless there is some
solution to reduce this unmanageable mix of the vehicle fleet, real transport
integration may not be possible. While the Road length on main & arterial Roads may
not be seen significant increase and relieve the congestive/chaotic/slow moving road
traffic, a divergent policy of linking commuters directly through E-Rickshaw or Mini
Buses using the service/inner road length to supplement the main road traffic will
impact the congestion and provide relief to the Metro commuters in reaching out to
Metro Stations.

10.3 IMPACT OF BUS/CLUSTERS IN MODE SHARE

Primary reasons for using personal vehicle (for buying vehicle) is to save travel time
during journey. On the other hand, Government has tried to increase number of
public buses on the road in many different ways.

Government has tried hard to popularise public buses by subsidising the fare but
could not bring higher (and middle) income group to use public bus simply because it
is slow. Therefore objective of achieving optimal mode share remained elusive than
reality.

10.4 BALANCING ACT OF METRO

After introduction of Metro Rail System in the city, Traffic and Transportation scenario
will significantly change. People will no longer be afraid to travel a much longer
distance. With Metro in place, longer distances can be travelled in shortest time.

10.5 WAY FORWARD

In view of above deliberations in back ground, along with planning for Metro System
in any city, there is a need for providing a transportation system which is seamlessly

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integrated across all modes and provides first mile as well as last mile connectivity. It
is also necessary that various public transportation modes including Inter-mediate
Public Transport (IPT) and feeder buses etc. work together in order to facilitate
increase in ridership to the Metro/Metro system and provide ease of using Metro
system by the public at large.

Therefore, there is a need for doing more scientific study exclusively for this. To
achieve this goal, Metro Stations influenced zone need to be defined which can be
taken as approximately 5 kms for the motorized traffic and 1.5 km. for
pedestrian/cyclists. Detailed Study is required to be done in this influenced zone of a
Metro station for following aspects mainly:

i) Availability and review of existing public and IPT facilities, in terms of

motorized and non-motorised mode with main consideration of the
streets/roads adjoining to the stations and also to examine adequacy of
availability of pedestrians/cycle paths in the influenced zone.

ii) Analysis and identification of gaps between supply and demand in terms of
feeder facilities and other requirements for better first and last mile
connectivity.

iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrians

tracks, bike sharing arrangement for each Metro station to be finalised.

iv) Proposal for better integration of Metro station with other mode of transport,
such as relocation of existing bus stop, introduction of new bus stop, bus
base etc.

v) Cost of the requirements namely road widening including roads for

pedestrian/cycle paths, feeder buses based on the outcome of the study.

The detailed study and requirement for providing first mile as well as last mile
connectivity to the Metro users will be carried out separately and the same should be
in place before the commercial operation of the Metro services for the benefit of the
users as well as for better ridership and the financial viability of the project.

Since, it is envisaged that detailed study for provision of feeder buses, public bike
sharing and pedestrianisation in the influence zone of Metro stations will be done and
put in place by the time commercial operation of the Metro services, a lump-sum cost
of Rs. 2.31 crores per station has been considered sufficient and included in the
project cost of proposed Metro System. If at any stage more feeder services etc. will
be required, same can be augmented by concerned city transportation authorities.

*******************

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 Chapter-11- FRIENDLY FEATURES FOR DIFFERENTLY ABLED

CHAPTER 11

FRIENDLY FEATURES FOR DIFFERENTLY ABLED

11.1 INTRODUCTION

The objective of making this chapter is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure

including related facilities and services, information, etc. would benefit people using
public transport.

The access standards given here are extracted from Indian Roads Congress Code,
IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011
and National Building Code, 2005. Central Public Works Departments (CPWD)
Space Standards for Barrier Free Built Environment for Disabled and Elderly
Persons, 1998 and 2013 edition (under revision by MoUD), and international best
practices / standards

Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge
etc. to achieve a seamless development around Metro stations.

11.2 CONTENT

1. Rail Transport
2. Light Metro Station
Way finding
Signage
Automated Kiosks
Public Dealing Counters
Audio-visual Displays
Public Telephones
Rest Areas/Seating
Tactile Paving - Guiding & Warning

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Doors
Steps & Stairs
Handrails
Ramps
Lifts/Elevators
Platform/Stair Lift
General and Accessible toilets
Drinking Water Units
Visual Contrasts
Emergency Egress/Evacuation

3. Street Design
Footpath (Sidewalk)
Kerb Ramp
Road Intersection
Median/Pedestrian Refuge
Traffic Signals
Subway and Foot Over Bridge

4. Alighting and Boarding Area

Approach
Car Park
Drop-off and Pick-up Areas
Taxi/Auto Rickshaw Stand
Bus Stand/Stop

11.3 RAIL TRANSPORT

1. General
Whether over-ground or underground, rail travels is a highly effective mode of
transport.
Every train should contain fully accessible carriages.
Staff should be trained in methods of assistance and be at hand on request.
Stations for all rail travel should be fully accessible with extra wide turnstiles
where possible alongside wheelchair accessible doorways
Staff should be on hand to assist persons with disabilities and elderly to enter
or exit through convenient gates.
All new railway stations should be designed to be fully accessible.
For persons with hearing impairments, an electronic sign board (digital
display) should be displayed on each platform at conspicuous location for all
announcements made by the railways.
For persons with visual impairments audio system announcing the station
names and door location should be available.

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2. Accessible Railway Cars

The railway cars should have the following features:
Railway car doors should be at least 900 mm wide;
The gap between the car doors and the platform should preferably be less
than 12 mm;
Identification signage should be provided on the doors of wheelchair
accessible coach
If the car door and the platform cannot be at the same level, then at least one
car doors should have apparatus such as a hydraulic lift or pull-out ramp
installed in the doorway for wheelchair users.

3. Wheel Chair Space

Space for a wheel chair should be available at the side of the door:-
The space should be indicated inside and outside the car by using the
international symbol of access; and
Wheel stoppers and ring-strap or other appropriate safety grip should be
provided for wheelchair users.

4. Seats
An appropriate number of designated seats for passengers with disabilities
and elderly people should be provided near the doors.

5. Aisles
Aisles should be at least 900 mm wide.

11.4 INFORMATION SIGNS AND ANNOUNCEMENTS

A map of train routes should be installed. This should be in Braille/raised numbers as

well. In each car, there should be an announcement and provision of a visual display
of the names of stations route. This display should be in raised numbers with sharp
contrast from the background.

11.5 METRO STATIONS

1. LEVEL APPROACH
Approach route should not have level differences. If the station is not on the
same level as the walkway or pathway, it should have a ramp.
Walkway surfaces should be non-slip.
Approach walkway should have tactile pavements for persons with visual
impairments.
2. STATION ENTRANCES AND EXITS
These should have a minimum width of 1800mm and is level or ramped.

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3. RESERVATION AND INFORMATION COUNTERS
Should have clear floor space of at least 900 mm x 1200 mm in front of the
counters;
There should be at least one low counter at a height of 750 mm to 800 mm
from the floor with clear knee space of 750 mm high by 900 mm wide by 480
mm deep.
At least one of the counters should have an induction loop unit to aid people
with hearing impairments; and
The counters should have pictographic maps indicating all the services
offered at the counter and at least one of the counter staff should be sign
language literate.

4. TOILET FACILITIES
There should be at least one unisex accessible toilet
Ticket Gates
At least one of the ticket gates should:
Be minimum 900 mm wide to allow a wheelchair user through; and
Have a continuous line of guiding paver for people with visual impairments.
5. PLATFORMS
The Platforms should:
Have a row of warning paver installed 600mm before the track edge (photo 6);
Have non-slip and level flooring;
Have seating areas for people with ambulatory disabilities;
Be well illuminated lux level 35 to 40;
There should be no gap or difference in level between the train entry door and
the platform.
All platforms should inter-connect by means of an accessible routes or lifts;
and provide accessible level entrance to the train coach.

6. WAY FINDING
Way finding references should be available at decision points.

Colour can be used to identify routes and provide assistance in locating

doors, walls and hazards. Proper colour contrast between different elements
greatly improves visibility for all users and is critical for persons with low
vision. For example, colour contrasting of door frames can assist in locating
doors, and likewise floors should be contrasted with walls. In addition,
furniture should contrast with walls and floors so as not to create an obstacle.

Structural elements such as columns should be colour contrasted or brightly

marked so as to be visible to those who may have a visual disability.

Generally, patterns on flooring should be avoided or else should be minimal

and small to avoid visual confusion.

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In addition to identifying hazards or warnings, tactile floor surfaces can also

be used to inform that there is a change in area (e.g. leaving a corridor and
entering a boarding area).
Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others
as this may create confusion for those who rely on tactile surfaces to guide
them to their destination.
Good lighting assists those with a visual disability to see better and allows
people who have a hearing impairment to lip read easier. However, care
should be taken to properly direct lighting and to use matte finishes on floors,
walls and signage, so as not to create glare which may create difficulties for
all travellers.

Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.

7. SIGNAGE
Signs must be clear, concise, and consistent. All travelers need clear
information about the purpose and layout of terminals to maintain a sense of
direction and independent use of all facilities. Using internationally and
nationally established symbols and pictograms with clear lettering and Braille
ensures universal accessibility cutting across regional/cultural and language
barriers. A cohesive information and signage system can provide visual (e.g.
signs, notice boards), audible (e.g. public address and security systems,
induction loops, telephones, and infrared devices), and/ or tactile information
(e.g. signs with embossed lettering or Braille)

8. SIGN DESIGN SPECIFICATIONS

The sign should be in a prominent position.
The face of the sign should be well-illuminated by natural or artificial light.
Letters should be simple such as Arial, Helvetica medium, and san serif or
similar and numbers should be Arabic.
The colour of the text should be in a colour that contrasts with the sign
board.
The sign board should also contrast with the wall on which it is mounted.
The surface of the sign should not be reflective.
Some signs such as those adjacent to or on a toilet door may be
embossed so that they can be read by touch.
Illuminated signs should not use red text on a dark background.
Signs should be supplemented by Braille where possible.

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Fig. 11.1 - Way finding signage Fig. 11.2 - International Symbol of Accessibility
9. AUTOMATED KIOSKS
Automated kiosks should be accessible for wheelchair users.
Should be clearly marked with international symbol of accessibility.
Should have Braille buttons and audio announcement system for persons with
vision impairments.
Operations should be easy to understand and operate for persons with
learning disabilities, intellectual disabilities, and elderly persons.
10. PUBLIC DEALING COUNTERS
Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should
have public dealing counters.
Information or help desks should be close to the terminal entrance, and highly
visible upon entering the terminal. In addition, they should be clearly identified
and accessible to both those who use wheelchairs and those who stand.
It should provide information in accessible formats, viz. Braille leaflets for
persons with vision impairments.
Ideally, these desks should have a map of the facility that desk attendants can
view with passengers, when providing directions.
Staff manning the counters should know sign language.
Information desk acoustics should be carefully planned and controlled as a
high level of background noise is confusing and disorienting to persons with
hearing impairment.
Lighting should be positioned to illuminate the receptionist/person manning
the counter and the desk top without creating glare.
Lighting should not create shadows over the receptionist staff, obscuring
facial detail and making lip reading difficult.
There should be a hearing enhancement system such as a loop induction
unit, the availability of which is clearly indicated with a symbol.
One of the counters should not be more than 800mm from the floor, with a
minimum clear knee space of 650mm high and 280mm- 300mm deep.

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11. AUDIO-VISUAL DISPLAYS
Terminal maps should be placed so that they are readily visible to persons
who are standing and persons who use wheelchairs. They should also be
accessible to persons with a visual disability (i.e. tactile maps). Other
alternatives include electronic navigation systems or audio maps.

Enable captioning at all times on all televisions and other audio-visual

displays that are capable of displaying captions and that are located in any
portion of the terminal.

The captioning must be in high contrast for all information concerning travel
safety, ticketing, check-in, delays or cancellations, schedule changes,
boarding information, connections, checking baggage, individuals being
paged by bus railway or airlines, vehicle changes that affect the travel of
persons with disabilities, and emergencies (e.g., fire, bomb threat).

12. REST AREAS/SEATING

Seating area / benches should be provided along the circulation path at
regular intervals so that passengers do not need to walk more than 50 to 60
metres before being able to sit and rest.

Where seating is provided, designated seating for passengers with disabilities

is to be provided at boarding gates and departure areas within viewing
distance of communication boards and/or personnel and identified by the
symbol of access.

Public transit operators should provide seating in passenger service areas

where there may be long waiting lines or times, including at ticket sales
counters, check-in counters, secured screening and during inter-country travel
in customs areas and baggage retrieval areas.

Designated seating should be provided for at boarding gates and departure

areas within viewing distance of communication boards, and within hearing
range of audio announcements as well. Such seating areas should be
identified by the symbol of accessibility and shelter should be provided where
this seating is outdoors.

In outdoor settings, seating should be provided along with the planned hawker
spaces.

At waiting lounges for persons with disabilities chairs should have armrests
and backrest.

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13. TACTILE PAVING- GUIDING & W ARNING
(a) Tactile Guiding Paver (Line-Type)
It is recommended to install a row of tactile guidance paver along the entire
length of the proposed accessible route for visual impaired persons. Care
must be taken to ensure that there are no obstacles, such as wall, pillar,
uneven surfaces, Soffit (underside /open area under the stairs, along the
route traversed by the guidance paver. Also, there should be clear headroom
of at least 2.1 meters height above the tactile guidance paver, free of
protruding objects such as overhanging advertisement panel and signage,
along the entire length of the walk.

(b) Tactile Warning Paver (Dot-Type)

Indicate an approaching potential hazard or a change in direction of the
walkway, and serve as a warning of the approaching danger to persons with
visual impairments, preparing them to tread cautiously and expect obstacles
along the travel path, traffic intersections, doorways, stairs, etc. They are
used to screen off obstacles, drop-offs or other hazards, to discourage
movement in an incorrect direction, and to warn of a corner or junction. Two
rows of tactile warning paver should be installed across the entire width of the
designated accessible passenger pathway at appropriate places such as
before intersections, terminal entrances, obstacles such as signage, and each
time the walkway changes direction.

14. PLACES TO INSTALL WARNING PAVER

In front of an area where traffic is present.
In front of an entrance/exit to and from a staircase or multi-level crossing
facility.
Entrances/exits at public transport terminals or boarding areas.

Fig. 11.3 - Guiding paver Fig. 11.4 - Warning paver

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15. DOORS

Whatever the type of entrance door, it must be wide enough to accommodate

passenger traffic comfortably.

The recommended minimum clear opening width of an internal door is 900mm

minimum.

Where doors comprise two leaves (i.e. double doors), each leaf should be
900mm min. wide, so that persons carrying large items and people using
wheelchairs do not have to open both leaves.

Manual doors should incorporate kick plates 300-400mm high to withstand

impact of wheelchair footrest (this is especially important where doors are
glazed).

o Also be fitted with vision panels at least between 900mm and 1500mm
from floor level.
o Be color contrasted with the surrounding wall and should not be heavier than
22N to open.
o Lever handles and push type mechanisms are recommended. When a sliding
door is fully open, handles should be usable from both sides.

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Where revolving doors or turnstiles are used, an alternative wheelchair-

Accessible entrance must also be provided.
A distance of 400mm should be provided beyond the leading edge of door to
enable a wheelchair user to maneuver and to reach the handle.
To ensure maximum clarity for persons with visual impairments, the entrance
should be easily distinguishable from its surroundings by the effective use of
landscaping, signage, colour (preferably yellow/orange), tonal contrast and
tactile surfacing.
Door hardware should be positioned between 900-1000mm above floor (figure
28).
Operable devices such as handles, pulls, latches and locks should:
o Be operable by one hand
o Not require fine finger control, tight grasping, pinching or twisting to operate
Glazed doors and fixed glazed areas should be made visible by use of a clear,
colour and tone contrasted warning or decorative feature that is effective from
both inside and outside and under any lighting conditions, e.g. a logo, of
minimum dimensions 150mm by 150mm (though not necessarily square), set at
eye level.
16. STEPS & STAIRS
Steps should be uniform with the tread not less than 300mm and the risers
150mm.
The risers should not be open.
The steps should have an unobstructed width of 1200mm minimum.
All steps should be fitted with a permanent colour and tone contrasting at the
step edge, extending the full width of the step, reaching a minimum depth of
50mm on both tread and riser.
Have continuous handrails on both sides including the wall (if any) at two levels
Warning paver to be placed 300mm at the beginning and at the end of all stairs.
Nosing to be avoided.
The staircase should be adequately and uniformly illuminated during day and
night (when in use). The level of illumination should preferably fall between 100-
150 lux.
The rise of a flight between landings must be no more than 1200mm.
There should be no more than 12 risers in one flight run.
The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed
and easy to maintain.
Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.
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17. HANDRAILS

Handrails should be circular in section with a diameter of 38-45mm and formed

from materials which provide good grip such as timber, nylon or powder coating,
matt finish metal finishes.
The handrail should contrast in colour (preferably yellow/orange) with
surrounding surfaces.
At least 50mm clear of the surface to which they are attached and should be
supported on brackets which do not obstruct continuous hand contact with the
handrail.
The handrail should be positioned at two levels- 760mm and 900mm above the
pitch-line of a flight of stairs.
Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in
the line of travel and returning to the wall or floor or rounded off, with a positive
end that does not project into the route of travel.

18. RAMPS
Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.
Width of the ramp should not be less than 1200mm and preferred width is
1800mm.
The steeper the gradient, the shorter the length of ramp between landings.
On long ramps, a horizontal resting space should be provided every 6 meters.
Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily
maintained
The edge of the ramp should have an edge protection with a minimum height of
100mm.
Landings every 750mm of vertical rise.
A tapping or lower rail should be positioned so that its bottom edge is no higher
than 200mm above ground level.
Handrails on the ramps should be on both sides at two levels: upper at 900mm
and lower at 760mm; both end to be rounded and grouted; extend 300 mm
beyond top and bottom of ramp .
A row of tactile warning paver should be placed 300mm beginning and end of
each run.
Landings should be provided at regular intervals as indicated in the table (Table
11.1).

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Table 11.1 - Specifications for Ramps

Minimum Handrail
Level Ramp
Gradient.of on Comments
difference Width
Ramp both sides
150 mm
1:12 1200 mm
300 mm
300 mm Landings every 5
1:12 1500 mm
750 mm meters of ramp run.
750 mm Landings every 9
1:15 1800 mm
3000mm meters of ramp run.
3000 mm Landings every 9
1:20 1800 mm
meters of ramp run.

19. LIFTS/ELEVATORS
A carefully designed lift makes a huge contribution to the accessibility of a multi-
storied terminal building for persons with disabilities.
Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
The colour and tone of the lift doors should contrast with the surrounding wall
finish to assist in their location. Lift doors with metallic finishes such as steel grey
and silver should be avoided as they are difficult to identify by persons with low
vision.
The lift lobby shall be of an inside measurement of 1800mm X 2000mm or more.
A clear landing area in front of the lift doors of minimum dimensions 1500mm x
1500mm should be provided.
By making the landing area distinguishable by floor surface and contrast, it will
aid location and recognition of core areas. This could comprise a change in floor
finish from thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
Changes in floor finish must be flushed. There should be no level
difference between lift door and the floor surface at each level; the gap if
unavoidable should not be more than 12mm.
The floor level/location should be indicated on the wall adjacent to or just above
the call buttons, and opposite the lift doors where possible.
20. Lift Dimensions
Provisions of at least one lift shall be made for people using wheelchairs with the
following car dimensions:
Clear internal depth -1500 mm minimum
Clear internal width - 1500 mm minimum
Entrance door width - 900 mm minimum

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21. LIFT CONTROLS
The lift call button should be wall-mounted adjacent to the lift and should contrast
with wall finish, either by using a contrasting panel, or a contrasting border
around the button panel.
The call buttons should be located within the range 800-1000mm above floor
finish.
Buttons should not be touch sensitive, but should require a light positive
pressure and should ideally be large enough to be operable by the palm of the
hand if required.
The control buttons inside the lift should be positioned on the side wall rather
than front wall to allow access from the back and front of the lift car, by mobility
aid users like wheelchair users.
The control buttons should contrast with their surroundings and illuminate when
pressed and should incorporate highly visible tactile embossed (NOT engraved)
characters and in Braille.
Time of closing of an automatic door should be more than 5 seconds and the
closing speed should not exceed 25 meters per second. There should be a
provision of censor enabled closing.
In larger lifts, controls should be positioned on both side walls, at least 400mm
from front wall and between 800-1000mm above floor level.
22. CAR DESIGN
Internal walls should have a non-reflective, matt finish in a colour and tone
contrasting with the floor, which should also have a matt, non-slip finish.
Use of reflective materials such as metal (stainless steel for example) can be
problematic in creating sufficient contrast with control buttons, emergency
telephone cabinet, etc. for persons with low vision and the use of such materials
should be avoided wherever possible.
A mirror (750mm above floor level) on the rear wall can be useful to persons
using wheelchairs and other mobility aids should they need to reverse safely out
of the lift car or view the floor numbers.
Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
A grab bar should be provided along both sides and the back wall, 900mm
above floor level.
Handrails should be of tubular or oval cross section, in order to be easily gripped
and capable of providing support.
Handrails should be positioned so that there is a clear space behind the handrail
to allow it to be grasped i.e. knuckle space should be 50mm.

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11.6 INFORMATION SYSTEMS
Lifts should have both visual and audible floor level indicators
Audible systems are also usually capable of incorporating additional messages,
such as door closing, or, in the case of an emergency, reassurance (with manual
over-ride allowing communication with lift occupants).
Announcement system should be of 50 decibel.
The display could be digital or segmented LED, or an appropriate alternative. A
yellow or light green on black display is preferred to a red on black display as it is
easier to read.

11.7 GENERAL ACCESSIBLE TOILETS

1. SIGNAGES
All signage of general toilets should be in bold and contrasting colors.
For persons with low vision and vision impairments: male pictogram in
triangle and female pictogram in circle, marked on plates along with Braille &
raised alphabets, to be mounted on wall next to door near the latch side, at a
height between 1400mm-1600mm.
Warning strip/ thin rubber door mat to be provided 300mm before and after
the toilet entrance.
Tactile paver to be provided for urinals, WC and washbasins for persons with
vision impairments.
2. ACCESSIBLE TOILETS
Should have the international symbol of accessibility displayed outside for
wheelchair access.
The toilet door should be an outward opening door or two way opening or a
sliding type and should provide a clear opening width of at least 900mm.
It should have a horizontal pull-bar, at least 600mm long, on the inside of the
door, located so that it is 130mm from the hinged side of the door and at a
height of 1000mm.
3. WC COMPARTMENT DIMENSIONS
The dimensions of a unisex toilet are critical in ensuring access. The
compartment should be at least 2200mm and 2000mm. This will allow use by
both manual and motorized wheelchair users.
Layout of the fixtures in the toilet should be such that a clearing maneuvering
space of 1500mm x 1500mm in front of the WC and washbasin.
4. W ATER CLOSET (WC) FITTINGS
Top of the WC seat should be 450-480mm above finished floor level,
preferably be of wall hung or corbel type as it provides additional space at the
toe level.

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An unobstructed space 900mm wide should be provided to one side of the
WC for transfer, together with a clear space 1200mm deep in front of the WC.
WC should be centred 500mm away from the side wall, with the front edge of
the pan 750mm away from the back wall. Have a back support. The WC with
a back support should not incorporate a lid, since this can hinder transfer.
L-shape grab bar at the adjacent wall and on the transfer side (open side)
swing up grab bar shall be provided.
The cistern should have a lever flush mechanism, located on the transfer side
and not on the wall side and not more than 1000mm from the floor.
5. GRAB BARS
Grab bars should be manufactured from a material which contrasts with the
wall finish (or use dark tiles behind light colored rails), be warm to touch and
provide good grip.
It is essential that all grab rails are adequately fixed, since considerable
pressure will be placed on the rail during maneuvering. Grab bars should
sustain weight of 200kgs minimum.
A hinged type moveable grab bar should be installed adjacent to the WC on
the transfer side. This rail can incorporate a toilet tissue holder. A distance of
320mm from the centre line of the WC between heights of 200-250mm from
the top of the WC seat. It should extend 100-150mm beyond the front of the
WC.
A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm
long vertical) on the wall side should be provided. It should be placed at a
height of 200-250mm above the WC seat level.
6. W ASHBASINS
Hand washbasins should be fitted on cantilevered brackets fixed to the wall.
The basin should be fixed no higher than 750mm above the finished floor
level.
Be of dimensions 520mm and 410mm, mounted such that the top edge is
between 800- 900mm from the floor; have a knee space of at least 760mm
wide by 200mm deep by 650-680mm high.
The position of the basin should not restrict access to the WC i.e. it should be
located 900mm away from the WC.
A lever operated mixer tap fitted on the side of the basin closest to the WC is
useful as it allows hot and cold water to be used from a seated position on the
WC.
The hand drying facilities should be located close to the hand washbasin
between 1000-1200mm.
Lever type handles for taps are recommended.

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Mirrors bottom edge to be 1000mm from the floor and may be inclined at an
angle.
7. FIXTURES AND FITTINGS
Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders.
Contrast between critical surfaces, e.g. floors, walls and ceilings helps to define
the dimensions of the room.
Towel rails, rings and handrails should be securely fixed to the walls and
positioned at 800-1000mm from the floor.
The mirror should be tilted at an angle of 300 for better visibility by wheelchair
users.
It should have lower edge at 1000mm above floor finish and top edge around
1800mm above floor finish.
Hooks should be available at both lower-1200mm and standard heights-
1400mm, projecting not more than 40mm from the wall.
Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed
at a height of between 900mm and 1000mm from the floor.
Light fittings should illuminate the user's face without being visible in the mirror.
For this reason, most units which have an integral light are unsatisfactory.
Large, easy to operate switches are recommended, contrasting with background
to assist location, at a maximum height of 1000mm above floor finish.
All toilet facilities should incorporate visual fire alarms.
Alarms must be located so that assistance can be summoned both when on the
toilet pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor
surface. Alarms should be located close to the side wall nearest the toilet pan,
750mm away from rear wall and at 900mm and 200mm above floor finish

8. SIGNAGE OF ACCESSIBLE TOILETS

All unisex accessible toilets to have access symbol in contrast colours. A distinct
audio sound (beeper/clapper) may be installed above the entrance door for
identification of the toilets.

Fig. 11.5 - Signage for accessible washroom

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9. ACCESSIBLE URINAL
At least one of the urinals should have grab bars to support ambulant persons
with disabilities (for example, people using mobility aids like crutches).
A stall-type urinal is recommended.
Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum
of 430mm above the finish floor. This is usable by children, short stature
persons and wheelchair users.
Urinal shields (that do not extend beyond the front edge of the urinal rim)
should be provided with 735mm clearance between them.
Grab bars to be installed on each side, and in the front, of the urinal.
The front bar is to provide chest support; the sidebars are for the user to hold
on to while standing.

11.8 DRINKING WATER UNITS

Drinking water fountains or water coolers shall have up front spouts and
control.
Drinking water fountains or water coolers shall be hand-operated or hand and
foot-operated.
Conventional floor mounted water coolers may be convenient to individuals in
wheelchairs if a small fountain is mounted on the side of the cooler 800mm
above the floor.
Fully recessed drinking water fountains are not recommended.
Leg and knee space to be provided with basin to avoid spilling of water. This
allows both front and parallel access to taps for persons using mobility aids
like wheel chair, crutches etc.
11.9 VISUAL CONTRASTS
Visual contrasts means adequate contrast created by difference of at least
30 LRV (Light Reflectance Value) of the two surfaces/ objects and it helps
everyone especially persons with vision impairments.
Visual contrast should be provided between:
o Critical Surfaces (walls, ceiling and floor),
o Signage and background sign frame/ wall,
o Step edges and risers/ treads on steps,
o Handrails and background walls,
o Doors and surrounding walls,
o Switches/ sockets and background wall,
o Toilet fixtures and critical surfaces in toilet.
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Barriers and hazards should be highlighted by incorporating colours and

luminance contrast.
11.10 EMERGENCY EGRESS/EVACUATION
Placement (accessibility) and visibility of such devices is very important. The
following is to be considered for the installation of such alarm devices; fire alarm
boxes, emergency call buttons and lit panels should be installed between heights
of 800mm and 1000mm from the furnished floor surface. These should be
adequately contrasted from the background wall and should be labelled with
raised letters and should also be in Braille.

A pre-recorded message, alerting an emergency to the control room or reception

should be installed in the telephone and this should be accessible by a hotkey
on the phone keypad. This hotkey should be distinct from the rest of the
keypad.
11.11 ALERTING SYSTEMS
In emergency situations, it is critical that people are quickly alerted to the
situation at hand, for persons with disability the following needs to be considered.
Consider having audible alarms with voice instructions that can help guide them
to the nearest emergency exit. As an alternative to the pre-recorded messages,
these alarms may be connected to the central control room for on-the-spot
broadcasts.
Non-auditory alarms (visual or sensory) to alert persons with hearing
impairments should be installed at visible locations in all areas that the
passengers may use (including toilet areas, etc).

Non-auditory alarms include:

Flashing beacons
Vibrating pillows and vibrating beds.
Pagers or mobile phones that give out a vibrating alarm along with a
flashing light (these may be issued to persons with vision or hearing
impairments at the time of check-in or boarding the vehicle.)
11.12 WRITTEN EVACUATION PROCEDURE
A written evacuation procedure that details the egress plan for people with
disability should be installed behind the entrance door in the accessible rest
rooms. The evacuation procedure should be detailed in large print letters that
contrast strongly against the background. Where possible, it should also
incorporate raised letters and Braille. The evacuation route should be displayed
on a high contrast tactile map for benefit of persons with vision impairments.
11.13 EMERGENCY EVACUATION ROUTE
Designate routes that are at least 1200mm wide, to ensure that a person using a

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wheelchair and a non-disabled person are able to pass each other along the
route. The route should be free of any steps or sudden changes in level and
should be kept free from obstacles such as furniture, coolers, AC units and
flower pots.

Use Exit signage along the route. Orientation and direction signs should be
installed frequently along the evacuation route and these should preferably be
internally illuminated. The exit door signage should also be internally illuminated.

A way guidance lighting system consisting of low mounted LED strips to outline
the exit route (with frequent illuminated direction indicators along the route)
should be installed along the entire length of the evacuation route. Way guidance
systems allow persons with vision impairments to walk significantly faster than
traditional overhead emergency lighting. Moreover, emergency exit lights in
green color and directional signals mounted near the floor have been found to be
useful for all people in cases where a lot of smoke is present.
11.14 WAY GUIDENCE SYSTEM
Luminance on the floor should be 1lux minimum provided on along the centre
line of the route and on stairs.
Install clear illuminated sign above exit and also directional signage along the
route.
The directional exit signs with arrows indicating the way to the escape route
should be provided at a height of 500mm from the floor level on the wall and
should be internally illuminated by electric light connected to corridor circuits.

11.15 Fire Resistant Doors

Fire resistant doors and doors used along the emergency evacuation route
are generally heavy and the force required to open these is much higher than
25 Newton, making it difficult for people with disability to negotiate these
doors independently. There are, however, magnetic and other types of door
holders available that can be connected to fire alarms so that they will hold
the doors open normally but will release the doors when the fire alarm is
activated.

11.16 STREET DESIGN

(a) Footpath (Sidewalk)

Footpaths should be regarded as a transportation system which is connected and

continuous, just like roadways and railways. They should not be sporadically
placed where ever convenient, but instead should be provided consistently
between all major attractions, trip generators, and other locations where people
walk.

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Footpath should
Be along the entire length of the road;
Have height of a standard public step riser i.e. 150 mm maximum;
Be at least 1800 mm wide;
Have non-slip surface;
Have tactile guiding paver for persons with visual impairments;
Preferably have well defined edges of paths and routes by use of different
colours and textures;
Have no obstacles or projections along the pathway. If this is unavoidable,
there should be clear headroom of at least 2200 mm from the floor level;
The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of
all obstructions both horizontally and vertically.

Footpath should have:

Have kerb ramps where ever a person is expected to walk into or off the
pathway; and
Have tactile warning paver installed next to all entry and exit points from the
footpath.

(b) Kerb Ramp

Kerb should be dropped, to be flush with walk way, at a gradient no greater
than 1:10 on both sides of necessary and convenient crossing points. Width
should not be less than 1200mm. If width (X) is less than 1200mm, then slope
of the flared side shall not exceed 1:12.
Floor tactile paving- Guiding & Warning paver shall be provided to guide
persons with vision impairment so that a person with vision impairment does
not accidentally walk onto the road.
Finishes shall have non-slip surface with a texture traversable by a wheel
chair.
(c) Road Intersections
Pedestrian crossings should be equipped with traffic control signal.
Traffic islands to reduce the length of the crossing are recommended for the
safety of all road users.
Warning pavers should be provided to indicate the position of pedestrian
crossings for the benefit of people with visual impairments.
Table tops (raised road level to the sidewalk height) are helpful in reducing
the speed of traffic approaching the intersection

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(d) Median/Pedestrian Refuge
Raised islands in crossings should:
Cut through and level with the street; or
Have kerb ramps on both the sides and have a level area of not less than 1500
mm long in the middle; and
A colored tactile marking strip at least 600 mm wide should mark the beginning
and end of a median/ pedestrian refuge to guide pedestrian with visual
impairments to its location.
11.17 TRAFFIC SIGNALS
Pedestrian traffic lights should be provided with clearly audible signals for the
benefit of pedestrians with visual impairments;
Acoustic devices should be installed on a pole at the point of origin of crossing
and not at the point of destination;
The installation of two adjacent acoustic devices such as beepers is not
recommended in order to avoid disorientation;
The time interval allowed for crossing should be programmed according to the
slowest crossing persons; and
Acoustical signals encourage safer crossing behavior among children as well.
11.18 SUBWAY AND FOOT OVER BRIDGE

Subways and foot over bridges should be accessible for people with disabilities. This
may be achieved by:
Provision of signage at strategic location;
Provision of slope ramps or lifts at both the ends to enable wheelchair
accessibility ;
Ensuring that the walkway is at least 1500 mm wide;
Provision of tactile guiding and warning paver along the length of the walkway;
Keeping the walkway; free from any obstructions and projections; and
Providing for seats for people with ambulatory disabilities at regular intervals
along the walkway and at landings.

11.19 ALIGHTING AND BOARDING AREAS

All areas and services provided in the Mass Rapid Transit System
(Metro/subway), bus terminuses, etc. that are open to the public should be
accessible.
11.19.1 APPROACH
Passenger walkways, including crossings to the bus stops, taxi stands, terminal /
station building, etc. should be accessible to persons with disabilities.

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Uneven surfaces should be repaired and anything that encroaches on corridors
or paths of travel should be removed to avoid creating new barriers. Any
obstructions or areas requiring maintenance should be white cane detectable1.
Access path from plot entry and surface parking to terminal entrance shall have
even surface without any steps.
Slope, if any, shall not have gradient greater than 5%. The walkway should not
have a gradient exceeding 1:20. It also refers to cross slope.
Texture change in walk ways adjacent to seating by means of tactile warning
paver should be provided for persons with vision impairment.
Avoid gratings in walks.
11.19.2 CAR PARK
(A) SIGNAGE
International symbol of accessibility (wheelchair sign) should be displayed at
approaches and entrances to car parks to indicate the provision of accessible
parking lot for persons with disabilities within the vicinity.
Directional signs shall be displayed at points where there is a change of direction
to direct persons with disabilities to the accessible parking lot.
Where the location of the accessible parking lot is not obvious or is distant from
the approach viewpoints, the directional signs shall be placed along the route
leading to the accessible parking lot.
Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the
designated lot.
Vertical signs shall be provided, to make it easily visible, the sign should be
at a minimum height of 2100 mm .
(B) SYMBOL
International Symbol of Accessibility should be clearly marked on the
accessible parking lot for drivers/riders with disabilities only.
A square with dimensions of at least 1000 mm but not exceeding 1500 mm in
length;
Be located at the centre of the lot; and
The colour of the symbol should be white on a blue background.
(C) CAR PARK ENTRANCE
The car park entrance should have a height clearance of at least 2400 mm.

LOCATION
Accessible parking lots that serve a building should be located nearest to an

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accessible entrance and / or lift lobby within 30 meters. In case the access is
through lift, the parking shall be located within 30 meters.
The accessible route of 1200 mm width is required for wheelchair users to
pass behind vehicle that may be backing out.
(D) ACCESSIBLE CAR PARKING LOT
The accessible car parking lot should:
Have minimum dimensions 5000 mm 3600 mm;
Have a firm, level surface without aeration slabs;
Wherever possible, be sheltered;
Where there are two accessible parking bays adjoining each other, then the
1200 mm side transfer bay may be shared by the two parking bays. The
transfer zones, both on the side and the rear should have yellow and while
cross-hatch road markings;
Two accessible parking lots shall be provided for every 25 no of car spaces.
(E) DROP OFF AND PICK UP AREAS
Designated drop-off and pick-up spaces, to be clearly marked with
international symbol of accessibility.
Kerbs wherever provided, should have kerb ramps.

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 Chapter-12- SECURITY MEASURES FOR A METRO RAIL SYSTEM

CHAPTER 12

SECURITY MEASURES FOR A METRO RAIL SYSTEM

12.1 INTRODUCTION

Metro Rail System is emerging as the most favoured mode of urban transportation
system. The inherent characteristics of Metro Rail System make it an ideal target for
terrorists and miscreants. Metro Rail System is typically open and dynamic systems
which carry thousands of commuters. Moreover the high cost of infrastructure, its
economic importance, being the life line of city high news value, fear & panic and
human casualties poses greater threat to its security. Security is a relatively new
challenge in the context of public transport. It addresses problems caused
intentionally. Security differs from safety which addresses problems caused
accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder,
vandalism and assault to the terrorist threat.

12.2 NECESSSITY OF SECURITY

It is well known that public transportation is increasingly important for urban areas to
prosper in the face of challenges such as reducing congestion and pollution.
Therefore, security places an important role in helping public transport system to
become the mode of choice. Therefore, excellence in security is a prerequisite for
Metro Rail System for increasing its market share. Metro Rail System administration
must ensure that security model must keep pace rapid expansion of the Metro Rail
System and changing security scenario.

12.3 THREE PILLARS OF SECURITY

Security means protection of physical. Human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars
of security as mentioned under:

((i) The human factor;

(ii) Procedures; and
(iii) Technology

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Staff engaging with the passengers creates a sense of re-assurance which cannot
fully be achieved by technology. For human factor to be more effective staff has to be
qualified, trained, well equipped and motivated. They should be trained, drilled and
tested. The security risk assessment is the first step for understanding the needs and
prioritizing resources. The organization of security should be clear and consistent.
Security incidents, especially major ones, often happen without warning. Emergency
and contingency plans must be developed communicated and drilled in advance.

There are number of technologies which can be used to enhance security e.g.
surveillance systems. The objectives of the security systems are to differ i.e., making
planning or execution of on attack too difficult, detect the planned evidence before it
occurs deny the access after in plan of attack has been made and to mitigate i.e.
lessen the impact severity as the attack by appropriate digits.

12.4 PHASES OF SECURITY

There are three phases of security as under:

(i) Prevention

These are the measures which can prevent a security incidence from taking place.
These can be identified by conducting a risk assessment and gathering intelligence.
Prevention begins with the daily operational security -problems.

Uncared for dirty, damaged property is a breeding ground for more serious crime.

(ii) Preparedness

Plans must be prepared to respond to incidents, mitigate the impact. Train staff
accordingly and carry out exercises. The results of the risk assessment give a basis
for such plans.

(iii) Recovery

Transport system must have laid down procedures/instructions for the quick recovery
of normal service after an incident. Recovery is important for the financial health of
the operation, but it also sends a clear message to public, it reassures passengers
and gives them confidence to continue using the system. Communication is key to
the quick restoration after such incidents. Restoration should also include an
evaluation process for the lessons learnt.

12.5 RESPONSIBILITIES AND PARTNERSHIPS

Security is a sovereign function and hence is the responsibility of the state. Security
in public requires clear governance. Responsibility should be clearly defined. In the
present scenario, this is the responsibility of the Government of Maharashtra to
ensure secured travelling to the public including Metro Rail System.

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12.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM

1. CCTV coverage of all Metro Rail System stations. With a provision of

monitoring in the Station Security Room as well as at a Centralized Security
Control Room with video wall, computer with access to internet TV with data
connection, printer and telephone connection (Land Line and EPBX) for proper
functioning, cluster viewing for stations. Cost of this is included in Telecom
estimate.

2. Minimum one Baggage Scanners on all entry points (1 per AFC array).
Additional requirement of baggage scanners at heavily crowed stations i.e at
interchange may also be required. Cost of one baggage scanner is Rs. 15.0
Lacs approximately, on 2013 prices.

3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per
AFC array). The number can increase in view of the footfall at over crowed
stations. Cost of one Multi-zone DFMD is Rs 2.15 Lacs approximately.
4. Hand held Metal Detector (HHMD) as per requirement of security agency,
minimum two per entry, which varies from station to station with at least 1.5 per
DFMD installed at the station. Cost of one HHMD is Rs 6000/- approximately at
2012 prices.
5. Bomb Detection Equipments with modified vehicle as per requirement of
security agency. One BDS team per 25 - 30 station will be required at par with
present criteria of DMRC. Cost 1.25 crores including vehicle.
6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per
bomb blanket.
7. Wireless Sets (Static and Hand Held) as per requirement of security agency.
8. Dragon light at least one per station and vital installation.
9. Mobile phones, land lines and EPBX phone connections for senior security
officers and control room etc.
10. Dog Squads (Sniffer Dog), at least one dog for 4 Metro Rail System stations
which is at par with current arrangement of Delhi Metro. Cost of one trained
sniffer dog is Rs 1.25 Lacs approximately. Dog Kennels along with provision for
dog handlers and MI room will also be provided by Metro Rail System train
depot administration including land at suitable places line wise.

11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate
of Metro Rail System train depot administration Metro Rail System station.

12. Bullet proof jackets and helmets for QRTs and riot control equipments including
space at nominated stations. One QRT Team looks after 5-6 Metro Rail System

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stations as per present arrangement. One QRT consist of 5 personnel and

perform duty in three shifts.

13. Furniture to security agency for each security room, and checking point at every
entry point at stations. Scale is one office table with three chairs for security
room and office of GO and one steel top table with two chairs for checking
point.

14. Ladies frisking booth - 1 per security check point (AFC Arrey)
Wooden Ramp - 1 per DFMD for security check points.

15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and
bullet proof Morcha, as per requirement.

16. Physical barriers for anti-scaling at Ramp area, low height of via duct by
providing iron grill of appropriate height & design/concertina wire.

17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search
lights for contingency.

18. Iron grill at station entrance staircases, proper segregation of paid and unpaid
by providing appropriate design grills etc.

19. Proper design of emergency staircase and Fireman entry to prevent

unauthorized entry.

20. The provision procurement of all the above hardware is included in the cost of
Stations.

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 Chapter-13- DISASTER MANAGEMENT MEASURE

CHAPTER 13

DISASTER MANAGEMENT MEASURE

13.1 INTRODUCTION

Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation. Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area. As per World Health Organization (WHO):

Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.

A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.

13.2 NEED FOR DISASTER MANAGEMENT MEASURES

The effect of any disaster spread over in operational area of Metro Rail System is
likely to be substantial as Mumbai Metro will be dealing with thousands of
passengers daily. Disaster brings about sudden and immense misery to humanity
and disrupts normal human life in its established social and economic patterns. It has
the potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro Rail
System. Therefore there is an urgent need to provide for an efficient disaster
management plan.

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13.3 OBJECTIVES:

The main objectives of this Disaster Management Measures are as follows:

Save life and alleviate suffering.
Provide help to stranded passengers and arrange their prompt evacuation.
Instill a sense of security amongst all concerned by providing accurate
information.
Protect Metro Rail property.
Expedite restoration of train operation.
Lay down the actions required to be taken by staff in the event of a disaster in
VMRT in order to ensure handling of crisis situation in coordinated manner.
To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in anticipation
to avoid any kind of confusion and chaos at the time of the actual situation and
to enable them to discharge their responsibilities with alertness and
promptness.

13.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE

DISASTER MANAGEMENT MEASURES

Medium Metro specific disasters can be classified into two broad categories e.g.:
Man-made and Natural.

Man Made Disaster

1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains, stations or tunnels
5. Fire in Metro buildings, underground/ elevated infrastructures, power
stations, train depots etc.
6. Train accident and train collision/derailment of a passenger carrying train.
7. Sabotage
8. Stampede
Natural Disaster
1. Earthquakes
2. Floods

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13.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005

A. The National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:-

(1) With effect from such date as the Central Government may, by notification in
the Official Gazette appoint in this behalf, there shall be established for the
purposes of this Act (The Disaster Management Act, 2005), an authority to be
known as the National Disaster Management Authority.

(2) The National Authority shall consist of the Chairperson and such number of
other members, not exceeding nine, as may be prescribed by the Central
Government and, unless the rules otherwise provide, the National Authority
shall consist of the following:-

(a)The Prime Minister of India, who shall be the Chairperson of the National
Authority, ex officio;
(b) Other members, not exceeding nine, to be nominated by the Chairperson
of the National Authority.
(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the National Authority.
(4) The term of office and conditions of service of members of the National
Authority shall be such as may be prescribed.

B. State Disaster Management Authority:

Establishment of State Disaster Management Authority:-

(1) Every State Government shall, as soon as may be after the issue of the
notification under sub-section (1) of section 3, by notification in the Official
Gazette, establish a State Disaster Management Authority for the State with
such name as may be specified in the notification of the State Government.

(2) A State Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the State
Government and, unless the rules otherwise provide, the State Authority shall
consist of the following members, namely:-

(a) The Chief Minister of the State, who shall be Chairperson, ex officio;
(b) Other members, not exceeding eight, to be nominated by the Chairperson
of the State Authority;
(c) The Chairperson of the State Executive Committee, ex officio.

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(3) The Chairperson of the State Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the State Authority.

(4) The Chairperson of the State Executive Committee shall be the Chief
Executive Officer of the State Authority, ex officio: Provided that in the case of
a Union territory having Legislative Assembly, except the Union territory of
Delhi, the Chief Minister shall be the Chairperson of the Authority established
under this section and in case of other Union territories, the Lieutenant
Governor or the Administrator shall be the Chairperson of that Authority:
Provided further that the Lieutenant Governor of the Union territory of Delhi
shall be the Chairperson and the Chief Minister thereof shall be the Vice-
Chairperson of the State Authority.

(5) The term of office and conditions of service of members of the State Authority
shall be such as may be prescribed.
C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and
that it has a four tier structure as stated below:-

(1) National Crisis Management Committee (NCMC) under the chairmanship of

Cabinet Secretary
(2) Crisis Management Group (CMG) under the chairmanship of Union Home
Secretary.
(3) State Level Committee under the chairmanship of Chief Secretary.
(4) District Level Committee under the Chairmanship of District Magistrate.

All agencies of the Government at the National, State and district levels will
function in accordance with the guidelines and directions given by these
committees.

D. Plans by Different Authorities at District Level and their Implementation

Every office of the Government of India and of the State Government at the
district level and the local authorities shall, subject to the supervision of the
District Authority:-
(a) Prepare a disaster management plan setting out the following, namely:-

(i) Provisions for prevention and mitigation measures as provided for in the
District Plan and as is assigned to the department or agency concerned;
(ii) Provisions for taking measures relating to capacity-building and
preparedness as laid down in the District Plan;

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 Chapter-13- DISASTER MANAGEMENT MEASURE

(iii) The response plans and procedures, in the event of, any threatening disaster
situation or disaster;
(b) Coordinate the preparation and the implementation of its plan with those of
the other organizations at the district level including local authority,
communities and other stakeholders;
(c) Regularly review and update the plan; and
(d) Submit a copy of its disaster management plan and of any amendment
thereto, to the District Authority.

13.6 PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS

To prevent emergency situations and to handle effectively in case one arises there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.

(A) FIRE DETECTION AND SUPPRESSION SYSTEM

(B) SMOKE MANAGEMENT
(C) ENVIRONMENTAL CONTROL SYSTEM (ECS)
(D) TRACK-WAY EXHAUST SYSTEM (TES)
(E) STATION POWER SUPPLY SYSTEM
(F) DG Sets & UPS
(G) LIGHTING SYSTEM
(H) STATION AREA LIGHTS
(I) SEEPAGE SYSTEM
(J) WATER SUPPLY AND DRAINAGE SYSTEM
(K) SEWAGE SYSTEM
(L) ANY OTHER SYSTEM DEEMED NECESSARY

The above list is suggestive not exhaustive actual provisioning has to be done based
on site conditions and other external and internal factors.

13.7 PREPAREDNESS FOR DISASTER MANAGEMENT

Being a technological complex system worked by new set of staff, with a learning
curve to improve and stabilize with time, intensive mock drills for the staff concerned
is very essential to train them to become fully conversant with the action required to
be taken while handling emergencies.

They also need to be trained in appropriate communication skills while addressing

passengers during incident management to assure them about their wellbeing
seeking their cooperation.

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Since learning can only be perfected by doing the following Mock Drills is
considered essential:

a. Fire Drill
b. Rescue of a disabled train
c. Detrainment of passengers between stations
d. Passenger evacuation from station
e. Drill for use of rescue & relief train
f. Hot line telephone communication with state disaster management authority.

13.8 Communication with State Disaster Management Cell.

Operation Control Centre will have a hotline connection with the State Disaster
Management cell so as to avoid any time loss in communication of the information.

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 CHAPTER 14: COST ESTIMATES

Chapter - 14

COST ESTIMATES

14.1 INTRODUCTION

Project Cost estimates for the Andheri (E) Dahisar (E) Metro Corridor has been
prepared covering civil, electrical, signalling and telecommunication works, rolling
stock, environmental protection, rehabilitation, considering 25 kV AC traction at
July 2015 price level.

While preparing cost estimates, various items have generally been grouped under
three major heads on the basis of:-
(i) Route km. Length of alignment
(ii) No. of units of that item and
(iii) Item being an independent entity.

All items related with alignment, permanent way, OHE, signalling and
telecommunication, have been estimated on rate per route km/km basis. The cost
of elevated stations includes civil work for station structures, architectural finishes,
platform roofing, etc. Provisions for electrical and mechanical works, air
conditioning, lifts, escalators, etc, have been worked out separately. These rates do
not include cost of permanent way, O.H.E., power supply, signaling and
telecommunication, automatic fare collection (AFC) installations, for which separate
provisions have been made in the cost estimates. Similarly, for other items like
Rolling stock, Traction & Power, etc, costs have been summed up separately. In
remaining items, viz. land, utility diversions, rehabilitation, etc the costs have been
assessed on the basis of each item taken as an independent entity.

In order to arrive at realistic cost of various items, costs have been assessed on the
basis of accepted/completion rates in various contracts, awarded for similar works
by DMRC in Phase-II, Phase-III. A suitable escalation factor has been applied to
bring these costs to July 2015 price level. In addition the rates of Civil works have
been escalated by 10% to compensate the higher costs in Mumbai compared to
Delhi. Taxes & Duties such as Customs Duty, Excise Duty, Sales Tax, Works Tax,
VAT, etc, wherever applicable, have been worked out on the basis of prevailing
rates and included in the cost estimates separately.

The overall Capital Cost for the Andheri(E) Dahisar(E) Metro Corridor of Mumbai
at July 2015 price level works out to Rs. 4158 Crores excluding applicable Taxes &
Duties of Rs. 774 crores as tabulated hereunder.

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 CHAPTER 14: COST ESTIMATES

Table 14.1 Corridor-wise Details of Capital Cost

Sr. No. Name of the corridor Capital Taxes & Total

Cost Duties (Rs. Crore)
(Rs. Crore) (Rs. Crore)
Andheri (E) Dahisar(E)
1. Metro Corridor 4158 774 4932
(16.475 Km, 16 stations)

Details and methodology of arriving at these costs are discussed in paras

hereinafter.

14.2 CIVIL ENGINEERING WORKS

14.2.1 Land

Land requirements have been kept to the barest minimum and worked out on area
basis. Acquisition of private land has been minimised as far as possible. Elevated
alignment is proposed within the Right of way of Western Express Highway and
hence no land acquisition for alignment is considered. The land acquisition is
required to be done mainly for exit and entries and also for putting station towers
for Dahisar Station which has been proposed as low height station.

. Cost of Govt. land is based on the rate presently being charged by the concerned
authorities. Private land for MRTS project shall be acquired by MMRDA/
Maharashtra State Government and compensation shall be paid as per Land
Acquisition Act 1894. The average rate of private land has been worked out to be
Rs.100 Crore per hectare on the basis of latest information available. Similarly
average rate for govt. land has been taken 20 Crore per hectare to work out the
cost of land.

Provision for Rehabilitation and Resettlement is made separately.

In addition to the lands required permanently, some areas of land (mainly Govt.)
are proposed to be taken over temporarily for construction depots. Ground rent
charges @ 6% per year for a period of 4 years have been provided for in project
cost estimates.

Details of the lands with their costs have been shown in corridor cost estimate.

14.2.2 Formation and Alignment

Elevated section: A good portion of alignment is proposed with elevated viaduct

and the rates adopted are based on the completion cost for these works of Phase-II
and ongoing Phase-III works, duly updated to July 2015 price level and enhanced
by 10% for the higher cost at Mumbai as compared to Delhi.

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14.2.3 Stations

Elevated Stations: Rates adopted for elevated stations cover works of station
structures, platforms, architectural finishes, covering, etc. Provisions for Electrical
and Mechanical works have been made separately. Also provisions for Lifts and
Escalators, Viaduct, P-way, O.H.E., Signalling & Telecommunication works,
Automatic fare collection installations, etc, have been summed up in the cost
estimates.

Mainly three types of stations are proposed for elevated alignment & rates are
proposed accordingly.
Type A: Wayside station
Type B: Wayside with Signalling
Type C: Terminal Station

Rates for stations have also been arrived based on Delhi Phase-II and Phase-III
accepted rates added by 10% more for higher cost at Mumbai compared to Delhi

14.2.4 Permanent way

For elevated alignment ballastless track and for depot, ballasted track is proposed.
Rates adopted are based on similar works done in Phase-II and ongoing Phase-III
works duly updated to July 2015 price level.

14.3 DEPOT

Maintenance Depot have been planned At Dehisar

14.4 UTILITY DIVERSIONS, ENVIRONMENTAL PROTECTION, MISCELLANEOUS

OTHER WORKS

Provisions have been made to cover the cost of utility diversions, miscellaneous
road works involved, road diversions, road signages etc. and environmental
protection works on route km basis, based on the experience gained from the
works done in Phase- II and III of Delhi Metro.

14.5 REHABILITATION AND RESETTLEMENT

Provisions have been made on fair assessment basis, to cover cost of relocation of
Jhuggies, shops, residential Houses on private land etc.

Provisions for barracks and security equipment for CISF and Staff Quarters for
O&M Wing have been made in the cost estimates on the basis of average cost
involved per km length in the recent past.

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14.6 TRACTION AND POWER SUPPLY

Provisions have been made to cover the cost of O.H.E., Auxiliary sub stations,
receiving substations, service connection charges, SCADA and miscellaneous
items, on route km basis separately for underground alignment, elevated and at-
grade section as the requirements are different and costs are more for
underground section.

Provisions towards cost of lifts, escalators for underground, elevated and at-grade
stations have been made in the cost estimates. Rates provided are based on cost
of similar works done in Phase-II and ongoing Phase-III works duly updated to July
2015 price level. Provision for mid section shaft is made separately.

14.7 SIGNALLING AND TELECOMMUNICATION WORKS

Rates adopted are based on the completion cost of similar works for Delhi Metro
under Phase-II and ongoing Phase-III works. These rates include escalation during
manufacturing and supply of equipment and their installation at site.

14.8 AUTOMATIC FARE COLLECTION

Adopted rates are based on accepted rates for similar work of Phase-II and
ongoing Phase-III works duly updated to July 2015 price level.

14.9 ROLLING STOCK

Adopted rates are based on awarded rates of similar works of Phase-II and
ongoing Phase-III works duly updated to July 2015 price level considering likely
indigenization.

14.10 SECURITY

A lump sum provision for providing security infrastructure in the station premises
has been made on running kilometre basis. Adopted rates are as taken in phase III
DPR suitably escalated to current price level.

14.11 MULTIMODAL TRAFFIC INTEGRATION

A lump sum provision of Rs. 2.31 Crore per station has been made to have
seamless integration of metro stations with other modes of transport. It is
envisaged that in case this money is not sufficient for this purpose the deficient part
of money will borne by the Urban Local Body (ULB) in whose area station is
located.

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 CHAPTER 14: COST ESTIMATES

14.12 GENERAL CHARGES AND CONTINGENCES

Provision @ 7% has been made towards general charges on all items, except cost
of land, which also includes the charges towards Detailed Design Charges (DDC),
etc. Provision for contingencies @ 3 % has been made on all items including
general charges.

14.13 CAPITAL COST ESTIMATES

14.13.1 Andheri (E) to Dehisar (E) Corridor

The overall Capital Cost for this corridor estimated at July 2015 price level, based
on the above considerations works out to Rs. 4158 Crores without Taxes & Duties.
Taxes & Duties such as Customs Duty (CD), Excise Duty (ED), Sales Tax (ST),
Works Tax (WT), VAT, etc, have been worked out as Rs. 774 Crores.

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 CHAPTER 14: COST ESTIMATES

Table 14.1
Andheri (E) to Dehisar (E) Corridor
Capital Cost Estimate July 2015 level
Total length = 16.475 km
Elevated (including elevated ramp) =16.475 km
Total Station ( All Elevated ) =16
Amount
S.
Item Unit Rate Qty. (Rs. in
No.
Cr.)
Without taxes
1.0 Land
1.1 Permanent
a Government ha 20.00 15.78 315.57
b Private ha 100.00 1.24 123.73
Temporary Land for
1.2 Ha. 5.00 8.00 40.00
Construction Depot
1.3 R & R incl. Hutments etc. R. Km. 3.52 16.48 58.04
Subtotal (1) 537.34
2.0 Alignment and Formation
Elevated section including station
2.1 length (Including Cost of Rain Water R. Km. 36.92 16.48 608.39
Harvesting)
2.2 Depot entry connection R. Km. 36.92 1.00 36.92
Subtotal (2) 645.31
3.0 Station Buildings
3.1 Elevated stations(including finishes) Each
a Type (A) way side- civil works Each 29.09 13.00 378.13
b Type (A) way side- EM works etc Each 8.06 13.00 104.80
Type (B) Way side with signalling-civil
c Each 28.48 1.00 28.48
works
Type (B) Way side with signalling-EM
d Each 8.06 1.00 8.06
works etc
a Type (C), Terminal station -civil works Each 32.45 2.00 64.90
Type (c), Terminal station -EM works
b Each 8.06 2.00 16.12
including lifts and escalators
Providing half height platform Screen
3.2 Doors (PSD) at all Stations Each 2.45 32 78.4
Metro bhawan, OCC bldg. Staff
3.3
quarters
a civil works LS 50.00
b EM works etc LS 25.00
Subtotal (3) 753.89
4.0 Maintenance Depot at Dehisar LS
4.1 Depot
a Civil works LS 90.00
b EM works etc LS 60.00

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 CHAPTER 14: COST ESTIMATES

Subtotal (4) 150.00

5.0 P-Way
5.1 Ballast less track R. Km. 8.58 17.48 149.94
5.2 Ballasted track for Depot R. Km. 4.72 5.00 23.60
Subtotal (5) 173.53

Traction & power supply incl. Third

6.0
Rail , ASS etc. Excl. lifts & Escalators

6.1 Elevated section R.Km. 10.50 16.48 173.04

Subtotal (6) 173.04
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R. Km. 15.99 16.48 263.58
7.2 Automatic fare collection Stn.
a) Elevated stations Each 5.50 16.00 88.00
Subtotal (7) 351.58
Misc. Utilities, roadworks, other civil
9.0 works such as median stn. signages R. Km.
Environmental protection
Civil works (4.5 cr/km)
a R. Km. 8.00 16.48 131.84
+ EM works (3.5 cr/km)
Subtotal (9) 131.84
10.0 Rolling Stock (3.2 m wide Coaches) Each 9.80 78.00 764.40
Subtotal (10) 764.40
11.0 Capital expenditure on security
a Civil works R.Km. 0.30 16.48 4.92
b EM works etc R.Km. 0.06 13.27 0.82
Subtotal (11) 5.74
12.0 Staff quarter for O & M
a Civil works R.Km. 1.32 16.48 21.82
b EM works etc R.Km. 0.28 16.48 4.68
Sub Total (12) 26.49
Capital expenditure on Multimodal
13.0
Traffic Integration
Capital expenditure on Multimodal
a Each 2.31 16.00 36.96
Integration
Sub Total (13) 36.96
14.0 Total of all items except Land 3270.82
General Charges incl. Design charges
15.0 228.96
@ 7 % on all items except land
Total of all items including G.
16.0 3499.77
Charges except land
17.0 Contingencies @ 3 % 104.99
18.0 Gross Total 3604.77
Cost without land = 3605
Cost with land including contingencies on land = 4158

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Table 14.2 Details of Taxes and Duties

Andheri (E)to Dehisar (E) Corridor
Customs duty = 23.4155 %
Excise duty = 12.50 %
VAT = 12.5 %
Octroi 4 %
Taxes and duties
S. Total cost custom excise Total
No. without duty duty VAT(Cr.) taxes &
Taxes & (Cr.) (Cr.) duties
Description duties (Cr.) Octroi (Cr.)
Alignment &
1 Formation
Underground 0.00 0.00 0.00 0.00 0.00
Elevated, at grade &
entry to Depot 645.31 56.46 63.52 14.04 119.99
2 Station Buildings
Elevated station - civil
works 549.90 48.12 54.13 11.96 102.25
Elevated station-EM
works 128.99 6.04 10.96 12.33 4.09 29.34
OCC bldg-civil works 50.00 4.38 4.92 1.09 9.30
OCC bldg-EM works 25.00 1.17 2.13 2.39 0.79 5.69

3 Depot
Civil works 90.00 6.32 5.51 6.20 2.04 18.04
EM works 60.00 2.81 5.10 5.74 1.90 13.65

4 P-Way 173.53 32.51 3.69 4.15 5.87 40.34

Traction & power

5 supply
Traction and power
supply 173.04 16.21 11.03 12.41 5.61 39.65
6 S and T Works
S&T 263.58 49.38 6.59 7.41 8.95 63.38
AFC 88.00 15.45 2.75 3.09 2.97 21.30
PSD 0.00 0.00 0.00 0.00 0.00 0.00
7 R & R hutments 58.04 3.63 1.16 3.63

8 Misc.
Civil works 153.34 13.42 15.09 3.34 28.51
EM works 47.69 5.07 5.70 1.48 10.77

9 Rolling stock 764.40 157.51 7.45 8.38 29.74 173.35

Total 3270.82 287.40 182.65 209.11 95.02 774.18

Total taxes & Duties 774

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 CHAPTER 15 FINANCING OPTIONS,
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Chapter 15
FINANCING OPTIONS, FARE STRUCTURE
AND FINANCIAL VIABILITY
15.1 INTRODUCTION

The Mumbai Metro Rail Project (from Andheri to Dehisar) is proposed to be

constructed with an estimated cost of Rs 4628.00 Crore with central taxes and
land cost. The route length of the proposed metro rail system and estimated
cost at July-2015 price level without central taxes, with central taxes and with
all taxes are placed in table 15.1 as under:

Table 15.1 Cost Details

Estimated
Estimated Estimated cost
cost with
Distance cost without with all taxes,
Sr. No. Name of Corridor Central taxes
(KMs) taxes Octroi & land
& land cost
(Rs/Crore) cost (Rs/Crore)
(Rs/Crore)
1 Andheri to
16.475 4158.00 4628.00 4932.00
Dehisar

The estimated cost at July-2015 price level includes an amount of

Rs.5.74 Crore as one-time charges of security personal towards cost of
weapons, barricades, and hand held and door detector machine. However, the
recurring cost towards salary and allowances of security personal have not
been taken in to account in the FIRR calculation since providing required
security at metro stations shall be the responsibility of state police.

15.2 COSTS

15.2.1 Investment Cost

15.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with central taxes has been calculated by taking escalation
factor @7.5% per annum. The taxes and duties consist of Custom Duty (CD),
Excise Duty (ED), State Value Added Tax (VAT) and Octroi levied by the
Brihanmumbai Municipal Corporation (BMC). Mumbai Metro project is eligible
for availing concessional project import duty under chapter 98.01 of the
Custom Tariff Act. The effective CD works out to 23.4155% (Basic CD (5%),
Countervail Duty (CVD) + Additional Custom Duty (ACD)) on the imported

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FARE STRUCTURE AND FINANCIAL VIABILITY

portions, ED @ 12.50% and VAT @ 12.50% on indigenously manufactured

items and Octroi @ 4% on supply items, which have been considered for
working out the estimated taxes and duties. Service Tax on Works Contract
Services on new construction pertaining to Metro and Mono Rail Projects is
exempted from the Service Tax on date and therefore the same has been
considered as Nil in the estimated cost. It has been assumed that Maharashtra
State Government will exempt the local taxes or reimburse the same (Sate
VAT, Octroi etc) and provide the land worth Rs. Rs. 606 crore on completion
cost basis free of cost or shall provide Interest Free Subordinate Debt.

It is assumed that the construction work will start on 01.10.2015 and is

expected to be completed on 31.03.2019 with Revenue Opening Date (ROD)
as 01.04.2019 for the corridor. The total completion costs duly escalated and
shown in the table 15.2 have been taken as the initial investment. The cash
flow of investments separately is placed in Table 15.2 as below.

Table 15.2 Year wise Investment (Completion Cost including cost of land)
Figures in Rs. Crore

Cost at July -2015 Completion Cost

Financial Year Price Level including land cost and
central taxes

2015-16 225.00 229.00

2016-17 592.00 648.00
2017-18 1163.00 1369.00
2018-19 1019.00 1289.00
2019-20 815.00 1108.00
2020-21 408.00 596.00
2021-22 406.00 638.00
Total 4628.00 5877.00

15.2.1.2 Although the construction is expected to get over by 31st March 2019, the cash
flow spill over up to March 2022 on account of payment normally required to be
made to the various contractors up to that period necessitated by contractual
clauses.

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15.2.1.3 The cost of Land of Rs. 606 crore included in the above completion cost will be
provided free of cost by the Maharashtra Government or it shall provide
Interest Free Subordinate Debt for the same.

15.2.2 Additional Investment

Total investment provided in the FIRR calculation towards requirement of
additional rolling stock duly escalated @5% PA is placed in table 15.3 as
under: -

Table 15.3 Additional Investment towards Rolling Stock

(Rs/Crore)
Financial Year No. of Cars Amount
2021-22 12 203.00
2043-44 30 1347.00
TOTAL 42 1550.00

15.2.3 Operation & Maintenance (O&M) Costs

The Operation & Maintenance costs can be divided into three major parts: -

(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and maintenance
of the system and consumables
(iii) Energy costs

The requirement of staff has been assumed @ 35 persons per kilometre. The
escalation factor used for staff costs is 9% per annum to provide for both
escalation and growth in salaries.

The cost of other expenses is based on the actual O & M unit cost for the Delhi
Metro Phase-II project. The prevailing rate of electricity in Mumbai is Rs. 8.46
per unit which has been used for all calculations. The O&M cost (excluding
staff cost) has been obtained by providing an escalation of 7.50% per annum.
The O&M costs have been tabulated in Table 15.4.1as below.:

Table 15.4 Operation and Maintenance Costs

Rs. In Crore
YEAR Staff Maintenance Energy Total
Expenses
2019 - 2020 36.37 24.71 65.62 126.70
2020 - 2021 39.64 26.57 70.54 136.75
2021 - 2022 43.21 28.56 81.13 152.90
2022 - 2023 47.10 30.70 87.22 165.02

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YEAR Staff Maintenance Energy Total

Expenses
2023 - 2024 51.34 33.00 93.76 178.10
2024 - 2025 55.96 35.48 100.79 192.23
2025 - 2026 61.00 38.14 108.35 207.49
2026 - 2027 66.49 41.00 116.48 223.96
2027 - 2028 72.47 44.07 125.21 241.76
2028 - 2029 78.99 47.38 134.60 260.97
2029 - 2030 86.10 50.93 144.70 281.73
2030 - 2031 93.85 54.75 155.55 304.15
2031 - 2032 102.30 58.86 182.48 343.63
2032 - 2033 111.50 63.27 196.16 370.94
2033 - 2034 121.54 68.02 210.88 400.43
2034 - 2035 132.48 73.12 226.69 432.29
2035 - 2036 144.40 78.61 243.69 466.70
2036 - 2037 157.40 84.50 261.97 503.87
2037 - 2038 171.56 90.84 281.62 544.02
2038 - 2039 187.00 97.65 302.74 587.39
2039 - 2040 203.83 104.98 325.44 634.25
2040 - 2041 222.18 112.85 349.85 684.88
2041 - 2042 242.17 121.31 441.83 805.32
2042 - 2043 263.97 130.41 474.97 869.35
2043 - 2044 287.73 140.19 510.59 938.51
2044 - 2045 313.62 150.71 548.88 1013.21
2045 - 2046 341.85 162.01 590.05 1093.91

15.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash
outflow) unless a specific depreciation reserve fund has been provided, in the
present calculation, depreciation calculations are placed for purpose of record.

15.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipment due to wear and tear. With the nature of equipment
proposed to be provided, it is expected that only 50% of the Signalling and
Telecom and 25% of electrical works would require replacement after 20 years.

15.3 REVENUES
The Revenue of Mumbai Metro mainly consists of fare box collection and other
incomes from property development, advertisement, parking etc.

15.3.1 Fare box

The Fare box collection is the product of projected ridership per day and
applicable fare structure based on trip distribution at different distance zones.

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15.3.2 Traffic

15.3.2.1 a). The projected ridership figures years are as indicated in table 15.5 as
below: -
Table 15.5 Projected Ridership

Trips per day

Financial Year
(lakhs)
2019-20 4.73
2021-22 5.29
2031-32 6.67
2041-42 7.36
b). The growth rate for traffic is assumed @5.75% Per Annum upto 2021-22,
and @ 2.35% per annum upto 2031-32, @ 1% per annum upto 2041-42
thereafter 0% per annum.

15.3.2.2 Trip Distribution

The trip distribution has been worked out by considering average lead of 6.58
KM which is shown in Table 15.6 below: -

Table 15.6 Trip Distribution

Distance in km Percent distribution
0-2 10.00%
2-4 10.70%
4-6 20.30%
6-9 45.00%
9-12 7.00%
12-15 4.00%
15-18 3.00%
Total 100.00%

The graphic presentation of the same is placed below in Figure-15.1.

Figure 15.1 Trip Distribution

50.00%
TRIP DISTRIBUTION
% OF TRAFFIC

0.00%
0-2 2-4 4-6 6-9 9-12 12-15 15-18
DISTANCE Series1

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Fare Structure
The fare structure for the FY 2019-20 has been assumed based on the details
provided by MMRDA. Considering the increase in the Consumer Price Index
(CPI) and input costs of operation since then, the existing fare structure has
been escalated by using an escalation factor @15.00% once in every two
years. The fare structure for the FY 2019-20 as per the proposed fare slabs is
shown in the table 15.7 below:
Table 15.7 Fare Structure in 2019-20

Sr. No. Distance Proposed Fare in 2019-20

1 0-2 11
2 2-4 13
3 4-6 16
4 6-9 20
5 9-12 22
6 12-15 24
7 15-18 26

The above fare structure has been taken as furnished by MMRDA due
to the same having approval of GOM. DMRC proposed that the under
mentioned fare structure in the multiple of Rs. 10 be adopted in 2019-20 at the
time of commissioning of this Line.

Table 15.8 Fare Structure in 2019-20

Year 2019-20
SLAB FARE (Rs)
0-3 Kms 10.00
3-12 Kms 20.00
12 Kms and More 30.00

The proposed Fare Structure will have convenience in making use of ticket
vending machine and also in issuing the ticket manually without having much
effect on total value.

15.3.2.3 Other Sources of Revenues

Other revenues from Property Development and advertisement have been

assumed @ 10% of the fare box revenues during first five years of operations
and thereafter @ 20% of the fare box revenues. Apart from development of
property on metro stations and depot it is possible to raise resources through
leasing of parking rights at stations, advertisement on trains and tickets,
advertisements within stations and parking lots, advertisements on viaducts,
columns and other metro structures, co-branding rights to corporate, film
shootings and special events on metro premises.

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15.4 FINANCIAL INTERNAL RATE OF RETURN (FIRR)

15.4.1 The Financial Internal Rate of Return (FIRR) with central taxes & duties and
land cost for 30 years business model including construction period is produced in
Table 15.9

Table 15.9 FIRR with Central Taxes (Without Property Development)

Figs in cr. (Rs.)
Cash
Outflow Inflow
Flow

IRR

Replacement
Year
Completion

PD & ADVT
Total Costs
Additional

Expenses

Fare Box
Revenue

Revenue
Running

Total
costs
Cost

Cost

2015 -201 229 229 0 -229

2016 - 6
201 648 648 0 -648
2017 -201
7 1369 1369 0 -1369
2018 -201
8 1289 1289 0 -1289
2019 -202
9 1108 127 1235 290 29 319 -916
2020 -202
0 596 0 137 733 306 31 337 -396
2021 -202
1 638 203 153 994 372 37 409 -585
2022 -202
2 0 0 165 165 380 38 418 253
2023 -202
3 0 0 178 178 444 44 488 310
2024 -202
4 0 0 192 192 455 91 546 354
2025 -202
5 0 0 207 207 537 107 644 437
2026 -202
6 0 0 224 224 549 110 659 435
2027 -202
7 0 0 242 242 650 130 780 538
2028 -202
8 0 0 261 261 666 133 799 538
2029 -203
9 0 0 282 282 780 156 936 654
2030 -203
0 0 0 304 304 798 160 958 654
2031 -203
1 0 0 344 344 942 188 1130 786
2032 -203
2 0 0 371 371 951 190 1141 770
2033 -203
3 0 0 400 400 1109 222 1331 931
2034 -203
4 0 0 432 432 1121 224 1345 913
2035 -203
5 0 0 467 467 1299 260 1559 1092
2036 -203
6 0 0 504 504 1312 262 1574 1070
2037 -203
7 0 0 544 544 1520 304 1824 1280
2038 -203
8 0 0 587 587 1535 307 1842 1255
2039 -204
9 0 0 634 634 1794 359 2153 1519
2040 -204
0 0 0 685 625 1310 1812 362 2174 864
2041 -204
1 0 1347 805 656 2808 2094 419 2513 -295
2042 -204
2 0 0 869 0 869 2094 419 2513 1644
2043 -204
3 0 0 939 0 939 2417 483 2900 1961
2044 -204
4 0 0 1013 0 1013 2417 483 2900 1887
Total 5 5877 1550 11066 1281 19774 28644 5548 3419 8.20%
2
4.79%
The various sensitivities with regard to increase/decrease in capital costs, O&M costs
and revenues are placed in Table 15.10 below : -

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Table 15.10 FIRR (With PD)

Sensitivity Analysis
Capital Cost with Central Taxes
but without land cost
10% increase in 20% increase in 10% decrease 20% decrease
capital cost capital cost in capital cost in capital cost
7.47% 6.83% 9.03% 9.98%
REVENUE
20% decrease in Fare 10% decrease in 10% increase 20% increase in
Box revenue Fare Box in Fare Box Fare Box
revenue revenue revenue
5.27% 6.85% 9.41% 10.50%
O&M COSTS
10% increase in O&M cost 10% decrease in O&M cost
7.78% 8.61%

These sensitivities have been carried out independently for each factor.

15.5 FINANCING OPTIONS

Objectives of Funding: - The objective of funding metro rail systems is not
necessarily enabling the availability of funds for construction but coupled with
the objective of financial closure are other concerns, which are of no less
importance: -
Ensuring low project cost
Ensuring debt funds at low rates of interest
Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
Recovering returns from both direct and indirect beneficiaries

Rail based mass transit systems are characterised by heavy capital

investments coupled with long gestation period leading to low financial rates of
return although the economic benefits to the society are immense. Such
systems generate externalities, which do not get captured in monetary terms
and, therefore, do not flow back to the system. However, experience all over
the world reveals that both construction and operations of metro are highly
subsidised. Government involvement in the funding of metro systems is a
foregone conclusion. Singapore had a 100% capital contribution from the
government, Hong Kong 78% for the first three lines and 66% for the later 2
lines. The Phase-I, Phase-II as well as Phase-III of Delhi MRTS project,
Chennai, Bengaluru and Mumbai Line-3 projects are funded with a mixture of
equity and debt (ODA) by GOI & concerned state governments.

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 CHAPTER 15 FINANCING OPTIONS,
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15.5.1 Alternative Models Of Financing

The financing option shall depend upon selection of the dedicated agency
created to implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Government Control (Delhi Metro Rail
Corporation (DMRC) /Bangalore Metro Rail Corporation (BMRC)
(ii) Built, Operate & Transfer (BOT), and

SPV Model: - The State Government has already constituted a fully owned
company in the name of Mumbai Metro Rail Corporation (MMRC), a SPV
company and is responsible for the implementation of all the metro rail
corridors under the Mumbai Metro rail project. The issue of extending JICA
loan for the project was discussed informally with JICA India Office. It was told
that an informal understanding between GOI & GOJ has taken place.
According to which JICA will extend only modified step loan for the new
projects in India at an interest rate of 0.30% per annum. The tenure of the loan
will be 40 years with 10 years moratorium period. JICA shall extend fund to the
extent of 85% of the cost of project excluding cost of the land, cost of
Rehabilitation and Resettlement and taxes and duties. However, pending
formal notification from the MOF, GOI, the existing terms applicable for JICA
loan have been assumed except the quantum of project cost eligible for
funding which has been taken as per the new terms. The funding pattern under
this model (SPV) is placed in table 15.11 as under: -

Table 15.11 Funding pattern under SPV model (with central taxes and land)
(Rs./Crore)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 747.00 14.17%
Equity By GOM 747.00 14.17%
SD for CT by GOM 307.00 5.82%
SD for CT by GOI 307.00 5.82%
1.40% Step Loan from JICA /
12% Market Borrowings 3163.00 60.02%
Total 5271.00 100.00%
SD for Land by GOM 606.00
Total 5877.00
Interest During Construction 20.00
Grand Total 5897.00
In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

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BOT Model: - In this model, the private firm will be responsible for financing,
designing, building, operating and maintaining of the entire project. The contribution
of Government of Maharashtra will be limited to cost of land only. Such a project
become eligible for Viability Gap Funding (VGF) upto 20% from the Central
Government provided the state government also contribute same or more amount
towards the project. The metro being a social sector project not much private parties
are available to bid for such a project. Besides quite expectedly the private operator
may demand assured rate of return in the range of 16% to 18% or a comfort of
guaranteed ridership. Here the BOT option has been worked out taking 16% pre-
tax return to the BOT operator

The funding pattern assumed under this model excluding the cost of land is
placed in table 15.12 tabulated as under: -
Table 15.12 Funding pattern under BOT Combined (16% EIRR)
(With central taxes and without land cost)
Particulars With Taxes & Duties
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 1054.00 20.00%
VGF by GOM 1396.00 26.48%
Equity by Concessionaire 940.00 17.83%
Concessionaires debt @12% PA 1881.00 35.69%
Total 5271.00 100.00%
Land Free by GOM 606.00
Total 5877.00
IDC 29.00
Total 5906.00

In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

15.6. RECOMMENDATIONS
The FIRR of the corridor with central taxes and land is 8.20%. The pre-tax
Equity FIRR to the BOT operator worked out to 16% with total VGF of
Rs.3056.00 crore. Accordingly, the corridors are recommended for
implementation on DMRC/BMRCL/CMRL.

The total fund contribution of GOI & GOM under various alternatives is
tabulated in table 15.13 excluding state taxes.

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Table 15.13
Rs. In crore
Particulars SPV Model BOT Model
GOI 1054.00 1054.00
GOM 1660.00 2002.00
Total 2714.00 3056.00

In addition to the above, State Taxes (Sate VAT, Octroi etc) of Rs.443.00 crore
on completion cost basis has to be either reimbursed or exempted by state
government.

Considering the difference, it is recommended to implement the project under

SPV model (completely Government Funded) as per the funding pattern given
in Table 15.11.

The detailed cash flow statements under various alternatives are enclosed as
per the Table 15.12, 15.13, 15.14.

The funding pattern assumed under SPV model & BOT model is depicted in
the pie chart i.e., Figure 15.2.1 & 15.2.2 as under: -

Figure 15.2.1
Funding pattern under SPV Model

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Figure 15.2.2
Funding pattern under BOT Model

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Mumbai Metro (Andheri to Dehisar Corridor 1215 JICA ELIGIBIITY 1948 3163 61.59% Table 15.12
CAPITAL COST-FIXED 4628 MB 12% 0.00% 0.00%
CAPITAL COST - CURRENT 5877 JICA Loan 1.40% 100.00% 1.40%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 1.40%

Completion Additional Running Depreciation Replacement Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit before Cash Balance Cumulative
Cost Capital Expenses Cost Revenue Advertiseme Revenue Flow for IRR GOI & GOM of cash cash of Loan incl. IDC Tax Cash
Year nt

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
1 2015 - 2016 229 229 0 -229 337 108 108 0 0 0 6 6
2 2016 - 2017 648 648 0 -648 729 81 189 0 0 0 0 6
3 2017 - 2018 1369 1369 0 -1369 746 -623 -434 434 434 0 3 443
4 2018 - 2019 1289 1289 0 -1289 528 -761 -1195 1195 761 0 11 1215
5 2019 - 2020 1108 127 177 1235 290 29 319 -916 374 -734 -1929 1929 734 0 1949 22 -7 170 170
6 2020 - 2021 596 0 137 177 733 306 31 337 -396 0 -596 -2525 2525 596 0 2545 31 -8 169 338
7 2021 - 2022 638 203 153 183 994 372 37 409 -585 -638 -3163 3163 638 0 3183 40 33 13 351
8 2022 - 2023 0 0 165 183 165 380 38 418 253 0 0 0 0 0 3183 45 25 208 560
9 2023 - 2024 0 0 178 183 178 444 44 488 310 0 0 0 0 0 3183 45 82 265 825
10 2024 - 2025 0 0 192 183 192 455 91 546 354 0 0 0 0 0 3183 45 126 309 1135
11 2025 - 2026 0 0 207 183 207 537 107 644 437 0 0 0 0 219 2964 45 209 174 1308
12 2026 - 2027 0 0 224 183 224 549 110 659 435 0 0 0 0 219 2745 41 211 175 1483
13 2027 - 2028 0 0 242 183 242 650 130 780 538 0 0 0 0 219 2526 38 317 281 1763
14 2028 - 2029 0 0 261 183 261 666 133 799 538 0 0 0 0 219 2307 35 320 284 2047
15 2029 - 2030 0 0 282 183 282 780 156 936 654 0 0 0 0 219 2089 32 439 403 2450
16 2030 - 2031 0 0 304 183 304 798 160 958 654 0 0 0 0 219 1870 29 442 406 2856
17 2031 - 2032 0 0 344 183 344 942 188 1130 786 0 0 0 0 219 1651 26 577 541 3397
18 2032 - 2033 0 0 371 183 371 951 190 1141 770 0 0 0 0 219 1432 23 564 528 3925
19 2033 - 2034 0 0 400 183 400 1109 222 1331 931 0 0 0 0 219 1213 20 728 692 4617
20 2034 - 2035 0 0 432 183 432 1121 224 1345 913 0 0 0 0 219 994 17 713 677 5294
21 2035 - 2036 0 0 467 183 467 1299 260 1559 1092 0 0 0 0 97 897 14 895 981 6275
22 2036 - 2037 0 0 504 183 504 1312 262 1574 1070 0 0 0 0 97 799 13 874 960 7235
23 2037 - 2038 0 0 544 183 544 1520 304 1824 1280 0 0 0 0 97 702 11 1086 1171 8406
24 2038 - 2039 0 0 587 183 587 1535 307 1842 1255 0 0 0 0 97 604 10 1062 1148 9554
25 2039 - 2040 0 0 634 183 634 1794 359 2153 1519 0 0 0 0 97 507 8 1328 1413 10967
26 2040 - 2041 0 0 685 202 625 1310 1812 362 2174 864 0 0 0 0 97 410 7 1280 760 11726
27 2041 - 2042 0 1347 805 262 656 2808 2094 419 2513 -295 0 0 0 0 97 312 6 1440 -398 11328
28 2042 - 2043 0 0 869 262 0 869 2094 419 2513 1644 0 0 0 0 97 215 4 1378 1542 12871
29 2043 - 2044 0 0 939 262 0 939 2417 483 2900 1961 0 0 0 0 97 117 3 1696 1861 14731
30 2044 - 2045 0 0 1013 262 0 1013 2417 483 2900 1887 0 0 0 0 97 20 2 1623 1788 16519
5877 1550 11066 5081 1281 19774 28644 5548 34192 8.20% 2714 3163 3163 20 613 17432 16519
14418

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Mumbai Metro (Andheri to Dehisar Corridor Table 15.13

CAPITAL COST-FIXED 4628
CAPITAL COST - CURRENT 5877 MARKET BORROWING 12.00%
DOMESTIC FUNDING - BASE CASE

Completion Additional Running Depreciation Replacement Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit before Cash Balance Cumulative
Cost Capital Expenses Cost Revenue Advertiseme Revenue Flow for IRR GOI & GOM of cash cash of Loan loan incl. IDC Tax Cash
Year nt

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
1 2015 - 2016 229 229 0 -229 337 108 108 0 0 0 0 0
2 2016 - 2017 648 648 0 -648 729 81 189 0 0 0 0 0
3 2017 - 2018 1369 1369 0 -1369 746 -623 -434 434 434 0 26 460
4 2018 - 2019 1289 1289 0 -1289 528 -761 -1195 1195 761 0 98 1319
5 2019 - 2020 1108 127 180 1235 290 29 319 -916 374 -734 -1929 1929 734 0 2053 202 -190 -10 -10
6 2020 - 2021 596 0 137 180 733 306 31 337 -396 0 -596 -2525 2525 596 0 2649 282 -262 -82 -92
7 2021 - 2022 638 203 153 186 994 372 37 409 -585 -638 -3163 3163 638 0 3287 356 -286 -303 -396
8 2022 - 2023 0 0 165 186 165 380 38 418 253 0 0 0 0 0 3287 394 -327 -141 -537
9 2023 - 2024 0 0 178 186 178 444 44 488 310 0 0 0 0 0 3287 394 -270 -84 -621
10 2024 - 2025 0 0 192 186 192 455 91 546 354 0 0 0 0 0 3287 394 -226 -40 -662
11 2025 - 2026 0 0 207 186 207 537 107 644 437 0 0 0 0 164 3123 394 -143 -122 -784
12 2026 - 2027 0 0 224 186 224 549 110 659 435 0 0 0 0 164 2958 375 -126 -104 -888
13 2027 - 2028 0 0 242 186 242 650 130 780 538 0 0 0 0 164 2794 355 -3 19 -869
14 2028 - 2029 0 0 261 186 261 666 133 799 538 0 0 0 0 164 2630 335 17 38 -831
15 2029 - 2030 0 0 282 186 282 780 156 936 654 0 0 0 0 164 2465 316 152 174 -657
16 2030 - 2031 0 0 304 186 304 798 160 958 654 0 0 0 0 164 2301 296 172 194 -463
17 2031 - 2032 0 0 344 186 344 942 188 1130 786 0 0 0 0 164 2137 276 324 346 -117
18 2032 - 2033 0 0 371 186 371 951 190 1141 770 0 0 0 0 164 1972 256 328 349 232
19 2033 - 2034 0 0 400 186 400 1109 222 1331 931 0 0 0 0 164 1808 237 508 530 762
20 2034 - 2035 0 0 432 186 432 1121 224 1345 913 0 0 0 0 164 1644 217 510 532 1294
21 2035 - 2036 0 0 467 186 467 1299 260 1559 1092 0 0 0 0 164 1479 197 709 730 2024
22 2036 - 2037 0 0 504 186 504 1312 262 1574 1070 0 0 0 0 164 1315 177 707 728 2752
23 2037 - 2038 0 0 544 186 544 1520 304 1824 1280 0 0 0 0 164 1150 158 936 958 3710
24 2038 - 2039 0 0 587 186 587 1535 307 1842 1255 0 0 0 0 164 986 138 931 953 4663
25 2039 - 2040 0 0 634 186 634 1794 359 2153 1519 0 0 0 0 164 822 118 1215 1236 5899
26 2040 - 2041 0 0 685 205 625 1310 1812 362 2174 864 0 0 0 0 164 657 99 1185 601 6500
27 2041 - 2042 0 1347 805 265 656 2808 2094 419 2513 -295 0 0 0 0 164 493 79 1364 -538 5962
28 2042 - 2043 0 0 869 265 0 869 2094 419 2513 1644 0 0 0 0 164 329 59 1320 1420 7382
29 2043 - 2044 0 0 939 265 0 939 2417 483 2900 1961 0 0 0 0 164 164 39 1657 1757 9140
30 2044 - 2045 0 0 1013 265 0 1013 2417 483 2900 1887 0 0 0 0 164 0 20 1602 1703 10842
5877 1550 11066 5159 1281 19774 28644 5548 34192 8.20% 2714 3163 3287 124 6166 11801 10842
14418

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 CHAPTER 15 FINANCING OPTIONS,
FARE STRUCTURE AND FINANCIAL VIABILITY

Mumbai Metro (Andheri to Dehisar Corridor Table 15.14

CAPITAL COST-FIXED 4628 12.00%
CAPITAL COST - CURRENT 2821
DOMESTIC FUNDING - BASE CASE
Completion Additional Running Depreciatio Replaceme Total Cost Fare box PD & Total Net Cash Concession Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative Interest Profit Cash Cumulative Return on
Cost Capital Expenses n nt Cost Revenue Advertisem Revenue Flow for er Equity of cash cash of Loan loan incl. before Tax Balance Cash Equity
Year ent IRR IDC (EIRR) Pre-
Tax
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1 2015 - 2016 42 42 0 -42 235 193 193 0 0 0 0 0 -235
2 2016 - 2017 300 300 0 -300 235 -65 128 0 0 0 0 0 -235
3 2017 - 2018 416 416 0 -416 235 -181 -53 53 53 0 3 56 -235
4 2018 - 2019 554 554 0 -554 235 -319 -372 372 319 0 26 401 -235
5 2019 - 2020 618 127 86 745 290 29 319 -426 -618 -990 990 618 0 1019 48 58 144 144 144
6 2020 - 2021 253 0 137 86 390 306 31 337 -53 -253 -1243 1243 253 0 1272 122 -8 78 222 78
7 2021 - 2022 638 203 153 92 994 372 37 409 -585 -638 -1881 1881 638 0 1910 153 11 -100 122 -100
8 2022 - 2023 0 0 165 92 165 380 38 418 253 0 0 0 0 191 1719 229 -68 -167 -45 -167
9 2023 - 2024 0 0 178 92 178 444 44 488 310 0 0 0 0 191 1528 206 12 -87 -133 -87
10 2024 - 2025 0 0 192 92 192 455 91 546 354 0 0 0 0 191 1337 183 79 -20 -153 -20
11 2025 - 2026 0 0 207 92 207 537 107 644 437 0 0 0 0 191 1146 160 185 86 -67 86
12 2026 - 2027 0 0 224 92 224 549 110 659 435 0 0 0 0 191 955 138 205 106 39 106
13 2027 - 2028 0 0 242 92 242 650 130 780 538 0 0 0 0 191 764 115 331 232 272 232
14 2028 - 2029 0 0 261 92 261 666 133 799 538 0 0 0 0 191 573 92 354 255 527 255
15 2029 - 2030 0 0 282 92 282 780 156 936 654 0 0 0 0 191 382 69 493 394 921 394
16 2030 - 2031 0 0 304 92 304 798 160 958 654 0 0 0 0 191 191 46 516 417 1338 417
17 2031 - 2032 0 0 344 92 344 942 188 1130 786 0 0 0 0 191 0 23 671 572 1910 572
18 2032 - 2033 0 0 371 92 371 951 190 1141 770 0 0 0 0 0 0 0 678 770 2680 770
19 2033 - 2034 0 0 400 92 400 1109 222 1331 931 0 0 0 0 0 0 0 839 931 3611 931
20 2034 - 2035 0 0 432 92 432 1121 224 1345 913 0 0 0 0 0 0 0 821 913 4524 913
21 2035 - 2036 0 0 467 92 467 1299 260 1559 1092 0 0 0 0 0 0 0 1000 1092 5616 1092
22 2036 - 2037 0 0 504 92 504 1312 262 1574 1070 0 0 0 0 0 0 0 978 1070 6686 1070
23 2037 - 2038 0 0 544 92 544 1520 304 1824 1280 0 0 0 0 0 0 0 1188 1280 7966 1280
24 2038 - 2039 0 0 587 92 587 1535 307 1842 1255 0 0 0 0 0 0 0 1163 1255 9221 1255
25 2039 - 2040 0 0 634 92 634 1794 359 2153 1519 0 0 0 0 0 0 0 1427 1519 10740 1519
26 2040 - 2041 0 0 685 111 625 1310 1812 362 2174 864 0 0 0 0 0 0 0 1378 864 11604 864
27 2041 - 2042 0 1347 805 171 656 2808 2094 419 2513 -295 0 0 0 0 0 0 0 1537 -295 11309 -295
28 2042 - 2043 0 0 869 171 0 869 2094 419 2513 1644 0 0 0 0 0 0 0 1473 1644 12953 1644
29 2043 - 2044 0 0 939 171 0 939 2417 483 2900 1961 0 0 0 0 0 0 0 1790 1961 14914 1961
30 2044 - 2045 0 0 1013 171 0 1013 2417 483 2900 1887 0 0 0 0 0 0 0 1716 1887 16801 1887
2821 1550 11066 2715 1281 16718 28644 5548 34192 15.39% 940 1881 1910 29 1584 18827 16801 16.04%
17474

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 CHAPTER 16 ECONOMIC APPRAISAL

Chapter - 16

ECONOMIC APPRAISAL
16.1 INTRODUCTION

Economic benefits are social and environmental benefits which are quantified
and then converted into money cost and discounted against the cost of
construction and maintenance for deriving Economic Internal Rate of Return
(EIRR). When actual revenue earned from fare collection, advertisement and
property development are discounted against construction and maintenance cost,
interest (to be paid) and depreciation cost, Financial Internal rate of Return
(FIRR) is obtained. Therefore, EIRR is viewed from socio-economic angle while
FIRR is an indicator of pure financial profitability and viability of any project.

Economic appraisal of a project starts from quantification of measurable

economic benefits in economic money values, which are basically the savings of
resource cost due to introduction of the metro line. Economic savings are derived
from the difference of the cost of the same benefit components under with and
without metro line.

In highway construction projects, without is taken as base case and with

implies alternative case. In alternative case a portion of traffic on the road is
diverted to a new road which is estimated first. Then the difference between
maintenance & construction cost for base case and for alternative case which
is known as relative road agency cost (RAC) is derived. Difference between road
user cost for base case and of alternative case is also derived which is known
as relative road user cost (RUC). Difference between RAC and RUC calculated
for each year generates net benefit stream. Economic indicators (EIRR, BC
Ratio, NPV) are the obtained.

In metro projects, same principal is followed but procedure is slightly different.

Here, diverted traffic is nothing but the passengers shifted from road based
modes to metro. Travel time saving is the difference between time which would
be taking on metro and road based transports for same distance. Fuel cost
saving is the difference between the cost of the fuel burnt on road based modes
by the shifted passengers and the energy cost of running the metro rail which is a
part of the maintenance cost. Thus benefits are directly obtained by correlating
with them with the passenger km (ridership and average trip length is multiplied
to get passenger km). As is done in highway projects, net benefit is obtained by
subtracting the cost of the project (incurred for construction (capital) and
maintenance (recurring) costs for the metro line) from the benefits derived from

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 CHAPTER 16 ECONOMIC APPRAISAL

pass km savings in each year. The net benefit value which would be negative
during initial years becomes positive as years pass. Internal rate of return and
benefit cost ratio are derived from the stream.

The sources from where economic savings occur are identified first. Although
there are many kinds of primary, secondary and tertiary benefits, only the
quantifiable components can be taken to measure the benefits. These
components are quantified by linking with the number of passengers shifted and
the passenger km saved by the trips which are shifted from road/rail based
modes to metro. It may be observed that first three (no 3-5, given in Table 16.1)
are direct benefits due to shifting of trips to metro, but other secondary benefit
components are due to decongestion effect on the road, reduction of emission,
accident, saving of fuel and time by remaining road passengers and road
maintenance cost.

Cost components are first estimated applying market values then distributed year
wise after applying escalation factors. This is commonly known as completion
cost. Tax components are added while arriving at completion cost. For financial
analysis these exercises are necessary, but for economic analysis all additional
cost components from the asset values are to be removed.

Values of Benefit components are mostly Economic values except fuel and
vehicle maintenance cost which are estimated from market cost. Economic
factors which are used for each components are also given in table 16.1. Overall
economic value of benefit components is 93% of the estimated value.

Table 16.1: Cost/Benefit Components due to Metro

Economic
Cost/Benefit Components Factors
1 Construction Cost Derived
2 Maintenance Cost Derived
3 Annual Time Cost Saved by Metro Passengers 100%
4 Annual Fuel Cost Saved by Metro Passengers 80%
5 Annual Vehicle Operating Cost Saved by Metro Passengers 80%
6 Emission Saving Cost 100%
7 Accident Cost 100%
8 Annual Time Cost Saved by Road Passengers 100%
9 Annual Fuel Cost Saved by Road Passengers 80%
10 Annual Infra Structure Maintenance Cost 100%

16.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES

Benefit components are converted (by applying appropriate unit cost) to money
values (Rs.). Derivation procedures of some of the values used for economic
analysis are shown in table 16.2.

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.2: Values adopted for some important variables

Values Important variables
1 Rs. 0.51/min (2014 Weighted value of Travel Time is derived1 from cost of travel
value) and respective vehicle operation cost for every mode used by
workers and non workers (table 16.7).
2 Market rate of fuel Adopted value of Petrol, Diesel and CNG.(table 16.3 bottom
cost row)
3 Table 16.3 Vehicle Operating Cost per km (Derived from Life Cycle Cost
of different passenger vehicles)
4 Table 16.4 Emission (gm/km as per CPCB and UK Norms) Emission
Saving Cost (adopted for Indian conditions in Rs/ton).
5 Table 16.5 Accident Rate (No of fatal and all accidents per one Cr.KM).
Accident costs are derived from earning in remaining life and
published papers.
6 13.26% Passenger km Vehicle km conversion factor derived from
House Hold Survey and Modal Split survey within study area
7 Graph 16.1 Fuel Consumption of vehicles at a given speed is derived from
Road User Cost Study Model (CRRI-2010)
8 Rs. 0.5/vehicle km Infra Structure Maintenance Cost is derived from published
values on annual expenditure on roads and traffic and annual
vehicle km
9 21.92 min Weighted average Journey Time Saved for average trip length
(km) journey after Shifting (Derived from modal split -Table
16.7 and speed and delay survey)
10 25.51 kmph Average Journey Speed (Speed and delay Survey)

Table 16.3: Vehicle Operating Cost (VOC) in Rs.

4 Wh 4 Wh 2 Wh 2 Wh 3 Wh Mini
Per Vehicle KM Bus
(Large) (Small) (MC) (SC) (Auto) Bus
Maintenance Cost 4.84 3.78 2.22 0.93 0.88 2.40 2.99
Capital Cost 4.81 4.27 1.87 0.29 0.19 1.20 2.57
Vehicle Maintenance
Cost including
overhead 10.61 8.85 4.50 1.34 1.18 3.96 6.12
Fuel Cost 9.38 5.02 3.11 1.07 1.07 3.09 4.75
VOC (with fuel) 19.99 13.87 7.61 2.41 2.25 7.05 10.87

As there is substantial number of trips by local train (EMU), VOC cost of train is derived
from energy (electricity) consumed which is about Rs. 175.5 per train km carrying 3000
passenger and running @33 km per hour. Energy charges is taken as Rs. 8 per KWH.

1
Workers value of time is Rs. 1.38 and non workers value of time is Rs.0.61. 70% are work and business related
trips and 30% of non work trips (source: traffic study report) Assuming workers will be metro users, same
value of time is taken. For 2021 it will be Rs.2.08

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.4: Vehicle Emission 2011-2021(CPCB) and Cost in Rs.

VEHICLE CO HC NOX PM CO CO2
BUS 3.72 0.16 6.53 0.24 3.72 787.72
2W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.99
2W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58
MINI BUS 2.48 0.83 8.26 0.58 2.48 358.98
4W-SMALL 1.39 0.15 0.12 0.02 1.39 139.51
4W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55
TATA MAGIC 1.24 0.17 0.58 0.17 1.24 160
3W 2.45 0.75 0.12 0.08 2.45 77.89
Cost RS. 100000 PER TON 500

Table 16.5: Accident Rate and Cost in Rs

Average
Expected Accident Rate
/Cr. Vehicle KM Cost in
in the year 2021
lakh Rs
All Types except Fatal. 1.82 2.30
Fatal Accident. 0.22 10.26

Figure 16.1 Fuel Consumption/against speed graph for Car and two wheeler

0.12

0.10
FUEL CONSUMPTION (l/km)

0.08

CAR
0.06 2WH

0.04

0.02

0.00
0.0 20.0 40.0 60.0 80.0 100.0 120.0
SPEED (KM/HR)

Traffic demand estimates used for economic analysis are given in table 16.6 and
16.7.

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.6: Summary of the Ridership

Particulars 2021 2031 2041
Trips/day 528690 667698 737554
Average Trip length
6.58 6.58 6.58
(km)
Passenger km 3478780 4038023 4550145
Passenger km/km 222870 258698 291508
Source: Traffic Study Report

In this area, public transport system is good (passenger - train 71.6%, Bus
19.58%). Personalised mode passenger (car, and two wheelers)-trips are 6.61%
and IPT modes are carrying 2.2% passengers. Vehicular trips made by Public
modes is 13% and 19% by IPT modes and 68% are private transport.(Source:
Comprehensive Transportation Study for Mumbai Metropolitan Region, April
2008, Lea Associates- derived from table 3-2). Mode share of shifted to metro
passengers are obtained by assuming that 5% train passenger will shift to metro
and from other modes it will be 33% and the share is shown in table 16.7.

Table 16.7 Mode Share in the Study Area

Modes Vehicle Passenger
Bus 7.53% 39.92%
Train 0.07% 27.64%
Two Wh. 37.63% 7.49%
Four Wh. 35.11% 10.60%
Three Wh. 14.96% 4.37%
Private Bus &
Others 4.70% 9.98%
100.00% 100.00%

16.3 ECONOMIC BENEFIT STREAM

For deriving the values of economic indicators (EIRR, NPV, BCR), cost and
benefit stream table is constructed in terms of money value. Socio-Economic
Benefits are first quantified and converted in to money cost. All Benefit
component values (economic) accrued between the years 2021-2045 are shown
in figure 16.2 which shows that benefits are mainly coming from saving of travel
time by metro and road passengers (48.39%), fuel saving cost (39.25%), vehicle
maintenance cost (10.8%) and Environmental benefit from emission reduction,
accident reduction and road maintenance cost (together) is 1.56%.

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 CHAPTER 16 ECONOMIC APPRAISAL

1.56%
10.80% TIME COST
FUEL COST
VEH MAITENANCE COST
OTHER COST

48.39%

39.25%

Figure 16.2 Percent of Benefits

Benefits are obtained directly from the projected passenger km saved for the
horizon years (shown in table 16.6) and the values for other years are
interpolated and extrapolated on the basis of projected traffic. Benefit
Components Stream for proposed line is shown in table 16.8.

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.8 Component wise Stream of Economic Benefit Value

Annual
Annual Annual Annual Annual
Vehicle Total
Time Cost Fuel Cost Emission Time Cost Fuel Cost Annual Infra
Maintenance Accident Benefits
Saved by Saved by Saving Saved by Saved by Structure
From To Cost Saved Cost in without
Metro Metro Cost in Road Road Maintenance
by Metro Cr. Rs. Discount
Passengers Passengers Cr. Rs. Passengers Passengers Cost
Passengers
in Cr. Rs. in Cr. Rs. in Cr. Rs. in Cr. Rs.
in Cr. Rs.
2019 2020 395.70 357.32 101.18 11.08 3.22 12.33 1.00 9.58 891
2020 2021 439.78 393.74 111.34 12.19 3.54 14.24 1.25 9.90 986
2021 2022 488.77 434.37 122.51 11.51 3.89 16.30 1.52 10.23 1089
2022 2023 543.21 478.74 134.81 10.57 4.28 18.51 1.80 10.58 1203
2023 2024 603.72 527.88 148.35 11.63 4.71 18.35 2.10 10.94 1328
2024 2025 670.97 581.89 163.24 12.79 5.19 20.54 2.40 11.31 1468
2025 2026 745.71 641.26 179.63 14.08 5.71 22.91 2.73 11.69 1624
2026 2027 828.78 706.95 197.66 15.49 6.28 25.48 3.08 12.09 1796
2027 2028 921.10 778.63 217.50 17.05 6.91 28.28 3.46 12.50 1985
2028 2029 1023.70 858.49 239.34 18.76 7.61 32.02 3.97 12.92 2197
2029 2030 1122.60 932.44 259.86 20.37 8.26 35.63 4.53 13.18 2397
2030 2031 1231.05 1014.48 282.14 22.11 8.97 39.50 5.14 13.44 2617
2031 2032 1349.98 1201.45 334.19 26.19 9.74 49.36 6.30 14.96 2992
2032 2033 1480.40 1307.24 362.84 28.44 10.57 54.42 7.05 15.26 3266
2033 2034 1623.42 1418.56 393.96 30.88 11.48 59.87 7.85 15.57 3562
2034 2035 1780.25 1543.53 427.74 33.53 12.46 65.73 8.71 15.88 3888
2035 2036 1952.24 1674.38 464.42 36.40 13.53 72.04 9.63 16.20 4239
2036 2037 2183.87 1858.59 514.38 40.32 14.99 80.42 10.82 16.86 4720
2037 2038 2373.01 2001.88 553.34 43.37 16.12 87.10 11.79 17.03 5104
2038 2039 2578.53 2156.21 595.26 46.66 17.34 94.34 12.85 17.20 5518
2039 2040 2801.85 2322.44 640.35 50.19 18.66 102.18 14.00 17.38 5967
2040 2041 3044.51 2501.49 688.85 53.99 20.07 110.67 15.25 17.55 6452
2041 2042 3308.19 2694.34 741.03 58.08 21.59 119.86 16.62 17.73 6977
2042 2043 3594.71 2902.06 797.17 62.48 23.22 129.82 18.10 17.91 7545
2043 2044 3906.03 3125.79 857.55 67.22 24.98 140.61 19.73 18.09 8160
2044 2045 4244.33 3366.77 922.51 72.31 26.88 152.29 21.49 18.27 8825

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 CHAPTER 16 ECONOMIC APPRAISAL

16.4 METRO CONSTRUCTION COST

Total cost of metro construction (Completion cost) is derived after considering

cost of all major component such as Relocation and Rehabilitation (RR), Civil
construction for underground and elevated portions, Stations and Depots, Track
laying, Signalling and telecommunication, Power traction line, Rolling stock, Man
power etc. (Recurring cost) includes energy cost, maintenance cost, and
operation cost. These costs are inclusive of central tax and yearly escalation cost
applied on fixed cost. Analysis period is taken from 2015-16 to 2044-45 out of
which 4 years (2015-2019) are marked as construction period. During the years
2021-22, additional capital will again be required for rolling stock and in 2040-41-
42 major repairing and replacement cost is envisaged. Operation is expected to
start in 2019-20 (4th Year).
To obtain economic cost, escalation factors (7.5%) are removed from the
completion cost. Tax is removed from fixed cost which is 10.16%. After that
economic factors are applied. While estimating, design charges are kept as 5%
and contingency charges are kept as 3%. Following this argument, economic
cost is derived. Cost stream generated for both options are shown in Table 16.9.

Table 16.9: Completion and Economic Cost stream

Completion Cost Economic Cost
Recurring Recurring
Year Year Capital Cost Capital Cost
Cost Cost
Start Ending Cr. Rs. Cr. Rs Cr. Rs. Cr. Rs
2015 2016 229 0 206 0
2016 2017 648 0 542 0
2017 2018 1369 0 1064 0
2018 2019 1289 0 932 0
2019 2020 1108 127 745 85
2020 2021 596 137 373 86
2021 2022 841 153 490 89
2022 2023 0 165 0 89
2023 2024 0 178 0 90
2024 2025 0 192 0 90
2025 2026 0 207 0 90
2026 2027 0 224 0 91
2027 2028 0 242 0 91
2028 2029 0 261 0 92
2029 2030 0 282 0 92
2030 2031 0 304 0 92
2031 2032 0 344 0 97
2032 2033 0 371 0 97
2033 2034 0 400 0 98
2034 2035 0 432 0 98
2035 2036 0 467 0 99
2036 2037 0 504 0 99

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 CHAPTER 16 ECONOMIC APPRAISAL

Completion Cost Economic Cost

Recurring Recurring
Year Year Capital Cost Capital Cost
Cost Cost
Start Ending Cr. Rs. Cr. Rs Cr. Rs. Cr. Rs
2037 2038 0 544 0 100
2038 2039 0 587 0 100
2039 2040 0 634 0 100
2040 2041 625 685 92 101
2041 2042 2003 805 275 110
2042 2043 0 869 0 111
2043 2044 0 939 0 111
2044 2045 0 1013 0 112

16.5 ECONOMIC PERFORMANCE INDICATORS

After generating the cost and benefit stream table, values of economic indicators
are derived and are given in table 16.10. Project period is 2015-2045, On the
basis of completion cost, EIRR is found to be 22.06% and B/C ratio as 4.9 and
with 12 % discount, EIRR is 8.98% and B/C ratio is 2.05. NPV without discount is
Rs 77023 Cr. and with 12% discount rate, NPV is Rs. 6174 Cr. In this case
(completion cost) escalation factor of 7.5% is applied on both cost and benefit
components. On the basis of economic cost, EIRR is 27.9% B/C Ratio is 14.2
and NPV is 89567, both shows that the project is economically viable.

Table 16.10: Economic Indicator Values (2044-45)

ANDHERI-DAHISAR (Completion Cost Basis) (Economic Cost Basis)
WITH WITH
WITHOUT WITHOUT
DISCOUNT DISCOUNT
DISCOUNT DISCOUNT
(12%) (12%)
Cumulative cost (Cr.) 19774 5883 7230 3669
Cumulative
benefit(Cr.) 96797 12056 96797 12056
Benefit Cost Ratio 4.90 2.05 13.39 3.29
NPV(Cr.) 77023 6174 89567 8388
EIRR 22.06% 8.98% 27.90% 14.20%

16.6 SENSITIVITY ANALYSIS

Sensitivity of EIRR and B/C ratios both with and without discount was carried out
and the output is given in the table 16.11. 2044-45 is taken for the year of
comparison.

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.11 Sensitivity of EIRR (Completion Cost)

SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT
TRAFFIC COST EIRR B/C COST EIRR B/C COST
0% 0% 22.06% 4.90 19774 8.98% 2.05 5883
-10% 0% 20.38% 4.41 19774 7.48% 1.84 5883
-20% 0% 18.61% 3.92 19774 5.90% 1.64 5883
0% 10% 20.54% 4.45 21751 7.62% 1.86 6471
0% 20% 19.21% 4.08 23729 6.44% 1.71 7059
-10% 10% 18.94% 4.01 21751 6.20% 1.68 6471
-20% 20% 16.04% 3.26 23729 3.61% 1.37 7059

Sensitivity analysis shows that economic indicator values namely EIRR is within
the limit of acceptance as also the B/C ratios. If cost is increased by more than
20% or traffic is decreased by 20%, economic return reduces to 16.04%.

16.7 QUANTIFIED BENEFITS.

Benefits which are shown in previous tables are money value of the benefits.
These benefits are estimated first and the converted into money value. For
brevity, only 5 year estimates are shown in table 16.12 (Reduction of Vehicle gas
Emission) and in table 16.13 (Reduction of Fuel, Time of Travel, Vehicle on Road
etc).

Table 16.12 Environmental Benefits Quantified

Tons/Year 2021 2022 2023 2024 2025
CO 433.05 443.28 453.75 389.10 321.15
HC 221.78 227.02 232.38 173.35 111.40
NOX 131.98 135.10 138.29 141.69 145.17
PM 18.43 18.86 19.31 16.77 14.10
SO2 1.19 1.22 1.25 1.17 1.10
CO2 26073 26689 27319 27964 28625
Total Emission
Saved 26880 27514 28164 28687 29218

From Table 16.13, it may be seen that in 2021, due to shifting, metro passengers
time saving will be 7.2 Cr. (10 million) hour, fuel saving by metro passengers will
be 30.89 thousand tons. Amount of travel in terms of passenger km reduced due
to shifting to Metro Rail is equivalent to reduction of 9922 vehicles from the road.
About 4 fatal accidents and 30 other accidents may be avoided. Hence it is
expected that there will be some improvement of the overall ambience of the
area.

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 CHAPTER 16 ECONOMIC APPRAISAL

Table 16.13 Travel Benefits Quantified

Quantified Benefits in Horizon
2021 2022 2023 2024 2025
Years
Annual Time Saved by Metro
Passengers in Cr. Hr. 7.20 7.44 7.69 7.95 8.22
Annual Fuel Saved by Metro
Passengers in thousand Tons. 30.89 31.82 32.67 33.63 34.54
Daily vehicles reduced (off the
road) 9922 10156 10396 10642 10893
CO2 reduced in thousand tons 26.07 26.69 27.32 27.96 28.62
Other gases reduced in thousand
tons 0.81 0.83 0.84 0.72 0.59
Reduced No of Fatal Accidents in
Year 4.12 4.22 4.32 4.42 4.53
Reduced No of Other Accidents in
year 29.60 30.30 31.01 31.74 32.49
Annual Vehicle km Reduced in Cr.
Km. 18.52 18.96 19.41 19.87 20.34

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CHAPTER 17

IMPLEMENTATION

17.1 Introduction
The Andheri (E)Dahisar (E) Corridor is one of the corridors, with route length of
16.475 Kms.

Cost of the project at July 2015 price level with central taxes and duties only is
Rs. 4628 crores exclusive of State taxes and Octroi of Rs 304.13 Crores.
Completion cost with Central taxes and duties only and escalation at 7.5% p.a. is
estimated to be Rs. 5877 crores excluding State taxes and Octroi of
Rs 443 Crores.

To make the project financially sustainable DMRC recommended that the

all State taxes and duties fully waived for this project in which case
Government of India will come forward to fund the central taxes and duties
to the extent of 50% through grant by subordinate debt. The State
Government will have to meet 50% of the Central taxes and duties as well.
When Metro projects are taken up, total funding for the project to be kept
in view and not merely the present estimated cost. For this purpose DMRC
has calculated separately completion cost of this project with or without
taxes assuming that the project would take 4 years for completion.

17.2 Possible models for financing a Metro project:

1. A Build, Operate & Transfer (BOT)

2. A Private Public Partnership (PPP) and
3 Fully through Government funding i.e. Government mobilizing all the
funds required for the project through equity, grants or loans borrowed
by the Government.
Possibilities, implications of the 3 models mentioned above are discussed below :-

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1. BOT model:

Under this model the project is handed to a Consortium for a specified period of
time, selected through competitive bidding. The consortium will bring in all the
funds required for the project, appoints consultants for design, planning and project
implementation, execute the project fully and then operate and maintain the same
during concession period. All the revenues from the project, fare box collections as
well as non-fare box collections will go to the Consortium and in all the concession
period the project is handed over to the Consortium. Here the Government
responsibility is only to make available the required land and right of way and
monitor the quality of services and safety standards. Building the system to the
specified safety standards and obtaining the safety certificate from the competent
authority will be the responsibility of the BOT operator. In this model the
Government has no financial liability and all the risks are carried by the BOT
operator. The Government may or may not stipulate the fares to be levied.

2. PPP model:

There are essentially two variants under this model.

Variant 1:- Here the Government funds the fixed infrastructure cost such as land
and basic civil structures and private investor funds all the systems such as rolling
stock, signalling, power supply, traction, track, fare collection system and E&M
works including station architectural design. An example for this is Delhi Metro
Airport line. Under this arrangement, the Governments investment will be about 40
to 45% of the total cost and the PPP Operator funds the remaining cost. The
operator is selected again on competent bidding with viability gap funding who
operates and maintains the system to the specified service safety levels. All the
Revenues will accrue to the Operator in all the concession period till the project is
handed over to the owner. Ridership for this is taken by the Operator fully or shared
between the operator and the owner.

Variant 2:- Under this the Government acquires the required land and offers to the
concessionaire free of cost. The private partner funds all the rest of the project,
operates and maintains the system taking all the revenues and risks. His expected
losses are made good through a viability Gap Funding (VGF), by the Government
arrived at based on competitive bidding. At the end of concession period the
system reverts to the owner. Under the PPP model, Sweeteners are sometime
offered to the operator in the form of lands for commercial exploitation. Private
management generally ensures better efficiency in the execution and operation of
the system compared to a Government agency.

When the project is taken up on BOT or PPP model the total cost of the project
generally gets hiked up by the Concessionaire adding the availing additional costs.

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1. As bulk of the funds will be through borrowings. Interest during

construction period will get added on to the projects costs.
2. The funds are available to a private party to which borrowing costs
compared to the Government and additional funding cost will get factor to
the cost of the project.
3. When a private party executes the project the refunds of the taxes and
duties of the two Governments may not be possible. This alone will
increase the cost of project by 18 to 20%.
4. Metro projects by themselves will not be financially viable. Commercial
exploitation of surplus lands and identified Governments lands along the
route has to be necessary to augment the Capex as well as revenue
earnings. Making available normal land free to the Concessionaire for
commercial exploitation will lead to public criticism and often end up in
scandals.

Nowhere in the country a complete BOT or PPP model has so far found successful
or attractive for the main reason that the fare levels have to be kept low and
affordable to the common citizens.

3. Fully through Government funding:-

Here, the Government takes full responsibility for funding the project either from its
own resources or through borrowings. For convenience and speedy execution a
Special Purpose Vehicle is set up and given the mandate to execute the project. The
Operation and maintenance of the system can be either directly by the SPV or they
can engage an operator for the purpose. Usually a debt equity ratio of 2:1 is followed
but there can be variations depending upon the tenders terms and the Governments
ability to provide funds. The governments own investment will be in the form, of
share holdings in the SPV and borrowings can be either from a Consortium of local
banks or from infrastructure funding organizations such as IIFCL, IDBI, etc. or
through an external bilateral loan from institutions such as ADB, World Bank, JICA
etc. All the loans will need Governmental guarantee to reduce the borrowing cost.
The Government can also assist the SPV with interest free subordinate loans. The
SPV will have responsibility to service and pay back the loan and if SPV fails the
responsibility will then devolve on the Government.

17.3 The recommended financial model for Andheri (E)Dahisar (E) Corridor

The Andheri (E)Dahisar (E) Corridor is one of the phaseIII corridors, with
route length of 16.475 Kms and its completion cost of Rs 5877 Crores.
World over Metro projects cannot be financially viable and depend upon generous
concessions and subsidies. The financial rate of return for the Andheri (E)Dahisar
(E) Corridor is 8.20%.

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The only Metro which has been implemented on BOT model so far is the Rapid
Metro in Gurgaon. Financially this Metro has been a total failure since the revenues
are not able to meet even the interest payment on the loans raised.

Out of the 3 PPP models in the country, Delhi Airport Line has been a total failure
since the Concessionaire has voluntarily withdrawn with claims through arbitration.
In the case of Bombay Metro Line No.1 which is only 11 Kms length had taken more
than 6 years for completion and the cost had gone up 2 times. Concessionaire is
representing to government for allowing him to charge very high fare in spite of very
good ridership leading to loading the public financially.

In the case of the Hyderabad Metro the PPP Concessionaire withdrew from the
project and another Concessionaire namely L&T is implementing the project. The
financial performance of this project is yet to be assessed as even one section of the
project is still not opened for traffic. Considering the global scenario and the
experience in our own country DMRC does not recommend either the BOT model or
PPP route for implementing the Andheri (E)Dahisar (E) Corridor.

It is therefore recommended that the project is implemented fully as a Government

initiative. By this route the project can be completed at the shortest time and at the
lowest cost. This is important because then only ticket can be priced low, affordable
to the common citizens and make the system truly a popular public transport.

17.4 Institutional arrangements

The State Govt. of Maharashtra will have to approve the implementation of the
project by Mumbai Metro Rail Corporation Ltd or MMRDA.

17.5 Implementation Strategy

When the project is taken up as a Government initiative there are two ways the
projects can be implemented. One is Mumbai Metro Rail Corporation Ltd. (MMRC)
/MMRDA handling the project directly with the help of General Consultants (G.C.).
Further bilateral lending agencies generally insist of international consultants to
engage as G.C. for assisting for the implementation of the project. International G.C.
is required for planning, design, drawing up specifications, preparation of tender
documents, finalisation of contract and supervision of the project during execution.
To engage the G.C. globally tenders would be necessary. For finalizing such a
global contract and positioning the Consultants itself takes about 9 to 12 months.
G.C. will generally cost about 3 to 4% of the project cost. Even if G.C. is engaged,
still MMRC/MMRDA will need a fairly big organisation to oversee the G.C. work. It
will be difficult for MMRC/MMRDA to mobilize required technical persons with
experience and knowledge and the establishment cost of MMRC/MMRDA itself
would be about another 3 to 4%. Thus about 7 to 8% of the project cost will be
spent on total establishment alone.

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The 2nd option is MMRC/MMRDA for this project can be a very small lean
organisation responsible for land acquisition and mobilisation of funds. The entire
Metro project can be entrusted on turnkey basis and on deposit terms to an
experienced organisation such as DMRC who has the experience and track record
and competency of technical manpower. DMRC is implementing on similar basis
Jaipur Metro for Rajasthan Government and Kochi Metro for Kerala Government and
Greater Noida Metro project for the Greater Noida Authority. The same way the
Andheri (E)Dahisar (E) Corridor can also be handed over to DMRC on a turnkey
basis for implementation. DMRC generally charges 6% of the project cost for the
total turnkey implementation. This will be the cheapest and quickest way of
completing the project in time.

17.6 Contract Packages for Implementation of The Andheri (E)Dahisar (E)

Corridor Project

The Andheri (E)Dahisar (E) Corridor is one of the phaseIII corridors, with
route length of 16.475 Kms.

Package 1: Starting from chainage (-)450m and upto Kurar village(Including)

proposed metro station.

Package 2: Starting just after Kurar village and upto dead end of Dahisar (E).

Package - 3: Detailed design consultant for both the corridors including Depot.

Package - 4: Construction of boundary wall for depot, earth work filling and
construction of workshop, inspection bay, stabling lines etc.

Package 5 System Contracts: Supply and installation of traction power system

(3rd bay) including sub-station.

Package - 6: Supply and installation of signaling system (CBTC)

Package - 7: Supply and installation of AFC System.

Package - 8: Supply and commissioning of rolling stock.

Any other small package may be decided at the time of implementation of the
Project.

17.7 Implementation Schedule

A suggested project implementation schedule for Project Implementation on Turnkey

Basis (Deposit Terms) is given in Table 17.1

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Table 17.1 Project Implementation on Turnkey basis (Deposit Terms)

S.No. Item of Work Completion Date

1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D+15 days

3 Submission of DPR for Approval of Ministry D+30 days

of Urban Development (MoUD).
4. D+60 days
Sanction of Project by GOI
5. D+30 days
Appoint an agency on deposit terms
6. Implementation of the project D+43 months

7. Testing and Commissioning D+44 months

8. CMRS Sanction D+45 months

9. ROD D+ 45 months

17.8 High Power Committee

During the implementation of the project several problems with regard to

acquisition of land, diversion of utilities, shifting of structures falling on the
project alignment, rehabilitation of project affected persons, etc. are likely
to arise. For expeditious resolution of these problems, an institutional
mechanism needs to be set up at the State Government level. Towards
this end, it is recommended that a High Power Committee under the
chairmanship of Chief Secretary, Maharashtra should be set up. Other
members of this Committee should be Secretaries of the concerned
Departments of the State Government and Heads of civic bodies who will
be connected in one way or the other with the implementation of the
project. This Committee should meet once a month and sort out all
problems brought before it by MMRC Ltd. It is reliably learnt that for the
Delhi Metro also such a High Power Committee was set up and it proved
very useful in smooth implementation of the Delhi Metro Rail Project.

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17.9 Concession from Government

Metro rail projects need very heavy investment. Loans have invariably to be
taken to fund a part of the capital cost of the projects. These projects yield low
financial internal rate of return. With reasonable fare level, servicing of these
loans often pose problems. To make the project financially viable, therefore, the
fares need to be substantially increased to socially un-acceptable levels. This
results in the ridership coming down significantly, as it is sensitive to increases in
the fare level. Thus the very objective of constructing the metro rail system to
provide an affordable mode of mass travel for public is defeated. It, therefore,
becomes necessary to keep the initial capital cost of a metro project as low as
possible so that the fare level of the metro system can be kept at reasonable
level. Following are the taxes and duties, which have to be borne by a metro
project:

Custom Duty on all imported rolling stock and other equipment needed for the
project.
Excise Duty on all indigenously manufactured rolling stock and other
indigenously finished goods required for the project.
Sales Tax on all purchases made for implementation of the project whether
directly by the project implementation authority or by the contractors
executing the project.
Sales Tax on works contracts to be executed for the implementation of the
project.
Tax on electricity required for operation and maintenance of the metro
system.
Municipal Taxes.

As in the case of Delhi Metro, the State Government should exempt/reimburse the
Maharashtra Value Added Tax (VAT) to this Metro project. It should also exempt
the following:

As per the present policy 50% of the Central Taxes will be paid by GOI as
subordinate Debt and balance 50% will be paid by the concerned State
Government. Maharashtra State Government may pursue the Central government
to extend the same benefit to MMRC.

In the case of Delhi Metro project, the Union Government has granted
exemption from payment of Custom Duty and Excise Duty while the Delhi
Government has agreed to give exemption from payment of Sales Tax and
on works contracts. Delhi Metro Rail Corporation is also pursuing with the
Government for exemption from tax on electricity being consumed by Delhi
Metro for its operation and maintenance.

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It is recommended that similar exemptions from taxes and duties be granted

by the Central Government/Maharashtra Government for Mumbai Metro. In
this connection it may be mentioned that the Central Government has been
encouraging infrastructure projects in the country through fiscal and non-
fiscal concessions. Cities have emerged as the engines of growth and mass
transport systems today are one of the most important pre-requisites for the
balanced growth of the city. The Government can demonstrate the
importance it attaches to this sector by granting the above concessions
which would not only help reduce the initial cost of the project so that
Mumbai Metro remains commercially viable during its operation phase but
also send strong signals to the effect that it is committed to a safer and
pollution free city. Moreover, public transport is employment-friendly and
favours social balance in a sustainable way since it allows access to jobs
and services to all.

17.10 Legal Cover for Mumbai Metro

Implementation of proposed Andheri (E)Dahisar (E) Metro can now be done

under The Metro Railways (Amendment) Act 2009. The copies of the Gazette
notification and the amendment are put up enclosure to this chapter.

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 CHAPTER 18CONCLUSIONS AND RECOMMENDATIONS

CHAPTER18

CONCLUSIONS AND RECOMMENDATIONS

18.1 Mumbai is the Commercial Capital of India and its fast growth especially in the
suburbs is causing heavy stress on all infrastructure, especially the Transport. Being
a linear city, the existing suburban rail services are very effective and the modal split
in favour of public transport is about 88%, which is very high. Since the existing
transport infrastructure has been heavily loaded, it has been observed that the
population of private vehicles is increasing and it was also predicted that, the modal
split in favour of public transport may also recede. Hence, it is proposed by MMRDA
to introduce a rail based Mass Transportation System in Greater Mumbai and a
master plan has been prepared for the same. It is proposed to take up the
Andheri (E)Dahisar (E) Corridor with route length of 16.475 Kms immediately for
implementation. It is also proposed that extension of this corridor from Andheri
end to Domestic Airport of Mumbai should closely follow for which DPR may
be got prepared by the consultants. Prima facie the extension to Domestic
Airport , Mumbai is feasible with some portion elevated and underground
thereafter. By doing so it will give connectivity to the public coming from
Dahisar(E) end to Colaba with one interchange at Domestic Airport.

Metro Projects are highly capital intensive on account of the high costs involved.
Due to the need to maintain a fare structure within the affordable reach of ordinary
citizens, metro projects are ordinarily not financially viable. However considering the
economic gain to the society and the fact that city with a population of more than ten
million cannot survive without an efficient Metro System, implementation of Metro
System and this particular corridor is strongly recommended.

The corridor is proposed to start from junction of Western Express Highway and
M.V. Road in Andheri (East). The corridor will end at Dahisar (East) after travelling
through Jogeshwari, Goregaon, Malad, Kandivali and Borivali.

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The proposal of this corridor is technically feasible but involves acquisition of land as
well as rehabilitation of some hutments and shops.. This is a socio-economic
problem and has to be tackled for execution of the project.

Cost of the project at July 2015 price level with central taxes and duties only is
Rs. 4628 crores exclusive of State taxes and Octroi of Rs 304.13 Crores.
Completion cost with Central taxes and duties only and escalation at 7.5% p.a. is
estimated to be Rs. 5877 crores excluding State taxes and Octroi of Rs 443 Crores.

18.2 A detailed Environmental Impact Assessment Study was carried out for the project
by M/S Span Consultants. As a part of this Study, comprehensive environmental
baseline data was collected, and both positive and negative impacts of the project
were assessed in detail. The project has many positive environmental impacts like
reduction in traffic congestion, saving in travel time, reduction in air and noise
pollution, lesser fuel consumption, lesser road accidents etc, with a few negative
impacts (especially during implementation phase of the project) for which
Environmental Management Plan has been suggested.

18.3 After examining the various options for execution of Andheri (E)Dahisar (E) Metro
Project, it has been recommended that the project should be got executed through a
SPV on DMRC funding pattern.

18.4 The fare structure has been prepared based on prevailing fare structure in different
PT/IPT modes as indicated in the Finance Chapter. Subsequently, for the purpose
of assessing returns from the project, the fares have been revised every second
year with an escalation of 15% every two years.

18.5 As in the case of Delhi Metro, the State Government should exempt/reimburse the
Maharashtra Value Added Tax (VAT) to MMRC. It should also exempt the following:
Tax on electricity required for operation and maintenance of the metro system.
Municipal Taxes.

18.6 As per the present policy 50% of the Central Taxes will be paid by GOI as
subordinate Debt and balance 50% will be paid by the concerned State
Government. Maharashtra State Government may pursue the Central Government
to extend the same benefit to MMRC.

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18.7 While the Financial Internal Rate of Return (FIRR) for the project has been
assessed as 8.20%, the Economic Internal Rate of Return (EIRR) works out to
22.06%

18.8 It is recommended to hand over the project to an agency having the experience of
planning, implementing, commissioning and operating on turnkey basis as was
done by Rajasthan and Kerala Governments in regard to Jaipur and Kochi Metro
projects respectively to complete it within the time period of about three and half
year. The second option may be through General Consultants which may take
about 8 to 9 months more as compared to turn key Consultancy.

18.9 Meanwhile the State Government should freeze all future developments along the
proposed route of Andheri (E)Dahisar (E) Metro to avoid in-fructuous expenditure.

18.10 It is recommended the State Govt. should set up a non-lapsible, non-fungible

Transit Fund to fund the project out of revenues from

- Increased FAR along the Metro corridors.

- A Metro cess on the sale of petrol and diesel in the State.
- Levy of additional charges on the registration of vehicles.
- Levy of additional cess on the Property Tax.
- A onetime green cess on existing vehicles.
- Property development on Government land.

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