FINAL DPR

SEPTEMBER 2023
Detailed Project Report for Thane Metro Rail
Final DPR Table of Contents

TABLE OF CONTENTS
SALIENT FEATURES
EXECUTIVE SUMMARY

0. PROFILE OF THE CITY

0.1 GENERAL/HISTORICAL BACKGROUND ............................................................................... 1‐1
0.2 LOCATION, CLIMATE, PHYSICAL SETTINGS & REGIONAL LINKAGES ................................... 1‐2
0.3 DEMOGRAPHIC & SOCIO‐ECONOMIC PROFILE .................................................................. 1‐5
0.4 URBAN LANDUSE STRUCTURE/ACTIVITY DISTRIBUTION ................................................... 1‐7
0.5 SCOPE OF WORK .............................................................................................................. 1‐16
0.6 COMPOSITION OF THE REPORT ....................................................................................... 1‐21

1. EXISTING TRANSPORTATION SYSTEM IN THE CITY

2.1. INTRODUCTION ................................................................................................................. 2‐1
2.2. VEHICULAR GROWTH AND COMPOSITION ........................................................................ 2‐1
2.3. ROAD NETWORK CHARACTERITICS .................................................................................... 2‐2
2.4. MAJOR TRANSPORT NODES............................................................................................... 2‐3
2.5. PEDESTRIAN AND NMV FACILITIES .................................................................................... 2‐3
2.6. TRAFFIC MANAGEMENT INCLUDING PARKING MANAGEMENT ........................................ 2‐6
2.7. TRAFFIC CHARACTERISTICS ................................................................................................ 2‐8
2.8. TRAFFIC SAFETY ................................................................................................................. 2‐8
2.9. INTERMEDIATE PUBLIC TRANSIT (IPT)SYSTEM ................................................................... 2‐9
2.10. PUBLIC TRANSPORTATION SYSTEM ................................................................................... 2‐9
2.11. REVIEW OF PAST STUDIES ............................................................................................... 2‐11
2.12. ISSUES AND PROSPECTS................................................................................................... 2‐17

2. TRAVEL CHARACTERISTICS AND DEMAND ESTIMATES

2.1 TRAFFIC AND TRANSPORTATION STUDIES UNDERTAKEN.................................................. 3‐1
2.2 SOCIO‐ECONOMIC CHARACTERISTICS ............................................................................. 3‐24
2.3 TRAVEL DEMAND ANALYSIS............................................................................................. 3‐29
2.4 DEVELOPMENT OF TRANSPORT DEMAND MODEL .......................................................... 3‐35
2.5 PROPOSED THANE MRTS CORRIDOR .............................................................................. 3‐40
2.6 RIDERSHIP ASSESSMENT FOR HORIZON YEAR ................................................................. 3‐40
2.7 DESIGN RIDERSHIP ........................................................................................................... 3‐42

3. SYSTEM AND TECHNOLOGY SELECTION

3.1 TECHNOLOGY .................................................................................................................... 4‐1
3.2 SYSTEM SPECIFICATIONS ADOPTED FOR THE CORRIDOR .................................................. 4‐2

4. CIVIL ENGINEERING & ALIGNMENT DETAILS

5. CIVIL ENGINEERING, ALIGNMENT DETAILS ........................................................................ 5‐1
5.1 ALIGNMENT DESCRIPTION OF APPROVED ALIGNMENT, AVAILABILITY OF ROAD SPACE. 5‐1
5.2 ANALYSIS OF CORRIDOR OPTIONS TO BE ELEVATED, UNDERGROUND OR AT GRADE .... 5‐28
5.3 DESIGN NORMS ............................................................................................................... 5‐31

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5.4 GEOMETRIC DESIGN OF CORRIDOR INCLUDING PLAN/PROFILE ...................................... 5‐88

5.5 IDENTIFICATION OF EXISTING SERVICES/ UTILITIES ......................................................... 5‐99
5.6 LAND REQUIREMENT FOR THE CORRIDOR, DEPOT STATIONS, PARKING, MULTI MODEL ....
STATIONS ....................................................................................................................... 5‐128
5.7 OWNERSHIPS DETAILS OF THE LAND REQUIRED FOR THE CORRIDOR........................... 5‐130

6. STATION PLANNING
6.1. STATION PLANNING ‐ BASED ON SITE CONDITIONS .......................................................... 6‐1
6.2. STATION AREA PLANNING FOR NON‐MOTORIZED VEHICLE AND ..........................................
PEDESTRIANS FACILITIES .................................................................................................. 6‐53
6.3. ACCESSIBILITY FOR DIFFERENTLY ABLED.......................................................................... 6‐56
6.4. PARKING ON STATIONS ................................................................................................... 6‐57

7. INTERMODAL INTEGRATION
7. INTERMODAL INTEGRATION.............................................................................................. 7‐1
7.1 INTERMODAL INTEGRATION WITH EXISTING MODES ....................................................... 7‐1
7.2 FEEDER SERVICES PLANNING AT STATIONS ....................................................................... 7‐2
7.3 PHYSICAL INFRASTRUCTURE REQUIREMENT FOR INTERMODAL INTEGRATION................ 7‐6
7.4 RECOMMENDATIONS FOR INSTITUTIONAL, PHYSICAL, FARE, OPERATIONAL AND ..............
TECHNOLOGY INTEGRATION ........................................................................................... 7‐7

8. TRAIN OPERATIONS PLAN

8.1 SYSTEM OPERATION APPROACH ....................................................................................... 8‐1
8.2 DESIGN TRAFFIC DEMAND................................................................................................. 8‐1
8.3 TRAIN FORMATION............................................................................................................ 8‐2
8.4 TRAIN OPERATION PLAN.................................................................................................... 8‐3
8.5 SYSTEM FREQUENCY ......................................................................................................... 8‐6
8.6 ROLLING STOCK REQUIREMENT ........................................................................................ 8‐7
8.7 VEHICLE KILOMETRE .......................................................................................................... 8‐7

9. SIGNALING AND TELECOMMUNICATION

9.1 SIGNALLING SYSTEM.......................................................................................................... 9‐1
9.2 TELECOMMUNICATION SYSTEM........................................................................................ 9‐6
9.3 PLATFORM SCREEN DOORS ............................................................................................. 9‐14

10. FARE COLLECTION SYSTEM

10.1. TICKETING & ACCESS CONTROL
10.2. AUTOMATIC FARE COLLECTION SYSTEM OPTIONS .......................................................... 10‐3
10.3. COMMON MOBILITY CARD .............................................................................................. 10‐5
10.4. AFC EQUIPMENT STANDARDS ......................................................................................... 10‐6

11. ROLLING STOCK

11.1 SELECTION OF TECHNOLOGY ........................................................................................... 11‐1
11.2 ROLLING STOCK REQUIREMENT ...................................................................................... 11‐7

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12. POWER SUPPLY SYSTEM

12.1 CHOICE OF ELECTRIC TRACTION SYSTEM ......................................................................... 12‐1
12.2 PROJECTED POWER DEMAND ......................................................................................... 12‐4
12.3 SOURCES OF POWER SUPPLY........................................................................................... 12‐5
12.4 TRACTION POWER SUPPLY .............................................................................................. 12‐8
12.5 AUXILIARY POWER SUPPLY .............................................................................................. 12‐9
12.6 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM ............................ 12‐13
12.7 ELECTROMAGNETIC INTERFERENCE & ELECTROMAGNETIC COMPATIBILITY ................ 12‐14
12.8 SOLAR ENERGY HARNESSING SYSTEM ........................................................................... 12‐14
12.9 ENERGY SAVING MEASURES .......................................................................................... 12‐16

13. VENTILATION AND AIR CONDITIONING SYSTEM

13.1 NEED FOR VENTILATION AND AIR CONDITIONING .......................................................... 13‐1
13.2 INTERNAL DESIGN CONDITIONS IN UNDERGROUND STATIONS ...................................... 13‐2
13.3 DESIGN PARAMETERS AND DESIGN CONCEPTS FOR VAC SYSTEM .................................. 13‐3
13.4 STATION VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES ....................... 13‐5
13.5 TUNNEL VENTILATION SYSTEM (TVS) .............................................................................. 13‐8
13.6 CONTROL AND MONITORING FACILITIES ....................................................................... 13‐10
13.7 CODES AND STANDARDS ............................................................................................... 13‐10

14. DEPOTS
14.1 DEPOT LOCATION AND APPROACH TO MAINTENANCE................................................... 14‐1
14.2 DESIGN OF DEPOT FACILITIES AND DEPOT LAYOUT PLANS.............................................. 14‐4

15. ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

15.1 EXISTING SCENARIO ......................................................................................................... 15‐1
15.2 ENVIRONMENTAL LEGISLATION AND NORMS ............................................................... 15‐33
15.3 POSITIVE ENVIRONMENTAL IMPACTS ........................................................................... 15‐34
15.4 NEGATIVE ENVIRONMENTAL IMPACTS ......................................................................... 15‐36
15.5 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ............................................................ 15‐52
15.6 ENVIRONMENTAL MONITORING PLAN& ENVIRONMENT MANAGEMENT SYSTEM ...... 15‐67
15.7 SUMMARY OF ENVIRONMENTAL COST ESTIMATE ........................................................ 15‐78
15.8 SOCIAL IMPACT ASSESSMENT........................................................................................ 15‐80

16. DISASTER MANAGEMENT & SECURITY MEASURES

16.1 DISASTER MANAGEMENT ANDIMPERATIVES .................................................................. 16‐1
16.2 NEED FOR DISASTER MANAGEMENT ............................................................................... 16‐1
16.3 TYPE OF DISASTERS IN METRO SYSTEM ........................................................................... 16‐1
16.4 OBJECTIVES OF DISASTER MANAGEMENT PLAN ............................................................. 16‐2
16.5 PREPAREDNESS OF STAFF FOR DISASTERS....................................................................... 16‐3
16.6 PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS ............................................ 16‐6
16.7 SECURITY MEASURES, ESSENTIALS OF SECURITY MANAGEMENT, SECURITY ........................
SYSTEM DESIGN PARAMETER........................................................................................ 16‐18
16.8 SECURITY SYSTEMS RECOMMENDED FOR THANE METRO ............................................ 16‐20

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17. DETAILED PROJECT COST ESTIMATES

17.1. CAPITAL COST ESTIMATE ................................................................................................. 17‐1
17.2. INNOVATIONS PROPOSE TO REDUCE THE COST .............................................................. 17‐5
17.3. COSTING OF ENTIRE PROJECT .......................................................................................... 17‐5
17.4. SUMMARY OF CAPITAL COST......................................................................................... 17‐11
17.5. OPERATION AND MAINTENANCE COST ......................................................................... 17‐12

18. TRANSIT ORIENTED DEVELOPMENT

18.1 NATIONAL TRANSIT ORIENTED DEVELOPMENT POLICY .................................................. 18‐1
18.2 OBJECTIVES OF TOD ......................................................................................................... 18‐1
18.3 TOD STUDY METHODOLOGY............................................................................................ 18‐2
18.4 DEVELOPMENT CONTROL REGULATIONS ........................................................................ 18‐3
18.5 REAL ESTATE ANALYSIS ALONG TOD CORRIDOR ............................................................ 18‐10
18.6 SUPPLY SIDE POTENTIAL ................................................................................................ 18‐17
18.7 DEMAND SIDE POTENTIAL ............................................................................................. 18‐27
18.8 ESTIMATION OF REVENUE FROM VALUE CAPTURE FINANCE ........................................ 18‐35
18.9 ESTIMATION OF REVENUE FROM OTHER SOURCES ...................................................... 18‐40

19. FINANCIAL ANALYSIS AND NON FARE BOX REVENUE ASSESSMENT

19.1. INPUT FOR THE ANALYSIS ................................................................................................ 19‐1
19.2. MEANS OF FINANCE ........................................................................................................ 19‐6
19.3. OPERATIONAL VIABILITY/FINANCIAL INTERNAL RATE OF RETURN (FIRR) ..................... 19‐12
19.4. SENSITIVITY ANALYSIS ................................................................................................... 19‐12
19.5. ALTERNATE MEANS OF FINANCING ............................................................................... 19‐14

20. ECONOMIC ANALYSIS

20.1. APPROACH AND METHODOLOGY FOR ECONOMIC ANALYSIS ......................................... 20‐1
20.2 ESTIMATION OF ECONOMIC COST OF MRTS ................................................................... 20‐2
20.3 ECONOMIC BENEFITS OF MRTS ....................................................................................... 20‐3

21. IMPLEMENTATION PLAN

21. IMPLEMENTATION PLAN ................................................................................................. 21‐1
21.1 PROJECT IMPLEMENTATION PLAN................................................................................... 21‐1
21.2 IMPLEMENTATION STRUCTURE....................................................................................... 21‐1
21.3 LEGAL AND INSTITUTIONAL FRAMEWORK FOR IMPLEMENTING THE PROJECT .............. 21‐2
21.4 ROLE, RESPONSIBILITY AND INVOLVEMENT OF CITY GOVERNMENT .............................. 21‐3

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LIST OF FIGURES
FIGURE 1.1: REGIONAL LINKAGE OF THANE ................................................................................... 1‐4
FIGURE 1.2 : STUDY AREA MAP THANE........................................................................................... 1‐6
FIGURE 1.3: DRAFT DEVELOPMENT PLAN FOR THANE‐2007 .......................................................... 1‐8
FIGURE 1.4: EXISTING LAND USE PLAN OF THANE CITY (CMP2018) ............................................. 1‐10
FIGURE 1.5: THANE AS A TRANSIT HUB OF MMR ......................................................................... 1‐13
FIGURE 1.6: MAJOR AREAS AND LANDUSE ACTIVITIES ................................................................. 1‐15

FIGURE 2.1: EXISTING ISSUES AND CONCERNS ............................................................................. 2‐18

FIGURE 3.1: PROPOSED THANE METRO RING CORRIDOR ............................................................. 3‐43

FIGURE 5.1: PROPOSED THANE METRO RING CORRIDOR – NEW THANE TO NEW THANE VIA
DONGRIPADA & THANE JUNCTION............................................................................................... 5‐18
FIGURE 5.2: LOCATION OF HCMTR AND DP ROADS...................................................................... 5‐20
FIGURE 5.3: CONDITION AT LOKMANYA NAGAR BUS DEPOT AREA ............................................. 5‐21
FIGURE 5.4: KASARVADAVALI DEPOT LOCATION .......................................................................... 5‐23
FIGURE 5.5: DEPOT CONNECTIVITY NEAR KASARVADAVALI ......................................................... 5‐24
FIGURE 5.6: SCHEMATIC DIAGRAM OF THANE METRO ................................................................ 5‐30
FIGURE 5.7: ALIGNMENT OPTIONS PARAMETERS ........................................................................ 5‐31
FIGURE 5.8: TYPICAL CROSS SECTION OF BALLASTLESS TRACK ON VIADUCT ............................... 5‐37
URE 5.9: 1 IN 9 TYPE TURN‐OUT ................................................................................................... 5‐37
FIGURE 5.10: SCISSOR CROSS‐OVER (1 IN 9 TYPE) ........................................................................ 5‐38
FIGURE 5.11: TYPES OF SUPERSTRUCTURE ................................................................................... 5‐43
FIGURE 5.12: LAUNCHING OF BOX GIRDER SEGMENTS ................................................................ 5‐44
FIGURE 5.13: PRECAST U‐CHANNEL SUPERSTRUCTURE................................................................ 5‐45
FIGURE 5.14: LAUNCHING OF U‐CHANNEL GIRDER ...................................................................... 5‐46
FIGURE 5.15: LAUNCHING OF I‐GIRDER ........................................................................................ 5‐47
FIGURE 5.16: CLC SPAN 75M + 105M + 75M AND STEEL SPAN 60M ............................................ 5‐47
FIGURE 5.17: TYPICAL BOX GIRDER VIADUCT SECTION ................................................................ 5‐48
FIGURE 5.18: TYPICAL ELEVATED STATION ................................................................................... 5‐52
FIGURE 5.19: EARTH PRESSURE BALANCE TBM ............................................................................ 5‐53
FIGURE 5.20: TYPICAL TWIN TUNNEL ARRANGEMENT ................................................................. 5‐54
FIGURE 5.21: LAUNCHING CHAMBER ........................................................................................... 5‐57
FIGURE 5.22: TYPICAL ASSEMBLY OF TUNNEL BORING MACHINE ................................................ 5‐57
FIGURE 5.23: MAIN SHIELD ERECTION .......................................................................................... 5‐58
FIGURE 5.24: ERECTOR, SCREW CONVEYOR & BACKUP SYSTEM .................................................. 5‐58
FIGURE 5.25: EXCAVATION ........................................................................................................... 5‐59
FIGURE 5.26: RING SEGMENT ....................................................................................................... 5‐59
FIGURE 5.27: TBM THROUGH THE DIAPHRAGM WALL................................................................. 5‐63
FIGURE 5.28: TBM PUSHED TO THE OTHER END OF THE STATION ............................................... 5‐63
FIGURE 5.29: CONSTRUCTION OF TUNNEL BY NATM ................................................................... 5‐64
FIGURE 5.30: TYPICAL CROSS SECTION OF TWIN TUNNELS OF U/G STATION BY NATM ............... 5‐64

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FIGURE 5.31: LATTICE GIRDER ...................................................................................................... 5‐67

FIGURE 5.32: DIAPHRAGM WALL.................................................................................................. 5‐71
FIGURE 5.33: TYPICAL UNDERGROUND STATION ......................................................................... 5‐72
FIGURE 5.34: SEISMIC ACTIVITY .................................................................................................... 5‐78
FIGURE 5.35: SEISMIC ZONES OF INDIA ........................................................................................ 5‐79
FIGURE 5.36: EARTHQUAKE HAZARD MAP .................................................................................. 5‐80

FIGURE 6 1: MASS RAIL TRASIT SYSTEM IN THANE ......................................................................... 6‐2

FIGURE 6 2: TICKET VENDING MACHINES AT STATIONS ............................................................... 6‐28
FIGURE 6 3: TICKET OFFICE AT STATIONS...................................................................................... 6‐29
FIGURE 6 4: ROOF TYPES............................................................................................................... 6‐35
FIGURE 6 5: LOUVERS FOR VENTILATION...................................................................................... 6‐36
FIGURE 6‐6: TYPICAL ELEVATED STATION ..................................................................................... 6‐40
FIGURE 6 7: TYPICAL UNDERGROUND STATION ........................................................................... 6‐41
FIGURE 6 8: PEDESTRIAN FACILITIES PROVIDED NEAR THE PROPOSED STATIONS........................ 6‐54
FIGURE 6 9: NMT FACILITIES AT STATION AREA ........................................................................... 6‐55
FIGURE 6 10:VARIOUS DIFFERENTLY ABLED FEATURES IN/AROUND STATIONS ........................... 6‐57

FIGURE 7.1: CONCEPT OF FEEDER SERVICES AT MRTS STATION .................................................... 7‐2

FIGURE 7.2: PROPOSED FEEDER ROUTE MAP ALONG METRO CORRIDOR ..................................... 7‐5

FIGURE 8.1: PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2025) ........................................... 8‐4
FIGURE 8.2:PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2035)............................................ 8‐5
FIGURE 8.3: PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2045) ........................................... 8‐5
FIGURE 8.4:PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2050)............................................ 8‐6

FIGURE 9.1: TRAIN CAB RADIO AND COMM. FACILITY FOR MAINTENANCE ................................. 9‐10
FIGURE 9.2: MASTER CLOCK ......................................................................................................... 9‐11
FIGURE 9.3: PASSENGER INFORMATION DISPLAY SYSTEM ........................................................... 9‐11
FIGURE 9.4: PIDS AT PLATFORM AND CONCOURSE ...................................................................... 9‐12
FIGURE 9.5: PLATFORM SCREEN DOOR ........................................................................................ 9‐15
FIGURE 9.6: MANUAL SCREEN DOOR ........................................................................................... 9‐16
FIGURE 9.7: EMERGENCY ESCAPE DOORS & FIXED SCREENS/PANELS .......................................... 9‐16
FIGURE 9.8: HALF HEIGHT PSD...................................................................................................... 9‐17
FIGURE 9.9: FULL HEIGHT PSD ...................................................................................................... 9‐17
FIGURE 10.1:FARE COLLECTION TECHNOLOGY DEVELOPMENT ................................................... 10‐1
FIGURE 10.2: AFC OPERATION PROCESS....................................................................................... 10‐2
FIGURE 10.3: AFC SYSTEM ARCHITECTURE ................................................................................... 10‐2
FIGURE10.4: BANKING INTERFACE ............................................................................................... 10‐3
FIGURE 10.5: NEAR FIELD COMMUNICATION ............................................................................... 10‐4
FIGURE 10.6:EMV BASED PAYMENT SYSTEM ............................................................................... 10‐5
FIGURE 10.7:COMMON MOBILITY CARD OVERVIEW.................................................................... 10‐6
FIGURE 11.1: SIMPLIFIED VELOCITY – TIME OPERATION CURVE .................................................. 11‐6

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FIGURE 12.1: 25KV RIGID OHE ARRANGEMENT............................................................................ 12‐8

FIGURE 12.2: TYPICAL INDOOR AUXILIARY SUB‐STATION ........................................................... 12‐10
FIGURE 12.3: SCADA SYSTEM ..................................................................................................... 12‐14
FIGURE 13.1: CONCOURSE AIR HANDLING UNIT .......................................................................... 13‐6
FIGURE 13.2: STATION AIR CONDITIONING CLOSED SYSTEM SCHEME......................................... 13‐6
FIGURE 13.3:STATION AIR CONDITIONING SECTION VIEW ........................................................... 13‐7
FIGURE 14.1: RAKE VISITS TO DEPOT AND WORKSHOPS .............................................................. 14‐5
FIGURE 15.1: TOPOGRAPHICAL MAP OF THANE........................................................................... 15‐3
FIGURE 15.2: WATER AND SOIL SAMPLING LOCATION MAP ........................................................ 15‐7
FIGURE 15.3: GEOLOGICAL MAP OF MAHARASTHRA SHOWING THE PROJECT AREA................... 15‐8
FIGURE 15.4: SEISMICITY MAP OF INDIA ...................................................................................... 15‐9
FIGURE 15.5: MONTHLY AVERAGE RAINFALL (2012‐2017)(MM) ................................................ 15‐13
FIGURE 15.6: MONTHLY AVERAGE RELATIVE HUMIDITY (PERCENT)........................................... 15‐13
FIGURE 15.7: MONTHLY AVERAGE TEMPERATURE (OC)............................................................. 15‐14
FIGURE 15.8: WIND ROSE DIAGRAM (03HR) .............................................................................. 15‐14
FIGURE 15.9: WIND ROSE DIAGRAM (14 HR).............................................................................. 15‐14
FIGURE 15.10: AIR MONITORING LOCATION MAP...................................................................... 15‐16
FIGURE 15.11: PM10 CONCENTRATION IN THE STUDY AREA ..................................................... 15‐18
FIGURE 15.12: PM2.5 CONCENTRATION IN THE STUDY AREA .................................................... 15‐18
FIGURE 15.13: SO2 CONCENTRATION IN THE STUDY AREA ........................................................ 15‐18
FIGURE 15.14: NO2 CONCENTRATION IN THE STUDY AREA ....................................................... 15‐18
FIGURE 15.15: CO CONCENTRATION IN THE STUDY AREA.......................................................... 15‐19
FIGURE 15.16: NOISE MONITORING STATIONS........................................................................... 15‐20
FIGURE 15.21: CRZ ON WEST OF THANE CREEK.......................................................................... 15‐31
FIGURE 15.22: CRZ ON WEST OF THANE CREEK (SAKET TO BALKUM NAKA ). ............................ 15‐32
FIGURE 15.23: EMS ORGANIZATION ........................................................................................... 15‐78
FIGURE 15.24: RAP IMPLEMENTATION SCHEDULE ..................................................................... 15‐92
FIGURE 18.1: TOD STUDY METHODOLOGY .................................................................................. 18‐3
FIGURE 18.2: MAP OF CLUSTERS ALONG METRO CORRIDOR .................................................... 18‐12
FIGURE 18.3: RESIDENTIAL MARKET OVERVIEW OF THANE........................................................ 18‐13
FIGURE 18.4: COMMERCIAL MARKET OVERVIEW OF THANE ..................................................... 18‐14
FIGURE 18.5: RETAIL MARKET OVERVIEW OF THANE ................................................................. 18‐15
FIGURE 18.6: METHODOLOGY FOR ESTIMATION OF ADDITIONAL FSI ........................................ 18‐17
FIGURE 18.7: IDENTIFIED LAND PARCELS IN CLUSTER 1 ............................................................. 18‐20
FIGURE 18.8: IDENTIFIED LAND PARCELS IN CLUSTER 2 ............................................................. 18‐21
FIGURE 18.9: IDENTIFIED LAND PARCELS IN CLUSTER 3 ............................................................. 18‐22

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FIGURE 18.10: IDENTIFIED LAND PARCELS IN CLUSTER 4 ........................................................... 18‐23

FIGURE 18.11: IDENTIFIED LAND PARCELS IN CLUSTER 5 ........................................................... 18‐24
FIGURE 18.12: IDENTIFIED LAND PARCELS IN CLUSTER 6 & 7 ..................................................... 18‐25
FIGURE 18.13: IDENTIFIED LAND PARCELS IN CLUSTER 8 ........................................................... 18‐26
FIGURE 18.14: COMMERCIAL MICRO‐MARKET WITHIN TOD STATION CLUSTERS...................... 18‐32
FIGURE 18.15: CASE STUDIES OF NON FARE BOX REVENUE FROM ADVERTISEMENT WORLWIDE18‐40
FIGURE 18.16: CASE STUDIES OF NON FARE BOX REVENUE FROM ADVERTISEMENT WORLWIDE18‐41
FIGURE19.1 MODEL OF IMPLEMENTATION OF MRTS PROJECTS ................................................ 19‐15
FIGURE 19.2 APPROVED FUNDING PATTERN OF DELHI AIRPORT LINE ....................................... 19‐17
FIGURE 19.3 FUNDING PATTERN OF HYDERABAD METRO ......................................................... 19‐17
FIGURE 19.4 FUNDING PATTERN OF MUMBAI METRO LINE 1.................................................... 19‐18

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LIST OF TABLES
TABLE 1.1: PERCENTAGE OF POPULATION DECADAL VARIATION ................................................... 1‐5
TABLE 1.2: EMPLOYMENT GROWTH AND FORECAST FOR TMC AREA ............................................ 1‐6
TABLE 1.3: LANDUSE BREAKUP OF THANE CITY .............................................................................. 1‐7
TABLE 1.4: LAND USE OF THANE CITY ‐CMP2018 ........................................................................... 1‐9
TABLE 1.5: PERMISSIBLE FSI IN THANE.......................................................................................... 1‐11
TABLE 2.1: GROWTH OF REGISTERED VEHICLES IN THANE (IN LAKH)............................................. 2‐1
TABLE 2.2: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY ......................................... 2‐2
TABLE 2.3: AVAILABILITY OF FOOTPATH ......................................................................................... 2‐3
TABLE 2.4: DAILY & PEAK HOUR PEDESTRIAN TRAFFIC AT SURVEY LOCATIONS ............................. 2‐4
TABLE 2.5: ROAD ACCIDENT STATISTICS IN MUMBAI ..................................................................... 2‐9
TABLE 2 6: DETAILS OF TMT TRANSPORT SYSTEM ........................................................................ 2‐10
TABLE 2.7 TRAFFIC PROJECTION FOR HORIZON YEAR................................................................... 2‐13
TABLE 2.8 TRAIN OPERATION....................................................................................................... 2‐13
TABLE 2.9: POLLUTION LEVEL CLASSIFICATION............................................................................. 2‐19
TABLE 2.10: AMBIENT AIR QUALITY TREND OF THANE ................................................................. 2‐19
TABLE 3.1: TRAFFIC ZONES IN STUDY AREA ................................................................................... 3‐1
TABLE 3.2: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE ................................ 3‐3
TABLE 3.3: DAILY TRAFFIC VOLUME AT SCREEN LINE/MID‐BLOCK LOCATIONS .............................. 3‐4
TABLE 3.4: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT SCREEN LINE/MID‐BLOCK
LOCATIONS ..................................................................................................................................... 3‐5
TABLE 3.5: DAILY TRAFFIC VOLUME AT INTERSECTION SURVEY LOCATIONS .................................. 3‐6
TABLE 3.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS ............................................. 3‐8
TABLE 3.7: DAILY TRAFFIC VOLUME (24 HOURS) AT OUTER CORDON LOCATIONS....................... 3‐10
TABLE 3.8: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON
LOCATIONS ................................................................................................................................... 3‐11
TABLE 3.9: DISTRIBUTION OF OUTER CORDONPASSENGERS BY TRIP PURPOSE .......................... 3‐12
TABLE 3.10: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRAVEL FREQUENCY ............... 3‐12
TABLE 3.11: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRAVEL TIME .......................... 3‐13
TABLE 3.12: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRIP LENGTH .......................... 3‐13
TABLE 3.13: WILLINGNESS OF TO SHIFT TO MRTS FOR REACHING TERMINAL ............................. 3‐13
TABLE 3.14: WILLINGNESS TO CHOOSE METRO FOR REACHING RAIL TERMINAL WITH RESPECT TO
TIME SAVINGS .............................................................................................................................. 3‐14
TABLE 3.15: WILLINGNESS TO PAY EXTRA FARE FOR REACHING RAIL TERMINAL ......................... 3‐14
TABLE 3.16: WILLINGNESS OF PT/IPT PASSENGERS TO SHIFT TO MRTS ....................................... 3‐15
TABLE 3.17: WILLINGNESS TO CHOOSE METRO WITH RESPECT TO TIME SAVINGS...................... 3‐15
TABLE 3.18: WILLINGNESS TO PAY EXTRA FARE FOR MRTS SYSTEM ............................................ 3‐15
TABLE 3.19: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED ......................... 3‐16
TABLE 3.20: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED ......................... 3‐16
TABLE 3.21: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS...................... 3‐17
TABLE 3.22: PEAK HOUR PARKING ACCUMULATION .................................................................... 3‐18
TABLE 3.23: PARKING DEMAND.................................................................................................... 3‐19

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TABLE 3.24: PARKING DURATION ................................................................................................. 3‐21

TABLE 3.25: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS ................................................ 3‐23
TABLE 3.26: DISTRIBUTION OF BUS PASSENGERS BY TRIP PURPOSE ............................................ 3‐24
TABLE 3.27: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS................................................ 3‐24
TABLE 3.28: DISTRIBUTION OF RAIL PASSENGERS BY TRIP PURPOSE ........................................... 3‐24
TABLE 3. 29: DISTRIBUTION OF HOUSEHOLDS BY SIZE ................................................................. 3‐25
TABLE 3.30: DISTRIBUTION OF HOUSEHOLD MEMBERS BY OCCUPATION ................................... 3‐26
TABLE 3.31: DISTRIBUTION OF HOUSEHOLDS BY MONTHLY INCOME .......................................... 3‐26
TABLE 3.32: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE (INCLUDING WALK) .............. 3‐27
TABLE 3.33: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE ...................................... 3‐28
TABLE 3.34: DISTRIBUTION OF TRIPS BY PURPOSE ....................................................................... 3‐28
TABLE 3.35: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE................................................ 3‐29
TABLE 3.36: BASE YEAR PLANNING VARIABLE AND TRIPS GENERATED ........................................ 3‐32
TABLE 3.37: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE................................................ 3‐32
TABLE 3.38:: TRIPS AND MODAL SPLIT FOR BASE YEAR (2017) .................................................... 3‐33
TABLE 3.39: FORECASTED POPULATION OF STUDY AREA FOR HORIZON YEARS .......................... 3‐36
TABLE 3.40: WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS...... 3‐36
TABLE 3.41: ZONEWISE FORECASTED POPULATION AND EMPLOYMENT FOR HORIZON YEARS 3‐37
TABLE 3.42 SECTION LOADS ON METRO CORRIDOR. .................................................................. 3‐40
TABLE 3.43 STATION LOADS ON METRO CORRIDOR..................................................................... 3‐41
TABLE 3.44 MAXIMUM PHPDT AND DAILY RIDERSHIP.................................................................. 3‐42
TABLE 4.1: SYSTEM SPECIFICATION PARAMETERS .......................................................................... 4‐2
TABLE 5.1: LIST OF DGPS CONTROL POINTS.................................................................................... 5‐4
TABLE 5.2: LIST OF TRAVERSE POINTS ............................................................................................ 5‐6
TABLE 5.3: LIST OF TBM’S ............................................................................................................. 5‐15
TABLE 5.4: ALIGNMENT DESCRIPTION .......................................................................................... 5‐16
TABLE 5.5: INTERCHANGE STATIONS OF CORRIDOR..................................................................... 5‐25
TABLE 5.6: MAJOR ROADS ALONG CORRIDOR .............................................................................. 5‐25
TABLE 5.7: MAJOR ROADS ACROSS CORRIDOR............................................................................. 5‐26
TABLE 5.8: HT POWER LINESACROSS CORRIDOR .......................................................................... 5‐27
TABLE 5.9: LIST OF STATIONS ........................................................................................................ 5‐29
TABLE 5.10: DESIGN CRITERIA....................................................................................................... 5‐32
TABLE 5.11: HORIZONTAL CURVE PARAMETERS........................................................................... 5‐33
TABLE 5.12: LENGTH OF TRANSITIONS OF HORIZONTAL CURVES................................................. 5‐34
TABLE 5.13: TRACK CENTRE AND HEIGHT IN ELEVATED SECTION ................................................. 5‐34
TABLE 5.14: TRACK CENTRE AND DEPTH IN UNDERGROUND SECTION ........................................ 5‐35
TABLE 5.15: GRADIENT PARAMETERS........................................................................................... 5‐36
TABLE 5.16: VERTICAL CURVE PARAMETERS ................................................................................ 5‐36
TABLE 5.17: RADIUS, CANT AND PERMITTED SPEED..................................................................... 5‐38
TABLE 5.18: COMPARATIVE ANALYSIS OF TYPES OF STRUCTURAL ARRANGEMENTS ................... 5‐50
TABLE 5.19: DIMENSIONS OF TBM................................................................................................ 5‐55
TABLE 5.20: MERITS AND DEMERITS OF TOP‐DOWN METHOD .................................................... 5‐69
TABLE 5.21: GEOLOGICAL SUCCESSION FOR SOIL ......................................................................... 5‐81
TABLE 5.22: GEOLOGICAL SUCCESSION FOR ROCK ....................................................................... 5‐81

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TABLE 5.23: SUMMARY OF BORE HOLES ...................................................................................... 5‐82

TABLE 5.24: SUMMARY OF BORE HOLES FOR DEPOTS ................................................................. 5‐83
TABLE 5.25: DETAILS OF LAYER MET ALONG THE CORRIDOR ....................................................... 5‐84
TABLE 5.26: SAFE LOAD CARRYING & UPLIFT CAPACITY OF CORRIDOR ........................................ 5‐85
TABLE 5.27: SAFE LOAD CARRYING CAPACITY & SAFE UPLIFT CAPACITY OF DEPOT ..................... 5‐87
TABLE 5.28: SBC OF SHALLOW FOUNDATION (DEPOT LOCATION) ............................................... 5‐87
TABLE 5.29: ABSTRACT OF HORIZONTAL CURVES......................................................................... 5‐89
TABLE 5.30: DETAILS OF HORIZONTAL CURVES ............................................................................ 5‐90
TABLE 5.31: ABSTRACT OF GRADIENTS ......................................................................................... 5‐94
TABLE 5.32: DETAILS OF GRADIENTS............................................................................................. 5‐94
TABLE 5.33: LOCATION OF SPECIAL SPANS ................................................................................... 5‐96
TABLE 5.34: LOCATION OF PORTALS ............................................................................................. 5‐97
TABLE 5.35: BREAK‐UP OF ALIGNMENT LENGTH .......................................................................... 5‐98
TABLE 5.36: UTILITY RESPONSIBILITY DEPARTMENTS ................................................................... 5‐99
TABLE 5.37: WATER PIPE LINES OF TMC ..................................................................................... 5‐102
TABLE 5.38: SEWER PIPE LINES OFTMC ...................................................................................... 5‐107
TABLE 5.39: GAS PIPE LINE OF MAHANAGAR GAS LIMITED (MGL). ............................................ 5‐108
TABLE 5.40: GAS PIPE LINE OF BPCL ............................................................................................ 5‐110
TABLE 5.41: RAILWAY SIGNAL CABLES ........................................................................................ 5‐110
TABLE 5.42: RAILWAY TELECOMCABLES ..................................................................................... 5‐110
TABLE 5.43: OPTICAL FIBRE CABLE OF MSEDCL .......................................................................... 5‐110
TABLE 5.44: OPTICAL FIBRE CABLE OF BSNL ............................................................................... 5‐114
TABLE 5.45: OPTICAL FIBRE AND COPPER CABLE OF MTNL ........................................................ 5‐115
TABLE 5.46: OPTICAL FIBRE CABLE OF RELIANCE ........................................................................ 5‐118
TABLE 5.47: OPTICAL FIBRE CABLES OF VODAFONE ................................................................... 5‐119
TABLE 5.48: OPTICAL FIBRE CABLE OF AIRTEL ............................................................................ 5‐123
TABLE 5.49: OPTICAL FIBRE CABLE OF TATATELECOM................................................................ 5‐125
TABLE 5.50: LAND & STRUCTURES REQUIREMENT (IN HA) ......................................................... 5‐129
TABLE 5.51: PERMANENT LAND REQUIREMENT FOR STATION .................................................. 5‐132
TABLE 5.52: PERMANENT LAND REQUIREMENT FOR RUNNING SECTION .................................. 5‐134
TABLE 6 1: INTER‐STATION DISTANCE AND TYPE OF PROPOSED STATIONS.................................... 6‐1
TABLE 6 2: ROOM SCHEDULE FOR ELEVATED STATION(140MX21.95M)....................................... 6‐38
TABLE 6 3: ROOM SCHEDULE FOR UNDERGROUNDSTATION (190MX23.55M) ............................ 6‐39
TABLE 6‐4: DETAILS OF PARKING FOR CORRIDOR. ........................................................................ 6‐62
TABLE 7.1: ASSUMED MODAL SPLIT................................................................................................ 7‐3
TABLE 7.2: FEEDER BUS FLEET REQUIREMENT FOR THANE ............................................................ 7‐4
TABLE 7.3: BICYCLE SHARING SCHEME FOR METRO CORRIDOR ..................................................... 7‐6
TABLE 8.1: YEAR WISE DESIGN PEAK HOUR PEAK DIRECTION TRAFFIC (PHPDT) ............................ 8‐2
TABLE 8.2: CARRYING CAPACITY OF COACHES ............................................................................... 8‐2
TABLE 8.3: TRAIN OPERATION PLAN, HEADWAY AND CAPACITY PROVIDED .................................. 8‐3
TABLE 8.4: ROLLING STOCK REQUIREMENT .................................................................................... 8‐7
TABLE 8.5:VEHICLE KILOMETER: NEW THANE TO THANE JUNCTION .............................................. 8‐8
TABLE 9.1: STANDARDS TO BE ADOPTED FOR SIGNALLING SYSTEM ............................................. 9‐5

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TABLE 9.2: TELECOMMUNICATION SYSTEM USED IN DIFFERENT METROS ................................... 9‐7

TABLE 9.3: STANDARDS TO BE ADOPTED FOR TELECOMMUNICATIONS SYSTEM........................ 9‐13
TABLE 10.1: STANDARDS PROPOSED FOR AFC SYSTEM ................................................................ 10‐6
TABLE 11.1: BROAD FEATURES OF ROLLING STOCK...................................................................... 11‐4
TABLE 11.2: COACH DIMENSIONS ................................................................................................. 11‐4
TABLE 11.3: CARRYING CAPACITY OF METRO RAIL ....................................................................... 11‐5
TABLE 11.4: WEIGHT OF MASS RAIL VEHICLES (TONS) ................................................................. 11‐5
TABLE 11.5: COACH REQUIREMENT FOR THANE METRO CORRIDOR ........................................... 11‐7
TABLE 12.1 : POWER DEMAND ESTIMATION (MVA) ..................................................................... 12‐5
TABLE 12.2: SOURCES OF POWER SUPPLY (PROPOSED) ............................................................... 12‐6
TABLE 12.3 : POWER DEMAND PROJECTION FOR VARIOUS SOURCES.......................................... 12‐7
TABLE 12.4 : REQUIREMENT OF LIFTS & ESCALATORS ( AT EACH STN.) ...................................... 12‐11
TABLE 14.1 RAKE REQUIREMENT FOR DIFFERENT HORIZON YEARS ............................................. 14‐2
TABLE 14.2PROPOSED MAINTENANCE SCHEDULE ....................................................................... 14‐3
TABLE 14.3SCHEDULE OF CLEANING............................................................................................. 14‐4
TABLE 14.4REQUIREMENT OF INSPECTION AND WORKSHOP LINES PROVIDED FOR CORRIDOR14‐6
TABLE15.1:SCOPING MATRIX FOR THE PROJECT .......................................................................... 15‐1
TABLE 15.2: ENVIRONMENTAL ATTRIBUTES AND FREQUENCY OF MONITORING ........................ 15‐2
TABLE 15.3: SAMPLING LOCATIONS FOR SOIL .............................................................................. 15‐4
TABLE 15.4: RESULTS OF LABORATORY ANALYSIS OF SOIL SAMPLE ............................................. 15‐4
TABLE 15.5: AREA COVERED UNDER EXISTING LAND USES........................................................... 15‐7
TABLE 15.6: WATER QUALITY MONITORING LOCATIONS .......................................................... 15‐10
TABLE 15.7: PHYSICO‐CHEMICAL ANALYSIS OF WATER SAMPLES IN PROJECT AREA ................. 15‐11
TABLE 15.9: MONITORING PARAMETERS, ANALYTICAL METHOD, CODE OF PRACTICE AND
DETECTABLE LIMITS .................................................................................................................... 15‐15
TABLE 15.10: AIR MONITORING LOCATIONS ............................................................................. 15‐15
TABLE 15.11: AMBIENT AIR QUALITY STATUS............................................................................. 15‐17
TABLE 15.11: NOISE MONITORING LOCATIONS ......................................................................... 15‐19
TABLE 15.12: AMBIENT NOISE STANDARDS ............................................................................... 15‐20
TABLE 15.13: AMBIENT NOISE LEVEL MONITORING RESULT IN DB(A)........................................ 15‐21
TABLE 15.14: TREE SPECIES IN CORE ZONE ................................................................................ 15‐22
TABLE 15.15: TREE SPECIES IN BUFFER ZONE............................................................................. 15‐22
TABLE 15.16: SUMMARY OF ENUMERATION OF AFFECTED TREES IN CORE ZONE .................... 15‐23
TABLE 15.17: FAUNA IN STUDY AREA ........................................................................................ 15‐25
TABLE 15.18: ECOSENSISTIVE AREAS WITHIN 15 KM AROUND PROJECT................................... 15‐26
TABLE 15.19: ENVIRONMENTAL LEGISLATION AND NORMS ..................................................... 15‐33
TABLE 15.20: REDUCTION IN DAILY VEHICLE KILOMETERS ........................................................ 15‐35
TABLE 15.21: DAILY REDUCTION IN FUEL CONSUMPTION ......................................................... 15‐35
TABLE 15.22: DAILY NET SAVING ON FUEL EXPENDITURE (RSMILLION)..................................... 15‐36
TABLE 15.23: AMBIENT POLLUTION REDUCTION (TON/YEAR) ................................................... 15‐36

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TABLE 15.24: CONSTRUCTION EQUIPMENT NOISE EMISSION LEVEL.......................................... 15‐44

TABLE 15.25: DISTANCE AT WHICH LEQ ≤ AMBIENT NOISE LEVEL.............................................. 15‐45
TABLE 15.26: GUIDELINE VIBRATION DAMAGE THRESHOLD CRITERIA ....................................... 15‐45
TABLE 15.27: VIBRATION SOURCE LEVELS OF CONSTRUCTION EQUIPMENT.............................. 15‐46
TABLE 15.28: ESTIMATED VIBRATION LEVELS FOR DIFFERENT CONSTRUCTION EQUIPMENT (PPV
IN/SEC) 15‐46
TABLE 15.29: NOISE LEVELS (LDN) IN DB(A) AT DIFFERENT DISTANCES ...................................... 15‐48
TABLE 15.30: DETAILS OF COMPENSATORY PLANTATION & TRANSPLANTATION ...................... 15‐53
TABLE 15.31: CONSTRUCTION STAGE MONITORING SCHEDULE ................................................ 15‐67
TABLE 15.32: OPERATION STAGE MONITORING SCHEDULE ...................................................... 15‐69
TABLE 15.33: ROLES AND RESPONSIBILITIES ‐ SECURING APPROVALS/CLEARANCES................. 15‐69
TABLE 15.34: ROLES AND RESPONSIBILITIES –PREPARATION AND IMPLEMENTATION OF
ENVIRONMENTAL MANAGEMENT PLAN (EMP) AND ENVIRONMENTAL MONITORING PLAN
(EMOP) 15‐73
TABLE 15.35: COST FOR TRAINING PROGRAMME ...................................................................... 15‐76
TABLE 15.36: ENVIRONMENTAL DIVISION COST ......................................................................... 15‐77
TABLE 15.37: SUMMARY OF ENVIRONMENTAL COST ESTIMATE................................................ 15‐77
TABLE 15.38: STATION/VIDUCT WISE AFFECTED STRUCTURE .................................................... 15‐79
TABLE 15.39: STATION WISE FULLY AFFECTED STRUCTURES BY TYPE OF STRUCTURES ............. 15‐80
TABLE 15.40: STATION WISE PARTIALLY AFFECTED STRUCTURES BY TYPE OF STRUCTURES ...... 15‐80
TABLE 15.41: STATION WISE CONSTRUCTION OF AFFECTED STRUCTURESBY TYPE OF STRUCTURES15‐81
TABLE 15.42: IMPACT ON PAFS AND PAPS ................................................................................ 15‐81
TABLE 15.43: TITLE HOLDERS AND NON‐TITLE HOLDERS PAFS ................................................... 15‐82
TABLE 15.44: DEMOGRAPHIC CHARACTERISTICS OF SAMPLE PAPS ........................................... 15‐84
TABLE 15.45: SOCIAL CHARACTERISTICS OF SAMPLE PAFS ........................................................ 15‐85
TABLE 15.46: ECONOMIC CHARACTERISTICS OF SAMPLE PAFS .................................................. 15‐86
TABLE 17.1: LAND & STRUCTURES REQUIREMENT (IN HA) ........................................................... 17‐2
TABLE 17.2: BASIS OF RATES ......................................................................................................... 17‐4
TABLE 17.3: CAPITAL COST ESTIMATE........................................................................................... 17‐5
TABLE 17.4: TAXES AND DUTIES COMPONENTS ........................................................................... 17‐8
TABLE 17.5: TAXES & DUTIES ...................................................................................................... 17‐9
TABLE 17.6: ABSTRACT OF COST ESTIMATE ................................................................................ 17‐12
TABLE 17.7: O&M COST WITH ESCALATION................................................................................ 17‐14
TABLE 18.1: LAND USE CLASSIFICATION........................................................................................ 18‐4
TABLE 18.2: PERMISSIBLE FSI IN THANE........................................................................................ 18‐6
TABLE 18.3: INFLUENCE ZONES IN MUMBAI TOD CORRIDOR ....................................................... 18‐7
TABLE 18.4: PERMISSIBLE FSI IN NAGPUR TOD CORRIDOR........................................................... 18‐9
TABLE 18.5: PLOT AREA AND ROAD WIDTH IN NAGPUR TOD CORRIDOR.................................... 18‐9
TABLE 18.6: SNAPSHOT OF REAL ESTATE SCENARIO ACROSS VARIOUS CLUSTERS ALONG THE
CORRIDOR................................................................................................................................... 18‐16
TABLE 18.7: AREA AND FSI DETAILS OF IDENTIFIED LAND PARCELS ALONG TOD CORRIDOR .... 18‐18
TABLE 18.8: IDENTIFIED LAND PARCELS UNDER PUBLIC UTILITIES AND GREEN ZONE ............... 18‐19
TABLE 18.9: CLUSTER WISE PERMISSIBLE FSI AREA DETAILS ...................................................... 18‐19
TABLE 18.10: DISTRIBUTION OF HOUSEHOLDS BY ANNUAL INCOME........................................ 18‐28

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TABLE 18.11: HOUSING DEMAND IN THANE.............................................................................. 18‐28

TABLE 18.12: HOUSING DEMAND IN THANE FROM RENTED HOUSEHOLDS .............................. 18‐29
TABLE 18.13: OFFICE SPACE ABSORPTION TRENDS IN MILLION SQ. FT...................................... 18‐31
TABLE 18.14: OFFICE SPACE ABSORPTION IN THANE & TOD CORRIDOR (MN SQ. FT.) ............... 18‐31
TABLE 18.15: SUMMARY OF ESTIMATED DEMAND ALONG TOD CORRIDOR .............................. 18‐31
TABLE 18.16: ESTIMATION OF RETAIL DEMAND ALONG TOD CORRIDOR................................... 18‐34
TABLE 18.17: ESTIMATED DEMAND FOR RETAIL ALONG TOD CORRIDOR .................................. 18‐34
TABLE 18.18: ANNUAL STATEMENT OF RATES ........................................................................... 18‐35
TABLE 18.19: REVENUE FROM SALE OF ADDITIONAL FSI TO MAHA METRO .............................. 18‐36
TABLE 18.20: STAMP DUTY COLLECTION IN THANE MUNICIPAL AREA ....................................... 18‐37
TABLE 18.21: REVENUE FROM STAMP DUTY TO MAHA METRO ................................................ 18‐37
TABLE 18.22: REVENUE FROM DEVELOPMENT CHARGE TO MAHA METRO ............................... 18‐39
TABLE 18.23: ADVERTISEMENT REVENUE OF DELHI METRO ...................................................... 18‐42
TABLE 18.24: REVENUE FROM COMMERCIAL SPACE LEASE OF DELHI METRO ........................... 18‐42
TABLE 18.25: REVENUE FROM ADVERTISEMENT & COMMERCIAL SPACE OF THANE METRO .... 18‐43
TABLE 18.26: REVENUE FROM SEMI‐NAMING RIGHTS OF STATIONS ......................................... 18‐44
TABLE19.1CAPITAL COSTS(RS. IN CRORE) ..................................................................................... 19‐1
TABLE 19.2 ESTIMATION OF ESCALATION RATE ........................................................................... 19‐2
TABLE 19.3 DETAILS OF COMPLETION COSTS(RS IN CRORE) ......................................................... 19‐2
TABLE 19.4 % DISTRIBUTION OF COSTS DURING CONSTRUCTION ............................................... 19‐3
TABLE 19.5YEAR WISE FUND REQUIREMENTS WITHOUT TAXES (RS. IN CRORE) .......................... 19‐3
TABLE 19.6YEAR WISE FUND REQUIREMENTS WITH CENTRAL TAXES WITHOUT LAND & R&R (RS
IN CRORE) ..................................................................................................................................... 19‐3
TABLE19.7YEAR WISE FUND REQUIREMENTS WITH ALL TAXES (RS IN CRORE) ............................ 19‐4
TABLE 19.8 OPERATION AND MAINTENANCE COSTS (RS IN CRORE) ............................................ 19‐5
TABLE 19.9EXPECTED METRO RIDERSHIP IN HORIZON YEARS ...................................................... 19‐7
TABLE19.10 TRIP LENGTH DISTRIBUTION ..................................................................................... 19‐7
TABLE 19.11 FARE STRUCTURE ‐ THANE METRO BASED ON REVISED DMRC FARE....................... 19‐7
TABLE19.12 FARE STRUCTURE FOR THANE METROBASED ON REVISED DMRC FARES ................. 19‐8
TABLE 19 13 ESTIMATION OF NON FARE BOX REVENUE (2025‐2049) ........................................ 19‐11
TABLE19.14 TOTAL REVENUE COLLECTION (RS. IN CRORE)‐ DMRC REVISED FARES ................... 19‐12
TABLE 19.15 PROJECT FIRR SENSITIVITY W.R.TCOST AND RIDERSHIP ........................................ 19‐12
TABLE 19.16 THANE MRTS FIRR BASED ON DMRC REVISED FARES (RS. IN CRORE) .................... 19‐13
TABLE 19.17 LOAN CONDITIONS OF FUNDING AGENCIES .......................................................... 19‐21
TABLE 19.18 FUNDING PATTERN UNDER EQUITY SHARING MODEL(PROJECT COST WITH CENTRAL
TAXES)‐ KFW LOAN..................................................................................................................... 19‐21
TABLE 19.19 FUNDING PATTERN UNDER EQUITY SHARING MODEL(PROJECT COST WITH CENTRAL
TAXES) ‐ ADB LOAN ..................................................................................................................... 19‐21
TABLE 19.20 FUNDING PATTERN UNDER PPP – BOT WITH VGF ................................................. 19‐22
TABLE19.22 FUNDING PATTERN UNDER GRANT BY CENTRAL GOVERNMENT MODEL ............... 19‐23
TABLE 20 1: KEY EVALUATION ASSUMPTIONS .............................................................................. 20‐1

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TABLE 20 2: ESTIMATED DEMAND & MODAL SHARE IN “WITH” AND “WITHOUT SCENARIO”... 20‐2
TABLE 20 3: FACTORS USED FOR CONVERTING PROJECT COSTS TO ECONOMIC COSTS ............. 20‐3
TABLE 20 4: FINANCIAL COSTS OF METRO ‐ CAPITAL O&M (RS. IN CRORE) .................................. 20‐3
TABLE 20 5: ECONOMIC COSTS OF METRO‐ CAPITAL AND O&M (RS IN CRORE) .......................... 20‐3
TABLE 20 6: REDUCED PASSENGER TRIPS DUE TO THANE MRTS .................................................. 20‐3
TABLE 20 7: MODE WISE VOC FOR THANE .................................................................................... 20‐5
TABLE20 8: MODE WISE VOT FOR THANE MRTS........................................................................... 20‐5
TABLE 20 9: MODE WISE OPERATIONAL PARAMETERS –METRO.................................................. 20‐6
TABLE 20 10: MODE WISE EMISSION FACTORS (GRAM/KM) ........................................................ 20‐6
TABLE 20 11: FACTORS FOR CONVERTING PROJECT BENEFITS IN ECONOMIC COSTS................... 20‐8
TABLE 20 12: ECONOMIC RETURN PARAMETERS OF THANE METRO ........................................... 20‐9
TABLE 20 13: ECONOMIC RETURN PARAMETERS OF THANEMETRO ............................................ 20‐9
TABLE 20 14: SENSITIVITY ANALYSIS ........................................................................................... 20‐10
TABLE 20 15: COST AND BENEFIT STREAM FOR METRO SYSTEM (IN CRORE)............................. 20‐11
TABLE 21.1: PROJECT IMPLEMENTATION SCHEDULE ................................................................... 21‐1

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SALIENT FEATURES
1. GAUGE(STANDARD) : 1435mm

2. CORRIDOR AND ROUTE LENGTH

Elevated Underground Total Length
Corridors
(Km) (Km) (Km)
New Thane to New Thane (Ring Corridor) 26 3 29

3. TRAFFIC FORECAST
Year Maximum PHPDT Daily Ridership (in Lakh)
2029 23,320 6.47
2035 29,489 7.61
2045 31,393 8.72

4. NUMBER OF STATIONS

Corridors Elevated Underground Total

Stations Stations
New Thane to New Thane (Ring Corridor) 20 2 22

5. STATION PLANNING
Two typical designs have been suggested for various station types and these will form
basis for planning of all the stations.

Sr. No. Proposed Type Elevated or U/G Station Size

1 Type 1 Elevated 140.00m x 21.95m
2 Type 2 Underground 190.00m x 23.55m

6. INTERMODAL INTEGRATION
Feeder Bus Services, Public Bicycle Sharing, Parking and Pedestrian facilities (footpath,
Zebra crossing, table top etc) have been proposed.

7. TRAIN OPERATION PLAN

Corridor Items 2029 2035 2045 2051
New Thane to New Cars/ Train 3,6 3,6 3,6 6
Thane(Ring Headway in Sec. 225.0 225.0 200.0 200.0
Corridor)via Trains/hr 17(12,5) 16 (5,11) 18(3,15) 18
Dongripada & Thane Capacity (6p/m2) 17038 21134 25902 28332
Junction Capacity (8p/m2) 21686 26887 32949 36036
Design PHPDT 16800 21000 26000 28000

8. SPEED
a) Design Speed : 80 kmph
b) Scheduled Speed : 34 kmph

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9. SIGNALLING & TELECOMMUNICATION

a) Type of Signaling: Communication based Train Control System (CBTC) with continuous
automatic train control permitting an operational headway of 90 seconds.
b) Telecommunication: Integrated System with Optical Fibre Transmission System, SCADA,
CCTV, Central Voice Recording System (CVRS) etc.

10. FARE COLLECTION

Automatic Fare Collection System with recharging of Travel Cards using Cash, Debit/
Credit Cards and Net-banking/web portal etc.

11. ROLLING STOCK

S. No. Parameter Corridor
3 Car basic unit 2 DMC and 1 TC
1 Basic Unit Every coach is fully interchangeable with any
other coach of same type.
3 Car: DMC+TC+DMC,
2 Train Composition
6 Car: DMC–TC-MC-MC-TC-DMC
3 Coach construction Light weight stainless steel/ Aluminum body
4 Axle load ≤16 T
5 Braking System Regenerative Braking
6 Propulsion system 3 phase drive system with VVVF control
7 Type of traction supply 25 kV AC OHE System

12. TRACTION POWER SUPPLY

a) Voltage: 25KV OHE
b) Power Demand (MVA)
Load Year
2029 2035 2045 2051
Traction 14.95 18.32 22.50 24.66
Auxiliary 11.08 11.08 12.10 13.13
Total 26.03 29.40 34.60 37.78

c) Sub Stations
RSS of Metro Authority Approx. Dist.
Grid sub-station
Proposed GSS to RSS
400kV MSETCL Substation, Kalwa Shivaji Chowk RSS (220/33 kV) 5 km
MSED 220kV sub-station, Thane Gandhi Nagar RSS (220/33 kV) 6 km

13. DEPOTS
Maintenance facilities at Kasarvadavali Depot: 18 Ha.

14. ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

Both negative and positive environment impacts associated with the proposed metro
corridor during various phases of project cycle have been identified. Cost of
environmental management plans have been estimated at Rs. 15.27 crore.

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Social Impact Assessment has been carried out on the basis of sample socio-economic
survey. The cost for implementation of Resettlement and Rehabilitation Plan is included
in the Land cost.

15. DISASTER MANAGEMENT& SECURITY MEASURES

An effective system will be planned under the provision of ‘Disaster Management Act,
2005’ for the metro system.

Various security measures like CCTV cameras, baggage scanners, metal detectors, bomb
detection equipment, wireless sets, snuffer dogs and related facilities will be part of
station security system.

16. TRANSIT ORIENTED DEVELOPMENT

The broad estimation of revenue from TOD and other non fare box sources is-

Revenue (Rs. In Crores)

TOD (VCF) OTHER SOURCES
1%
Premium Leasing of Semi-
Year Additional
on Developm Commercial naming
Surcharge on Advt. Total
Additional ent Charge Space in Rights of
Property
FSI Stations Stations
Transactions
2029 89.3 151 187 74.1 24.7 34.0 560
2035 78.1 170 210 188.3 70.6 72 784
2045 90.1 207 256 427.5 160.3 117 1257

17. CAPITAL COST (JULY 2023 PRICE) LEVEL

S.No Cost Component Total (Rs Crore)
1 Construction Cost without land & R&R, taxes 6033
2 Land Cost including R&R Costs 3170
3 Construction Cost including land &R&R 9203
4 Total Cost with Land & R&R & Taxes 10369
5 Total Cost with land and Central Taxes only 9827

18. PROJECT COMPLETION COST

With escalation factor of 5% p.a. the completion cost under different scenarios are:-

Completion Cost Amount (Rs Crore)

Cost without taxes & Land & R&R 6846
Cost With Central Taxes and without Land & R&R 7554
Cost with all taxes and Land & R&R 11584

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19. RECOMMENDED FUNDING PATTERN

Amount
Particulars % Share
(Rs in Cr)
Equity by GoI 1151.13 15.30%
Equity by Govt. of Maharashtra 1151.13 15.30%
SD for CT by Govt. of Maharashtra 354.11 4.70%
SD for CT by GoI 354.11 4.70%
Soft Loan from bilateral/multilateral funding agencies 4515.72 60.00%
Total Cost excluding Land, R&R and PPP 7526.20 100.00%
Contribution by Local Bodies as Grant 200.00
SD for land and R&R by Govt. of Maharashtra 3414.20
State Taxes towards Completion Cost 615.64 -
IDC by GoM 312.71
Total Cost including Land, R&R, State Taxes and IDC 12068.76 -
PPP Component 131.34
Total Completion Cost 12200.10

SD: Subordinate Debt, CT: Central Taxes, IDC: Interest During Construction
* On behalf of Govt of Maharashtra - TMC may bear the cost

20. FINANCIAL ANALYSIS

FIRR with project cost including all taxes, estimated fare and non- fare box revenues is
estimated at 15.06%.

21. ECONOMIC ANALYSIS

EIRR in economic terms is 23.80% for the proposed Thane Metro Ring corridor.

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EXECUTIVE SUMMARY
0.1 PROFILE OF THE CITY

Thane is the third most industrialized district in Maharashtra. A part of Mumbai

Metropolitan Region, Thane has become almost a part of Mumbai due to its proximity.

Thane is located on the Northern extremity of Greater Mumbai adjoining Ulhas River
and Creek. Boundaries of Greater Mumbai and Thane are contiguous and extend till
Bhiwandi and Kalyan - Dombivli. The city is located on latitude 720 50' North with
longitude 190 10' East.

Thane became District Headquarter and came up as an Industrial Town during 1960-
70. The major industrial estates like Wagle, Kalwa, Kolshet and Balkum complex were
developed and experienced significant growth during this decade. The City comprises
of a number of lakes such as Siddheshwar Lake, Brahmala Lake, Jail Lake, Kachrali lake,
Masunda Lake etc. The geographical jurisdiction of the Thane city spreads over an area
of 147 sq. km and the same is taken as the study area (Figure 0.1).

Thane has experienced a rapid growth in urbanisation during last few decades. As per
census 2011, the population of TMC was 18.4 Lakh. The projected population for the
year 2017, 2027, 2035 and 2045 is 20.7 Lakh, 27.3 Lakh, 35.0 Lakh and 39.4 Lakh
respectively.

In order to alleviate the transport related problems in the City and to meet the
increasing travel demand of the area, State Government has decided to introduce an
efficient, safe and high-capacity public transport system in Thane. Government of
Maharashtra through MAHA metro has decided to prepare Comprehensive Mobility
Plan (CMP), Alternative Analysis Report (AAR) and Detailed Project Report (DPR). CMP
has prepared by another consultant (M/S Tandon Urban Solutions Pvt. Ltd. (TUSPL)).
RITES has been engaged by Maha-Metro on behalf of Thane Municipal Corporation
for " preparation of Alternative Analysis Report and Detailed Project Report for Thane
".

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FIGURE 0.1 : STUDY AREA MAP

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0.2 EXISTING TRANSPORT SYSTEM IN THE CITY

0.2.1. The registered vehicles in Thane have increased significantly over the years. The
numbers of vehicle registration per year have increased from 13.9 lakh (2011) to
19.4 lakh in 2017 year.

0.2.2. About 67% of the road network has less than 20m ROW, 21% has ROW between 20-
30m and merely 12% of the road has ROW more than 30m. 92% of the road network
has footpath available along the road. Average Journey Speed during peak period for
city as a whole is observed to be 20 kmph.

0.2.3. There are 5 major bus terminals in the City, namely, SATIS Thane West, Lokmanya
Nagar, Thane Station East, Wagle Aagar and Chendani.

0.2.4. Study area is served majorly by 4 railway stations, namely, Thane, Kalwa, Mumbra and
Diva.

0.3 TRAVEL CHARACTERISTIC AND DEMAND

0.3.1. A total of 95 traffic zones in Study Area have been considered. The projected
population, employment in the years 2027, 2035 and 2045 is presented in the Table
0.1.

TABLE 0.1: STUDY AREA POPULATION FORECAST FOR HORIZON YEARS

Population (Lakh)
S.No. Area
2017 2027 2035 2045
1 Thane Municipal Corporation 20.68 27.34 34.99 39.45
Source: MAHA- Metro (CMP, 2018)

0.3.2. A four-stage travel demand model has been developed for transport demand
forecasting as part of CMP and the same has been adopted in the DPR. The maximum
peak hour peak direction trips (PHPDT) and the daily ridership are shown in the Table
0.2. Total Daily ridership on the metro corridor for the years 2027, 2035 and 2045 is
expected to be 5.76 Lakh, 7.61 Lakh and 8.72 Lakh passengers respectively.

TABLE 0.2: MAXIMUM PHPDT AND DAILY RIDERSHIP

Year Maximum PHPDT Daily Ridership (in Lakh)

2029 23,320 6.47
2035 29,489 7.61
2045 31,393 8.72

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0.4 SYSTEM & TECHNOLOGY SELECTION

The urban transport requirements of Thane have been evaluated based on projected
traffic demand. Considering the city specific characteristics, traffic demand,
availability of right of way and possible integration with Mumbai metro corridor, a
Metro rail system with combination of 3 and 6 car train composition - which can cater
to a maximum of about 32,000 PHPDT, is proposed.

0.5 CIVIL ENGINEERING & ALIGNMENT DETAILS

i. Geometric Design Parameters

TABLE 0.3: DESIGN CRITERIA

S. No. Criteria Dimension

1 Gauge 1435 mm
2 Design Speed 80Kmph
3 Maximum Axle Load 16T
4 Electric Power Collection 25 KV AC (OHE)

TABLE 0.4: HORIZONTAL CURVE PARAMETERS

Description U/G Section Elevated Section
Desirable Minimum Radius 300 m 200 m
Absolute minimum Radius 200 m 120 m
Minimum curve radius at stations 1000 m
Maximum permissible cant (Ca) 110 mm*
Maximum cant deficiency (Cd) 85 mm
* The applied cant will be decided in relation to normal operating speeds at
specific locations like stations/vicinity to stations.

TABLE 0.5: TRACK CENTRE AND HEIGHT IN ELEVATED SECTION

Minimum Track Minimum Rail Level
Parameter
Centre above Ground Level
Mid-Section 4.10 m 9.50 m
Station w/o Scissor Cross-over 4.10 m 13.50 m
Station with Scissor Cross-over 4.50 m 13.50 m

TABLE 0.6: TRACK CENTRE AND HEIGHT IN UNDERGROUND SECTION

Minimum General Depth below
Description
Track Centre Ground Level
Running section by TBM 15.00 m 15.00 m
Running section by cut & cover except
4.60 m 12.60 m
ramp

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Minimum General Depth below

Description
Track Centre Ground Level
Stations by cut & cover and island
15.00 m 15.0 m
platform of 12 m
Stations by cut & cover and side
4.60 m 15.0 m
platform

TABLE 0.7: GRADIENT PARAMETERS

Description Desirable Absolute Minimum
Gradient at Mid-Section Upto3% Upto 4% (compensated)
Gradient at Stations Level Upto 0.25%

TABLE 0.8: VERTICAL CURVE PARAMETERS

Parameter Vertical Curve
Desirable Radius on Main line 2500 m
Absolute Minimum Radius on Main line 1500 m
Minimum Length of Vertical Curve 20 m

ii. Engineering Survey

Topographical Surveys along the proposed Ring Corridor was conducted based on
differential GPS.

iii. Geotechnical Investigations

Total 30BHs were drilled for the proposed Metro Ring Corridor. 29BHsalong the
corridorand 1BH in Depot area.These boreholes have been drilled to the maximum
depth of 21.00m below ground level for sub soil/Rock exploration. For different type
of foundations following is recommended for:

a. Since heavy loads are to be transferred to sub soil strata at viaduct part of
alignment therefore, Pile Foundations is recommended for the viaduct part.

b. The load capacities of piles are based on empirical correlation’s and to be

confirmed by conducting pile load test as per IS: 2911 (Part 4) on test piles before
execution of working piles.

c. Since the proposed site is situated in seismic Zone III of the seismic zonation map
of India, suitable seismic coefficient commensurate to seismic Zone III (IS: 1893)
to be adopted in the design of the structures.

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iv. Alignment Description

TABLE 0.9: ALIGNMENT BREAKUP

From To Length
Alignment Type
(m) (m) (m)
Underground 0.0 317.0 317.0
Switch over Ramp (-)8.0m to (+)7.5m 317.0 1181.0 864.0
Elevated 1181.0 24917.0 23736.0
Switch over Ramp (+)7.5m to (-)8.0m 24917.0 25342.0 425.0
Underground 25342.0 27400.2 2058.2
Depot Entry 0 1177.7 1177.7
Total 28577.9

Total 22 stations have been proposed, out of which 20 are elevated and 2 are
underground stations.

TABLE 0.10: ABSTRACT OF HORIZONTAL CURVES

Curve
S. No. No. of Occurrences Length (m) Percentage
Radius
1 ≤150 31 5570.59 42.51
2 >150 <300 25 3699.48 28.23
3 ≥300 ≤ 500 17 2815.94 21.49
4 >500 ≤ 800 6 629.70 4.80
5 >800 ≤ 1000 0 0.00 0.00
6 >1000 3 389.83 2.97
Total 82 13105.544 100.00

TABLE 0.11: ABSTRACT OF GRADIENTS

No’s of
S. No. Description Length (m) Percentage
Occurrences
1 Level (0%) 26 8056 29.40
2 >0% to 1% 15 5073 18.51
3 >1% to 2% 9 2255 8.23
4 >2% to 3% 23 7172 26.18
5 >3% 13 4844 17.68
TOTAL 80 27400 100.00

v. Land Requirement

Abstract of land requirements for different components of corridors given in Table

0.12.

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TABLE 0.12: LAND &STRUCTURES REQUIREMENT (IN HA)

Ownership Purpose Permanent Temporary Structures
Land Land (Floor area)
Alignment / Stations, ancillary
0.4368 0 0.1115
Central buildings & Misc.
Govt Parking cum PD 0 0 0
Total 0.4368 0 0.1115
Alignment / Stations, ancillary
5.6470 0 1.8363
buildings & Misc. RSS, etc
Depot 0 0 0
State Govt
Parking cum PD 0.7150 0 0
Casting Yard 0 50 0
Total 6.3620 50 1.8363
Alignment / Stations, ancillary
2.5748 0 1.9355
buildings & Misc., RSS, etc
Private Depot& entry/exit 18.6343 0 0
Parking cum PD 0.64 0 0
Total 21.8491 0 1.9355
Grand Total 28.6479 50 3.8833

0.6 STATION PLANNING

0.6.1. Station Planning

The stations have been planned based on the following parameters:

a. The peak hour traffic load for each station.

b. Stations are planned for 6 cars train.

c. The total evacuation time for the movement of all passengers in an emergency
from platform level to the landing at the point of safety does not exceed 4.0
minutes for enclosed station and 5.5 minutes for open station (As per NBC 2016
Guidelines)

d. The station planning is in compliance to the “Guidelines and space Standards for
Barrier Free Built Environment for Disabled and Elderly persons” published by the
Ministry of Urban Affairs and Employment India in 1998.

Two typical designs have been suggested (Table 0.13) and these will form basis for
planning of all the stations (Table 0.14).

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TABLE 0.13: TYPICAL STATION DESIGNS

Sr. No. Proposed Type Elevated Remarks

U/G
1 Type 1 Elevated 140.00m x 21.95m
2 Type 2 Underground 190.00m x 23.55m

TABLE 0.14: STATION TYPOLOGY AND DETAILS

Inter-
Chainages Station Cumulative Elevated/
Sn Station Name
(M) Distance Distance (M) Underground
(M)
Corridor: New Thane To New Thane(Ring Corridor) Via Dongripada & Thane Junction
1 New Thane 0 - 0 Underground
2 Raila Devi 1664 1664 1664 Elevated
3 Wagle Circle 2903 1239 2903 Elevated
Lokmanya Nagar Bus
4 4291 1388 4291 Elevated
Depot
5 Shivai Nagar 5520 1229 5520 Elevated
6 Neelkanth Terminal 6774 1254 6774 Elevated
7 Gandhi Nagar 7634 860 7634 Elevated
Dr. Kashinath
8 9032 1398 9032 Elevated
Ghanekar Natyagraha
9 Manpada 9792 760 9792 Elevated
10 Dongripada 11622 1830 11622 Elevated
11 Vijay Nagari 12372 750 12372 Elevated
12 Waghbil 13611 1239 13611 Elevated
13 Waterfront 14685 1074 14685 Elevated
14 Patlipada 16734 2049 16734 Elevated
15 Azad Nagar Bus Stop 17581 847 17581 Elevated
16 Manorma Nagar 18616 1035 18616 Elevated
Kolshet Industrial
17 19954 1338 19954 Elevated
Area
18 Balkum Naka 21118 1164 21118 Elevated
19 Balkumpada 22098 980 22098 Elevated
20 Rabodi 22986 888 22986 Elevated
21 Shivaji Chowk 23873 887 23873 Elevated
22 Thane Junction 25841 1968 25841 Underground

0.6.2. NMV and Pedestrian Facilities

Pedestrian facilities like continuous footpath of 1.8m to 3.0m (as per land
availability), demarcation of pick and drop for PT/IPT, Zebra crossing at

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intersections, table top crossings, relocation of encroachments, strengthen of ROW

have been proposed near the station influence area for ease for pedestrian
movement. For non motorized vehicles facilities like cycle tracks have been planned
on the basis of land availability near the station for seamless movement.

0.6.3. Accessibility for Differently-abled

The Metro Rail system should be user-friendly ensuring accessibility to persons with
disabilities, people travelling with small children or are carrying luggage, as well as
people with temporary mobility problems and the elderly persons. The standardsare
extracted from ‘Guidelines for Pedestrian Facilities' and ‘NFPA Guidelines’, ‘Space
Standards for Barrier Free Built Environment for differently-abled and Elderly Persons'
and other standards.

0.6.4. Parking at Stations

Dedicated parking provision for commuters is one of the key factors determining
success of the metro system. Parking provisions along with priority to pedestrians
through Foot Over Bridges and Bus feeder services will encourage more commuters
to use the metro system who could safely park their vehicles at the nearest station,
walk to the station or rely on feeder connectivity. A total of 13,550 Sqm of areaalong
the Ring Corridor is proposed exclusively for parking near six stations.

0.7 INTERMODAL INTEGRATION

0.7.1 Intermodal Integration with Existing Modes

The intermodal integration proposals have been formulated for facilitating traffic
dispersal and circulation facilities based on the following considerations:

• Minimizing pedestrian/vehicle conflicts and effective passenger interchange

with feeder modes.

• Facilitating passenger interchange with other transit systems

• Circulation area with adequate parking space, designated space for

embarking and disembarking for vehicular traffic

• Availability of total carriageway and footpath widths required to cater to the

proposed traffic volumes and relocation of vendors/hawkers

0.7.2 Feeder Services

The feeder buses have been proposed of high quality, ultra-modern and customer

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oriented that can deliver fast, comfortable and cost-effective urban mobility. Easy- to-
board (low floor), attractive and environmentally friendly buses with airconditioning
having capacity of 35 (Mini-buses) are proposed for feeder system.

The facilities of feeder buses have been estimated for peak hours of various horizon
years 2029, 2035 and 2045. The total number of buses required are 72, 83 and 86 in
the year 2029, 2035 and 2045 respectively. Public bicycle sharing is provided for the
passengers for about 2 km of the metro stations influence area. The total number of
public bicycle required in the year 2045 is 562.

The essential features of an integrated multi-modal urban transport system including

physical integration of public transport services, fares, ticketing, infrastructure
provision, management, pricing, and integration of transport authorities have been
proposed.

0.8 TRAIN OPERATION PLAN

The underlying operation philosophy is to provide mass rapid transit services with
optimal utilisation of fixed Infrastructure and rolling stock planning.

• The frequency of train services is optimized to provide sectional capacity

commensurate with the peak direction traffic demand during peak hours.

• A minimum train service frequency is provided during lean period so as to keep

the option of this service attractive during lean period as well.

• The frequency of services is regulated to meet the growing traffic demand in

horizon years.

• Basic unit selected is two motor car and one trailer car.

The train operation plan for the proposed corridor is based on the following:

• Running of services for 16 hours of a day (6:00 hrs to 22:00 hrs) with a station
dwell time of 20-30 second.

• Scheduled speed of 34 kmph.

• Make up time of 5 to 10% with 8-12% coasting.

• Adequate services to ensure comfortable journey for commuters even during off
peak periods.

The train composition, capacity and headway required for the operation in proposed
corridor is given below:

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The car composition to be adopted is given below-

DMC : Driving Motor Coach

TC : Non-Driving Trailer Coach
3-Car Rake Composition: DMC-TC-DMC

Driving Motor Coach (DMC): 247 (43 seated + 204 standing) @ 6 passengers/m2
: 315 (43 seated + 272 standing) @ 8 passengers/m2
Trailer Coach (TC) : 270 (50 seated + 220 standing) @ 6 passengers/m2
: 343 (50 seated + 293 standing) @ 8 passengers/m2
3 Car Train : 764 (136 seated + 628 standing) @ 6 passengers/m2
: 973 (136 seated + 837 standing) @ 8 passengers/m2
6 Car Train : 1574 (286 seated + 1288 standing) @ 6 passengers/m2
: 2002 (286 seated + 1716 standing) @ 8 passengers/m2

Every coach shall be fully interchangeable with any other coach of same type. The
train operation plan envisaged for Thane Metro is given in Table 0.15.

TABLE 0.15: TRAIN OPERATION PLAN FOR THE CORRIDOR

Corridor Items 2029 2035 2045 2051

Cars/ Train 3,6 3,6 3,6 6
New Thane to New Headway in Sec. 212.0 225.0 200.0 200.0
Thane(Ring Trains/hr 17(12,5) 16 (5,11) 18(3,15) 18
Corridor)via Capacity
17038 21134 25902 28332
Dongripada & Thane (6p/m2)
Junction Capacity
21686 26887 32949 36036
(8p/m2)
Design PHPDT 16800 21000 26000 28000

The above train operation and headway for different horizon years is proposed to
meet the Peak hour peak direction traffic demand (PHPDT) with standees @ 6
passengers/ m2 in most of the sections, Other sections are meeting with standees @
8 passengers/ m2. For a small section (few stations) train will run with passenger
discomfort. This arrangement will optimize the rolling stock requirement as well as
operating expenses.

Rolling Stock requirement for different horizon years has been calculated based on
the train operation plan (Table 0.16).

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TABLE 0.16: RAKE REQUIREMENT FOR THANE METRO

Year No. of Rake No. of

Corridor Rakes Consist cars
New Thane to New Thane (Ring 2029 50 3 car 150
Corridor) via Dongripada & 2035 60 3 car 180
Thane Junction 2045 73 3 car 219
2051 41 6 Car 246

0.9 SIGNALING AND TELECOMMUNICATION

0.9.1 Signaling System

The signaling system shall provide the means of an efficient train control ensuring
safety in train operations. It assists in optimization of metro infrastructure investment
and running of efficient train services on the network. Table 0.17 shows the standards
that will be adopted with regard to the Signaling system.

TABLE 0.17: STANDARDS TO BE ADOPTED FOR SIGNALING SYSTEM

Description Standards
CBTC System IEEE 1474
Grade of GoA 2
Automation
Interlocking Computer Based Interlocking (CBI) adopted for station having
switches and crossing shall be Hot Standby system with object
controller conforming to SIL4 level of CENELEC standards EN
50126, EN 50128 and EN 50129.
Operation of Points With Direct current 110V D.C. point machines or 380 volts 3
phase, 50 Hz. AC point machines.
Signals at Stations Line Side signals to protect the points (switches). LED type signals
with point & for increased reliability and less maintenance efforts.
crossings
Train Protection Automatic train protection system conforming to SIL4 level of
Systems (ATP) CENELEC standards EN 50126, EN 50128 and EN 50129.
ATS Automatic Train Supervision System, movement of all trains to be
logged on to a central computer and displayed on workstations in
operation control centre (OCC) and at SCR. Remote control of
stations from the OCC as well as local control from theinterlocked
stations. The OCC shall be the primary control having a backup
control centre (BCC) to take over the operation if the OCC is to be
evacuated due to unforeseen situation. ATS/ATO will conform to
SIL2 level of CENELEC standards EN 50126, EN 50128 and EN
50129.

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Description Standards
Immunity to External All data transmission on Optical Fiber Cables/Radio. All signaling
Interference. cables will be separated from power cables. CENELEC standards
EN50121-2&4 and EN50082-2 and EN 50081-2 as applicable for
EMI/EMC.
Fail Safe Principles SIL4 safety levels as per CENELEC standard for signal application.
Fall back system Digital Axle Counter
Other Items Suitable International Standards like CENELEC etc. shall be
followed as per good industry practices.
Maintenance Philosophy of continuous monitoring of system status and
philosophy preventive &corrective maintenance of signaling equipment shall
be followed. Card / module / sub-system level replacement shall
be done in the field and repairs under taken in the central
laboratory/manufacturer’s premises.

0.9.2 Telecommunication System

The telecommunication system acts as communication backbone for signaling and
other systems and provides telecommunication services to meet operational and
administrative requirements of metro network.

The proposed telecom system and transmission media will have following sub-
systems:

• IP, GE based Transmission System

• Telephone Exchange
• Mobile Radio Communication System
• Public Address System
• Centralized Clock System
• Passenger Information Display System
• Close Circuit Television
• Central Voice Recording System (CVRS) and
• Supervisory Control and Data Acquisition (SCADA) System
• Wi-Fi Services
• LED Display Walls

0.10 FARE COLLECTION SYSTEM

0.10.1. Mass Rapid Transit Systems handle a 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, easy on
accounting facilities, capable of issuing single/multiple journey tickets, amenable for
quick fare changes and require overall lesser manpower. Automatic fare

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collection system meets these requirements.

0.10.2. Platform Screen Doors (PSD)

Platform Screen Doors (PSD) are proposed at stations to screen the passengers on the
platform from the track. These glass doors shall be powered for automatic operation
and located along the platform at the platform edge throughout thepassenger area.
The door locations will be corresponding to the train car passenger door locations.
Opening/closing of the PSD will be after receipt of the doors open/ doors close
command signals from the Signalling Link.

There are mainly two options for providing Platform Screen Doors viz Full height PSD
or Half height PSD. To ensure the safety of the passengers, Half Height Platform Screen
Doors is proposed to be provided at all the elevated stations and Full Height Platform
Screen Doors at all the U/G stations to reduce the energy consumption.

0.11 ROLLING STOCK

a) The salient features of Rolling Stock proposed for the Thane Metro are presented in
Table 0.18.

TABLE 0.18: BROAD FEATURES OF ROLLING STOCK

S. No. Parameter Corridor

3 Car basic unit 2 DMC and 1 TC
1 Basic Unit Every coach should be fully interchangeable with
any other coach of same type.
3 Car: DMC+TC+DMC
2 Train Composition
6 CAR: DMC–TC-MC-MC-TC-DMC
3 Coach construction Light weight stainless steel/ Aluminum body
4 Axle load ≤16 T
5 Braking System Regenerative Braking
6 Propulsion system 3 phase drive system with VVVF control
7 Type of traction supply 25 kV AC OHE System

b) Coach Dimensions: The following coach dimensions are proposed to be chosen for
Thane Metro (Table 0.19).

TABLE 0.19: COACH DIMENSIONS

Type of Coach Length Width Height

Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC) 21.34 m 2.9 m 3.9 m
*Maximum length of coach over couplers/buffers = 22.6 m

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0.12 POWER SUPPLY AND TRACTION

25kV AC Overhead Catenary system is proposed to be adopted for Thane Metro

corridor. The power requirements of a metro system are determined by peak-hour
power demand for traction and auxiliary applications. The ultimate (design) power
requirement for this corridor will be conceptualized considering following norms,
directives/ guidelines:

• Train operation with 6 car rakes with carrying capacity of 1574 passengers
(standing @ 6 passengers/ m²).

• Peak period headway of 200 seconds for the corridor.

• Specific energy consumption of rolling stock – 75 KWh / 1000 GTKM

• Regeneration @ 30%

• At grade/ Elev. station load – initially 200kW, ultimate design 300 kW

• Underground station load – initially 2000kW, ultimate design 2500 kW

• Depot auxiliary load – initially 1500kW, ultimate design 2000 KW

• Power factor of load – 0.9

• Transmission losses @ 5%

Keeping in view of the above norms, power demand estimation for the proposed
Thane Metro corridor is given in Table 0.20.

TABLE 0.20: POWER DEMAND ESTIMATION (MVA)

Load Year
2029 2035 2045 2051
Traction 14.95 18.32 22.50 24.66
Auxiliary 11.08 11.08 12.10 13.13
Total 26.03 29.40 34.60 37.78

0.12.1 Sources of Power Supply

Thane City has 220kV, 132kV, 33kV power transmission and distribution network to
cater to various types of demand in the vicinity of the proposed corridor. Keeping in
view of the reliability requirements and considering the complete length of corridor,
three Receiving Sub-stations are proposed to avail power supply for traction as well
as auxiliary services from the Maharashtra Power Transmission Company Limited
(MSETCL) grid sub-stations at 220 kV voltage through cable feeders for the proposed

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Thane Metro corridor (Table 0.21).

TABLE 0.21: SOURCES OF POWER SUPPLY (PROPOSED)

RSS of Metro Authority Approx. Dist.

Grid sub-station
Proposed GSS to RSS
400kV MSETCL Substation,
Shivaji Chowk RSS (220/33 kV) 5 km
Kalwa
MSED 220kV sub-station,
Gandhi Nagar RSS (220/33 kV) 6 km
Thane

0.12.2 Auxiliary Supply Arrangements And Standby Power Supply

Auxiliary sub-stations (ASS) are envisaged to be provided at each station for stepping
down 33kV supply to 415V for auxiliary applications. The ASS will be located at
mezzanine or platform level inside a room. The demand of power at each elevated
station is expected to be about 200 kW in the initial years and is likely to reach 300
kW in the horizon year. Similarly, for the underground stations, the auxiliary load
requirements have been assessed at 2000 kW for underground station which is likely
to increase to 2500 kW in the horizon year. The average load considered for elevated
station and underground station will have to be fine tuned to suit station requirement
during detailed design stage.

Each elevated station is provided with an Auxiliary Substation with two 33kV/415V, 3-
phase, 500 kVA dry type cast resin transformers and the associated HT & LT
switchgear. In addition, provision shall be made for one DG set at each station for
emergency loads. Two transformers (33kV/415V, 3-phase) of 2500 kVA at each
underground ASS for the underground stations are proposed to be installed (one
transformer as standby). Apart from stations, separate ASS is required at depot with
2x2000 kVA auxiliary transformers to cater to depot cum workshop load.

0.12.3 Solar Energy Harnessing System

Provision of a grid connected solar photovoltaic power plant utilizing all possible areas
viz. roof top of stations/sheds and buildings is proposed for Thane metro. Based on
the solar radiation intensity in the city of Thane, the peak solar power generation of
Thane Metro corridor is expected to be about 50 kWp for the elevated stations and
about 2000 kWp for maintenance

0.13 VENTILATION AND AIR-CONDITIONING SYSTEM

The air conditioning and ventilation requirement in the elevated stations of the
Thane Metro is mainly for the ancillary spaces such as staff room, equipment rooms

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etc.

The Ventilation and Air-conditioning (VAC) system requirements for the

underground sections include the following:

• Station Air-conditioning System

• Ventilation System for station plant rooms (Ancillary spaces)
• Station Smoke Management System
• Tunnel Ventilation System

Tunnel Ventilation System (TVS) is provided in a Subway system to carry out the
following functions:

a) Train Pressure relief during normal operation

b) Ventilation during maintenance periods, if required

c) Removal of smoke during emergency conditions

d) Maintenance of smoke free evacuation route and provision of adequate fresh

air during fire related emergencies.

0.14 MAINTENANCE DEPOT

The Maintenance facilities for New Thane to New Thane (Ring Corridor) of Thane
Metro Rail System are proposed to be provided near Kasarvadavali for about 41 rakes
of 6 cars for maintenance and repairs of the rolling stock. The depot will have
infrastructure to maintain the rakes with necessary facilities viz stabling lines,
scheduled inspection lines, workshop for overhaul, unscheduled maintenance
including major repairs, wheel profiling, heavy interior/under frame/roof cleaning etc.
as well as maintenance facilities for Civil – track, buildings, water supply; Electrical –
Traction, E&M; Signaling& Telecommunication; Automatic Fare Collection etc.

The proposed arrangement for stabling and maintenance facilities for are givenbelow
in Table 0.22.

TABLE 0.22: MAINTENANCE DEPOT FOR THANE METRO CORRIDOR

Infrastructure Kasarvadavali Depot

Stabling Lines 41 lines of 6 car each
Inspection Lines 4 lines of 6 car each
Workshop Lines 3 lines of 6 car each

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0.15 ENVIRONMENTAL IMPACT ASSESSMENT

0.15.1. Environmental Impact Assessment

Environmental baseline data was collected in the month of April 2018.

Water consumption for construction activities is of the order of 252 KLD. At labour
camps, estimated water requirement is 623 KLD, waste water and solid waste
generated will be about 498 KLD and 1335 Kg per day respectively. Muck generation
due to project construction is 9.25 lakh cum of which 4.65 lakh cum may have to be
disposed of. During construction emission due to truck movement on account of
transportation of civil construction material and disposal/backfill of earth is estimated
to be as follows: CO, HC, NOx, PM, CO2 and VOC will be about 45 ton, 1.4 ton, 94 ton,2
ton, 5847 ton and 15 ton respectively. Such transportation is estimated to result in
fugitive dust emission of about 11.1 ton.

During operation, water requirement at stations will be 518 KLD, waste water
generated will be 275 KLD (266 station + 9 KLD depot) and 55 KLD effluent from Depot,
solid waste generated at the stations will be 17 cum per day. Water requiredin the
depot for train maintenance purpose is estimated at 68.47 KLD and requirement for
staff working in depot is calculated as 11.8 KLD. Water requirement during operation
will be met through public water supply.

There are approximately 662 trees which are likely to be felled or transplanted. 251
no. trees will be felled during construction. Some part of the alignment is along the
existing Development Plan Road (i.e. the Road is outside the compound wall of SGNP)
near the Dongripada Station, near the Lokmanya Nagar Bus depot, near Pokharan
Road no. 1 station to Nilkanth Terminal. The proposed alignment passes along the
existing and proposed Development Plan Road adjacent to CRZ 1A/CRZ II Zone.

Some of the key features of the environment management plan are as follows:

• Noise barrier is proposed for elevated section which falls adjoining to SGNP.

• 3721 tree will be planted to compensate the felling of the 251 trees.

• To recharge the ground water, RWH is proposed in Depot and Elevated section
of the project.

Estimated environmental cost for the proposed environment management plan is

about Rs 15.27 crore that includes the compensatory afforestation, Noise barrier,
Environmental monitoring.

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Training and environment division. Cost of solar installations on stations and in depot,
rain water harvesting on stations and in depot, water treatment plant in depot and
green belt at depot are not included in this estimate.

0.15.2. Social Impact Assessment

The objectives of the Social Impact Assessment are (i) to prepare a draft inventory of
structures, affected families and persons, (ii) to identify major social impacts and (iii)
to prepare preliminary Resettlement Action Plan (RAP). The preliminary SIA which
includes RAP has been prepared in accordance with State policy and guidelines. The
base line data has been collected from secondary sources such as the Census and
the Statistical Hand Book and primary data are being collected through household
survey conducted by RITES Social team during June-July 2018.

The proposed MRTS project shall require acquisition of 28.6479 ha in which 21.8491
ha is private land and remaining 6.7988 ha is Government land. Total 80 properties
will be affected out of which 36 are residential, 40 are commercial and 4 are other
structures. There are 132 affected families consisting 620 persons. The socio-
economic survey results indicate that sex ratio is 753 female per 1000 males. The
average age of surveyed population is 30 years. Majority of the surveyed families are
Hindu followed by Muslim in the project area. Majority of families speak Marathi as
mother tongue. Small, medium and large size families are found in the proposed
corridor. About 92% of surveyed people are literate and majority of them have studied
up to primary, upper primary and high school. Majority of surveyed family members
are married. Average family income is Rs. 21184/- per month.

Compensation for land acquisition, resettlement and rehabilitation has been

considered as per State policy and guidelines. Maha Metro will be responsible for
implementation of resettlement and rehabilitation component of the proposed
corridor. Maha Metro will coordinate with all implementing agencies like Project
Management Consultant (PMC), Non-Government Organisation (NGO), Rehabilitation
& Resettlement (R&R) Implementation Support Consultant and supervise their work
and monitor the progress of the project. Social Management Unit (SMU) of Maha
Metro shall look after land acquisition and rehabilitation activities of the project. The
responsibility of NGO will be assisting SMU of Maha Metro in implementation of R&R
activities. A Social Development Consultant will be appointed by Maha Metro to assist
in the R&R implementation process. Grievances of PAPs will be first brought to the
attention of field level staffs of Maha Metro. Grievances not redressed by the staffs
(field level) will be brought to the Grievance Redressal Committee (GRC). The period
for implementation of RAP has been taken

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as approx. two and half years. The tentative cost for implementation of
Resettlement and Rehabilitation Plan is INR.5.044 crore.

0.16 DISASTER MANAGEMENT AND SECURITY MEASURES

0.16.1 Disaster Management Measures

An effective system needs to be in place under the provision of ‘Disaster Management

Act, 2005’. Provisions at metro stations include Fire Detection and Suppression
System, Environmental Control System (ECS), Tunnel Ventilation System, Track-way
Exhaust System (TES), Power Supply System, DG Sets & UPS, Water Supply and
Drainage System, Lights and other facilities which may be deemednecessary. In order
to be prepared for any disaster, it is essential to train the concerned staff in situations
such as fire, rescue of disabled trains, evacuation, etc. and mock drills need to be
conducted.

0.16.2 Security Measures

Security system for metro system plays an important role in helping the system to
become the preferred mode choice for commuters. The three phases of security
system followed include Prevention, Preparedness and Recovery. Various provisions
like CCTV cameras, baggage scanners, metal detectors, bomb detection equipment,
wireless sets, snuffer dogs and related facilities will be part of station security system.

0.17 COST ESTIMATES

0.17.1. Capital Cost Estimate

Cost estimate for Thane Metro Ring corridor has been prepared covering civil,
electrical, signaling and telecommunications works, rolling stock, environmental
protection, rehabilitation at July 2023 price (Table 0.23) .
The rates of items other than land are based on Benchmarking of Cost Estimates for
Metro Rail Projects by MoHUA published in February 2019. The rates of cost
components at February 2019 price level are given in Table 17.2. However, last
accepted rates of Pune Metro have been considered for the UG section by T.B.M in
alignment & formation and UG section civil works. Serial number of items in the table
denotes the serial number of items in detailed cost estimate. Escalation of 5% per
annum is applied to bring the rates at current price level of July’2023.

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TABLE 0.23: ABSTRACT OF COST ESTIMATE

(Rs. In Crore)
TOTAL
S.No ITEM
AMOUNT

1 Alignment and Formation 1,633.76

Station Buildings incl. Civil works, EM works, ECS, TVS, Lift, escalators &
2 1,278.13
Architectural Finishes etc
3 Depot including civil, EM, Machinery & plants, general works & OCC building 211.80
4 P-Way for main line, depot and depot connectivity 291.69
5 Traction & power supply for main line and depot incl. OHE, ASS, GIS etc. 422.84
6 Signalling and Telecom. etc. 338.46
7 Environment 11.56
Misc. Utilities, road works, Topographic Surveys, Geotechnical Investigation,
8 Barricading, Tree Cutting and replanting, other civil works such as signage's, 213.05
Environmental protection and traffic management
9 Capital Expenditure on Security including civil and EM works 10.14
10 Staff Quarters including civil, electrical works 51.64
Capital Expenditure on Inter modal integration including Footpath for
11 82.23
pedestrians
12 Rolling Stock 1,200.00
Total Cost at July, 2023 price levels (Excluding Land, R&R, PPP, IDC, General
13 5,745.30
Charges, Contingencies, Central & State Taxes)
14 General Charges @ 5% on all items except land 287.27
15 Contingencies @ 3 % on all items except land 172.36
Total Cost at July, 2023 price levels incl. General Charges and Contingencies
16 6,204.93
(Excluding Land, R&R, PPP, IDC, Central & State Taxes)
17 Escalation at 5 % pea on all items except contingencies 813.06
Total Cost incl. General Charges, Contingencies, Escalation, (excluding Land,
18 7,017.99
R&R, PPP, IDC, Central & State Taxes)
19 Central GST & Basic Customs duty 624.10
20 Escalation at 5% pa on Central Taxes including Basic Customs Duty 84.12
Total Cost incl. General Charges, Contingencies, escalation, Central Taxes
21 7,726.20
(excluding Land, R&R, PPP, IDC, State Taxes)
22 State GST including escalation @ 5% pa 615.64
23 Interest during Construction (IDC) including Front End Fee 312.71
25 Land including escalation @ 5% pa 3,414.20
PPP component (Lifts and Escalators installations) incl. Central and State Taxes,
26 131.34
escalation etc
27 Total Completion Cost 12,200.10

0.17.2. O&M Estimate

The total O&M cost including additional and replacement cost in the year 2029,
2035 and 2045 are estimated at Rs. 337.66 Crore, 522.72 Crore and Rs. 1081.64
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Crore respectively.

0.18 TRANSIT ORIENTED DEVELOPMENT

National Transit Oriented Development (TOD) Policy provides guidelines on

development along transit corridors. TOD focuses on creation of high density mixed
land use development in the influence zone of transit stations, i.e. within the walking
distance of (500-800 m) of transit station.

In the absence of notified TOD Policy for Thane Metro, TOD policy for Nagpur Metro
has been considered for the study. The estimated revenue from TOD has been
determined through value capture finance. In similar lines with Nagpur Metro, three
tools of VCF i.e. 1% additional surcharge on property transactions, 100% increase in
development charge & premium from additional FSI in TOD corridor have been
proposed for revenue estimation as a part of TOD study. As revenue from VCF tools
is expected to be shared for other infrastructure projects,it is expected that 50% of
the revenue earned from sale of additional FSI will come to Thane metro.
Apart from TOD, the other sources like advertisement in trains and stations, leasing
of commercial space in stations, semi-naming rights of stations have been identified
as non fare box revenue sources and the revenue from respective sources have been
estimated. The broad estimation of revenue from TOD and other non fare box
sources is presented in Table 0.24.

TABLE 0.24: REVENUE ASSESSMENT FROM TOD & OTHER NON-FARE BOX SOURCES
Revenue (Rs. In Crores)
TOD (VCF) OTHER SOURCES
1%
Leasing of Semi-
Year Premium on Additional
Development Commercial naming
Additional Surcharge Advt. Total
Charge Space in Rights of
FSI on Property
Stations Stations
Transactions
2029 89.3 151 187 74.1 24.7 34.0 560
2035 73.9 170 210 188.3 70.6 72 784
2045 90.1 207 256 427.5 160.3 117 1257

0.19 FINANCIAL ANALYSIS & NON FARE BOX REVENUE ASSESSMENT

0.19.1 Capital Cost

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The Construction cost of the metro corridor at July, 2023 prices is estimated at Rs.
6032.57 Crore. The total cost of project including land & R&R cost is estimated at Rs.
8915.35 Crore. The capital cost components at July, 2023 are given in Table 0.25.

TABLE 0.25 CAPITAL COSTS JULY’ 2023 (RS. IN CRORE)

S.No Cost Component Total

1 Construction Cost without land & R&R 6032.57
2 Land Cost including R&R Costs 3170.05
· Private land 2643.40
· Govt land 526.65
3 Construction Cost including land &R&R 9202.62
Taxes 1166.62
· Central Taxes 624.10
· State Taxes 542.52
4 Total Cost with Land & Taxes &R&R 10369.24
5 Total Cost with land and Central Taxes only 9826.72

0.19.2 Completion Cost

With escalation factor of 5% p.a. the completion cost under different scenarios are
as per Table 0.26.
Table 0.26 DETAILS OF COMPLETION COSTS (Rs in Crore)

Completion Cost Amount

Cost without taxes, Land & R&R 6,846

Cost with Central Taxes and without Land & R&R 7,554
Cost with all taxes and Land & R&R (without PPP 11,584
component & IDC)

0.19.3 Project Revenue

The Revenue for Thane metro mainly consists of fare box collection and revenue
from other non-fare box sources such as property development, advertisement,
parking, taxes etc. Estimation of revenue from fare box and non-fare box source
has been made.

The total annual revenue through the fare box and other sources for the proposed
corridor is given in Table 0.27.

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TABLE 0.27 TOTAL REVENUE COLLECTION (RS. IN CRORE)- DMRC REVISED
FARES

Source of Revenue 2029 2035 2045

Fare Box Revenue 1171 2206 5114
Non Fare Box Revenue 560 779 1225
Total Revenue 1731 2985 6339

The FIRR for the project with capital costs including all taxes and revenue from
fare box and non-fare box sources works out to be 15.06%.

0.19.4 Alternate Means of Financing

The models considered for financing the Thane metro are:

• Equity Sharing Model (SPV fully under Government Control)
• Built, Operate & Transfer (BOT) or Public Private Partnership (PPP)
• Grant by the Central Government

0.19.5 Recommended Funding Plan

Recommended funding pattern is placed at Table 0.28

Table 0.28 FUNDING PATTERN UNDER EQUITY SHARING MODEL (PROJECT COST WITH
CENTRAL TAXES)

Amount
Particulars % Share
(Rs in Cr)
Equity by GoI 1151.13 15.30%
Equity by Govt. of Maharashtra 1151.13 15.30%
SD for CT by Govt. of Maharashtra 354.11 4.70%
SD for CT by GoI 354.11 4.70%
Soft Loan from bilateral/multilateral funding agencies 4515.72 60.00%
Total Cost excluding Land, R&R and PPP 7526.20 100.00%
Contribution by Local Bodies as Grant 200.00
SD for land and R&R by Govt. of Maharashtra 3414.20
State Taxes towards Completion Cost 615.64 -
IDC by GoM 312.71
Total Cost including Land, R&R, State Taxes and IDC 12068.76 -
PPP Component 131.34
Total Completion Cost 12200.10

SD: Subordinate Debt, CT: Central Taxes, IDC: Interest During Construction
* On behalf of Govt of Maharashtra - TMC may bear the cost
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0.19.6 Private Sector Participation

As per Metro Rail Policy 2017, it is essential to explore private participation either for
complete provisioning of metro rail or for some unbundled components of operations
and maintenance costs of metro rail. Accordingly, under SPV model for implementation
of Thane Metro project following activities have been identified for private
participation:

i. Private sector participation in Automatic Fare System by completely outsourcing

operation of Ticket Operating Machines (TOMs), Ticket Vending Machines (TVMs)
and Card Recharge Machines including Smart Cards provisions and Merchant
Acquirer functions on similar lines as Lucknow Metro.

ii. Maintenance contracts with System suppliers for Rolling Stock and Signaling
systems in place of in-house maintenance.

iii. Station Civil and E&M maintenance and parking management.

iv. Exploring long term lease of Elevators at Metro Stations

0.20 ECONOMIC ANALYSIS

The economic appraisal has been carried out within the broad framework of Social
Cost – Benefit Analysis Technique. It is based on the incremental costs and benefits
and involves comparison of project costs and benefits in economic terms under the
“with” and “without” project scenario. In the analysis, the cost and benefit streams
arising under the above project scenarios have been estimated in terms of market
prices and economic values have been computed by converting the former using
appropriate shadow prices.
This has been done to iron out distortions due to externalities and anomalies arising
in real world pricing systems. The annual streams of project costs and benefit have
been compared over the analysis period of 30 years to estimate the net cost / benefit
and to calculate the economic viability of the project in terms of EIRR & ENPV.

The EIRR works out to 23.80%, ENPV@14% works out to Rs. 11749 Crores and
ENPV@8.00% works out to Rs. 38052 Crore. Sensitivity analysis of the EIRR with 5%
to 15% cost overrun and reduction in traffic materialization (separately) has been
carried out. The EIRRs under these scenarios are given in Table 0.29.

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TABLE 0.29: EIRR AND SENSITIVITY ANALYSIS

Range in percentage
S. No. Factor
5% 10% 15%
1 Cost overruns due to delay or other factors 22.52 21.16 20.46
2 Increase in Maintenance Cost 22.97 22.52 22.16
3 Reduction in Ridership 21.87 21.11 20.34
4 Reduction in benefits 21.76 20.87 19.94
Combination of reduction in benefits and
5 21.01 19.45 17.94
increase in cost

0.21 IMPLEMENTATION PLAN

0.21.1 Project Implementation Plan

The appointment of Interim and General Consultants may be initiated for project
management including preparation of tender documents – as soon as DPR is approved
by Government of Maharashtra (GoM), and Maha Metro. The possible dates of
important milestones are given in Table 0.30.

TABLE 0.30: PROJECT IMPLEMENTATION SCHEDULE

S.No Tasks Timelines

1 State Government Approval of DPR August, 2021
2 Approval of GoI January, 2024
3 Appointment of Interim Consultant January, 2024
4 Appointment of General Consultants April, 2024
5 Commencement of Civil Works October, 2024
6 Commencement of Operation January, 2029

0.21.2 Implementation Structure

Maharashtra has a successful example of metro operation in Mumbai on SPV model
by Mumbai Metro Rail Corporation Limited (MMRCL). Nagpur Metro Rail Phase-1 and
Pune Metro project is also implemented on SPV model by Maha Metro. Similarly,
Thane Metro project may also be implemented on SPV model. However, some
subcomponents of operations & maintenance may be taken up with private sector
participation (PPP) model. The PPP model to be adopted and implementation
structure shall be decided at the time of implementation.

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0.21.3 Legal and Institutional Framework for Implementing Project

i. Legal Framework

The legislation for construction of Nagpur and Pune Metro may also provide legal
cover for construction of Thane Metro. Implementation of proposed Thane Metro
can be done under “The Metro Railways (Amendment) Act 2009”.

ii. Institutional Arrangements

Effective institutional arrangement is needed to enable the Metro project to be

implemented without any loss of time and cost over-run. The details of possible
arrangements are discussed in following sections. Experience of implementingDelhi,
Mumbai and Nagpur & Pune Phase 1 metro projects has shown that a Special
Purpose Vehicle (SPV), vested with adequate powers, is an effective organizational
arrangement to implement and subsequently operate and maintain a metro rail
project.

It is suggested to have a two tier organization with well-defined responsibilities for

getting this project executed. At the apex will be the Maha Metro - the organization
with full mandate and total power. The second level will be a project management
team called “General Consultants”, engaged by the Maha Metro on contract basis
and fully responsible for planning, design and project management. In fact they will
be the “Engineers” for the Maha Metro, who is the “Client”. The detailed design
consultants may be engaged by General Consultants as their Sub- Consultants within
their own contract responsibilities. Since the alignment is a mix of elevated and
underground, it is recommended that the contracts be made on “design and build”
basis, based on broad technical specifications and performance requirements drawn
up by the General Consultants.

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Final DPR Chapter 1: Profile of the City

1. Pro file of th e ci ty
1.1 GENERAL/HISTORICAL BACKG ROUND

Apart from Udaipur, another city of the southern suburb of India is known as
the ‘City of Lakes’ which is Thane, a city in Maharashtra. Thane is the third
most industrialized district in Maharashtra. A part of Mumbai Metropolitan
Region, Thane has become almost a part of Mumbai due to its proximity.

Thane became District Headquarter and came up as an Industrial Town during

1960-70. The major industrial estates like Wagle, Kalwa, Kolshet and Balkum
complex were developed and experienced significant growth during this
decade. . The city comprises of a number of lakes such as Siddheshwar Lake,
Brahmala Lake, Jail Lake, Kachrali lake, Masunda Lake etc. Sir Patrick Geddes,
an eminent British Town Planner during his visit to the city in 1915, was
impressed by the lakes and had suggested preservation & beautification of
lakes. The city is also known as Lake City because of the 35 lakes encompassing
an area of about 40 Ha. The geographical jurisdiction of the Thane city spreads
over an area of 147 sq. km.

Thane Municipal Corporation came into existence on 1st October, 1982. The
area of the Thane Municipal Corporation has been divided into 95 electoral
wards. There are a total of nine Administrative wards, which called Prabhag
Samitees. All the works of the TMC are planned taking into consideration these
Prabhag’s namely Mumbra, Kalwa, Uthalsar, Kopri, Naupada, Majiwada,
Vartaknagar, Waghle, and Railadevi. The city’s proximity to the commercial
capital of India and its location at the geographical centre of Mumbai
Metropolitan Region has given tremendous impetus to the growth of housing
and industries in and around the city. During the last two decades, a number of
industries have come up in Thane-Belapur Industrial area, Wagle Industrial
Estate, Kalwa Industrial Estate and Kolshet-Balkum complex along Thane-
Ghodbunder Road.

As per census 2011, the population of TMC was 18.4 lakh. Thane has
experienced a rapid growth in population during last few decades. Annual
population growth during 1991-2001 was 4.65%.

As the Indian economy is moving in a more outward oriented fashion, rising

per capita incomes and changes in economy structure are generating greater
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demand for mobility to meet business and personal needs. There is an increase
in demand for physical infrastructure in general and transportation in
particular. Rapid urbanization and intense commercial developments in the
recent past have resulted in steep rise in travel demand putting Thane’s
transport infrastructure to stress.

In order to alleviate the transport related problems in the City and to meet the
increasing travel demand of the area, State Government has decided to
introduce an efficient, safe and high capacity public transport system in Thane.
Government of Maharashtra through MAHA metro has decided to prepare
Comprehensive Mobility Plan (CMP), Alternative Analysis Report (AAR) and
Detailed Project Report (DPR). CMP has prepared by another consultant (M/S
Tandon Urban Solutions Pvt. Ltd. (TUSPL)). RITES has been engaged by Maha-
Metro on behalf of Thane Municipal Corporation for preparation of
Alternative Analysis Report and Detailed Project Report for Thane.

CMP identified various short, medium and long-term measures of transport

infrastructure in the City. It recommends mass rapid transport systems in two
phases as presented in Figure 1.1. In phase-1, the length of MRTS corridor is
about 27.5 Kms as identified HCMTR. In phase-2, MRTS of about 33.5 Kms
connecting Thane to Navi Mumbai.

AAR has also been prepared in 2018 in order to identified the best suitable
mass transport system along major travel corridor as identified in the CMP and
recommend metro rail system for the City of Thane to meet the estimate travel
demand for the horizon years.

1.2 LOCAT ION, CLIMAT E, PHYSICAL SETT INGS & REG IONAL LINKAGES

1.2.1. Location, Climate and Physical Setting

The city of Thane is located on the Northern extremity of Greater Mumbai

adjoining Ulhas River and Creek. In fact, boundaries of Greater Mumbai and
Thane are contiguous and extend till Bhiwandi and Kalyan - Dombivli. The city
is located on latitude 720 50' North with longitude 190 10' East. The Central
railways main and suburban lines pass through the city, which connect the city
to north-north east and south, southeast parts of the India. The city is located
at the mean sea level on the northern part of the Konkan region.

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FIGURE 1.1:PROPOSED THANE MRTS CORRIDORS AS PER CMP

The city is characterized by high hills on one side and submersible marshland
along the Thane Creek, and Ulhas River bank on the other side. The plain
terrain forms a wide belt along the foothills & away from creek water, Ulhas
riverbanks. Such a situation has also affected the growth and placement of
various activities. The highway runs centrally through the plains and windings
along the foot of the hills.

The Thane Climate is typically coastal, sultry and not very hot. It is observed
that the mean maximum temperature varies from 35oC to 40oC during the
whole year. Due to humidity during this period, the weather condition is
intolerable being sultrier. The weather is tolerable during the months of
December to February with temperature ranging from 25oC to 35Oc being
minimum out of the year. The area receives average rainfall of 2500 mm to
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3000 mm viz. in rainy season while the dry period is observed in the summer
and winter seasons.

The range of variation in humidity is from 40% to 100%. The highest humidity is
observed in the month of August. The overall humidity throughout the year in
the city is on the higher side. The average humidity throughout the year is 44%
and the maximum humidity experienced during the year in the monsoon
months is about 98%.

The wind direction is predominantly from west and northwest of the town for
maximum period of the year. The mean wind velocity is about 11 km/hr. The
maximum velocity varies from 15 to 19 km/hr during June to August.

The district lies in area which is formed of alluvium of the early quaternary
period. In the district, no hard or consolidated rock exposures are
encountered. The main constituents (sand, silt and clay) of alluvium occur in
variable proportions in different sections. The mineral products of the district
of saline earth from which salt are derived and limestone conglomerates.

1.2.2. Regional Linkages

Thane is well connected to other regions by an extensive network of Railways

and Roadways. The important highways viz. Mumbai- Agra Road (NH-3),
Mumbai-Pune-Bangalore Road (NH-4), Eastern Express Highway and
Ghodbunder Road (an important link between Eastern Express Highway,NH-3
and NH-8) pass through Thane, which connect the city to all parts of India
through road network and hence carry maximum traffic in the city road
network. Because of this mature rail and road network, Thane city is well
connected to Greater Mumbai, Kalyan, Vasai Virar and Bhiwandi. The
important national port of Mumbai and Navi Mumbai are at about 25 -30 km
from the city.

At present, the nearest operational airport is Chhatrapati Shivaji International

Airport at Mumbai which is about 15-20 km from Thane. Figure 1.2 shows the
regional linkage of Thane.

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FIGURE 1.2: REGIONAL LINKAGES OF THANE

1.3 DEMOGRAPHIC & SOCIO-ECONOM IC PROF ILE

1.3.1 Population Growth

The city of Thane has been the key center of industrial activities which are
considered as the engines of the economic growth. The demographic profile
shows continuous growth in the population of the city which mainly attributes
to the industrial, commercial, administrative and strategic development of the
city. The overall economy is versatile and the city does not have a predominant
economic base.

The demographic characteristics i.e. the emerging trend in population growth,

its characteristics, spatial distribution are sure to have profound influence on
the structure and size of the City.
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As per Census 2011, population of Thane city is about 18.41 lakh. The
population of Thane has been increasing consistently since 1961, with an
average decadal growth rate of 69%. Population of the city has increased by
45.85% in last 10 years. Annual population growth during 2001-2011 was
4.2%.

The intra city population of Thane are most densely populated areas followed
by areas of Mumbra and Kalwa, Wagle Estate and Vartaknagar has the largest
population whereas, the least population areas is sheelphata and Diva.

TABLE 1.1: PERCENTAGE OF POPULATION DECADAL VARIATION

Census Year Population (%) Decadal Variation

1961 136591
1971 261615 91.5317
1981 474170 81.2473
1991 795833 67.8371
2001 1262551 58.6452
2011 1841488 45.8545
Source: CMP Thane, 2018

1.3.2 Employment

The Work force participation rate as per Thane Municipal Corporation for the
year 2001 was 33.3% and for the year 2011 was 34.2%. Based on the
population, employment for TMC area is presented in Table 1.2.

TABLE 1.2: EMPLOYMENT GROWTH AND FORECAST FOR TMC AREA

Year Estimated Employment (In Lakh)

2001 4.2
2011 6.49
Source: Comprehensive Mobility Plan 2018

1.3.3 Area, Population Density, Migration and Spatial Pattern

The geographic area within the jurisdiction of Thane Municipal Corporation (TMC) is
taken as the study area. The TMC study area comprise of about 147.0 Sq. km. The
study area map has been shown in Figure 1.3.

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FIGURE 1.3 : STUDY AREA MAP THANE

Population density of the city is 12527 persons per km2. The city is growing at
a good rate in terms of population and it is expected that the city will continue
to do so in the upcoming years. Thane being an industrial hub has significant
migrant workers’ population increase over the years. There are a large number

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of people migrating here due to job opportunity and the city is turning into a
satellite city.

1.4 URBAN LANDUSE ST RUCTURE/ACT IVITY D ISTRIBUTION

1.4.1 Landuse As Per City Development Plan -2007

Thane Municipal Corporation (TMC) came into existence on October 1, 1982,

initiated the process of preparing the existing landuse map. The process of
preparation of Draft Development Plan was initiated in the year 1988 and
published in the year 1991. The revised development plan was submitted for
the approval of the State Government in 1986 which was finally sanctioned by
the DTP with some modifications on 14th May 2003. The sanctioned
development plan of the city is divided in seven broad zoning areas reveals the
actual land available for the specified development and the land which will not
be available for the development. The Landuse breakup with percentage of
Thane city is presented in Table 1.3 and Figure 1.4.

• The total area of corporation is 128.21 Sq Km. The broad categorization shows
that 59.30 sqkm is developable, 36.82 sqkm is non-developable while 32.11
sqkm is under green zone.

• The area under road shown in the development plan is 7.42 sqkm. The area
under residential zone is 26.65 sq km, while that under industrial zone is 12.54
sqkm.

TABLE 1.3: LANDUSE BREAKUP OF THANE CITY

Sno. Zoning Area ( Sq Km) Percentage
1. Residential 26.65 20.80%
2. Industrial 12.54 9.80%
3. Reservation 12.67 9.90%
4. Road 7.42 5.80%
5. Defense Area 1.22 1.00%
6. Forest Area 35.6 27.80%
7. Green Zone 32.11 25.00%
8. Total 128.21 100%
Source: City Development Plan, Thane 2007

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FIGURE 1.4: DRAFT DEVELOPMENT PLAN FOR THANE-2007

Source: CDP 2007

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1.4.2 Existing Land Use Pattern- As per CMP 2018

The Existing Land use map which was prepared on the basis of the Existing
Land use Survey (ELU Survey) in CMP 2018. The ELU Survey was one of the key
initial stages towards ELU Plan preparation. It has two main objectives, one, to
determine current land uses, and, two, to assess the extent of implementation
of the current DP.

The total area of Thane Municipal Corporation is 147 sq.kms as presented in

Table 1.4 and Figure 1.5. Most of this is covered by forests and greens and the
rest is covered by residential, industrial and defense areas. According to city
development plans 5930.23 hectares is development areas and 3682 hectares
is non-development area. Around 742.97 hectares area has been used for
roads.

TABLE 1.4: LAND USE OF THANE CITY -CMP2018

Land area in TMC Division Area(Hectares)

Residential 2665.61
Industrial 1254.67
Reservation 1267.67
Roads 742.97
Defense 122.0
Forest 3560.00
Greens 3211.77
Other 1875.31
Total 14700.00

Land use: Housing

The conversion of industrial areas into residential areas in recent years has
boosted the real estate industry in Thane. Some of the biggest players in the
real estate industry have set up their projects in Thane viz. Rustomjee, Lodha,
Kalpataru, Runwal, Hiranandani and Akruti developers. The booming IT and
BPO sector has also boosted the real estate industry.

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FIGURE 1.5: EXISTING LAND USE PLAN OF THANE CITY (CMP2018)

Source: CMP 2018

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a. Land use: Green & Open Area Allocation

The major land use category in Thane Municipal Corporation (TMC) is under
forest and green zone (mangroves also fall under the green zone), together
they occupy 46 % of the total within administrative boundaries, 3,211.77 Ha
falls in green zone and 3560.0 Ha in forest zone.

b. Land Use: Industrial Areas

The manufacturing belt has been the economic driver of the city since 1961.
However, due to a change in classification of industrial areas in TMC, Thane has
seen a steady decline of manufacturing units and the trend is moving towards
establishment of service industries and IT parks instead. TMC industrial area
consists of Wagle Estate, Balkum and Kolshet. These industrial areas house
mostly chemical, engineering, textile and electrical Industries and occupied
area 8% of the total corporation boundary Area.

c. Land use: Reservation & Public Amenities

Thane city has 9 planning sectors and a total of 813 reserved sites covering an
area of 1469.22 Ha. Thane Municipal Corporation has received reservation for
30.62 Hectares for entertainment facilities.

1.4.3 Zoning and Floor Space Index (FSI) Pattern

The land management and urban development initiatives within municipal

jurisdiction are handled by Thane Municipal Corporation (TMC). As per
Maharashtra Regional and Town Planning Act, 1966, TMC has formulated
Development Control. the permissible FSI in Thane is presented in Table 1.5.

TABLE 1.5: PERMISSIBLE FSI IN THANE

Land Use Permissible FSI

Residential In R-1 zone,
(a) for plots fronting on roads below 9 m. width, permissible
FSI will be 1.5 only,
(b) for plot fronting on road width of 9 m. above (existing or
proposed) additional 0.5 FSI shall be allowed for commercial
use only subject to condition that, margin and parking space
as required under these regulations are provided and

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Land Use Permissible FSI

separate access for residential and commercial users are
provided.
Other Buildings Maximum floor space index shall be 1.33
Educational Buildings The maximum F.S.I shall be 1.00
Institutional Buildings The maximum F.S.I. shall be 1.00
Public Entertainment The maximum F.S.I. shall be 1.00
Hall/Mangal
Karyalaya Building
Commercial The maximum F.S.I. shall be 1.00. For the purpose of F.S.I. net
area of land excluding open space and area covered by
internal roads shall only be considered.
Industrial The maximum F.S.I. shall be 1.00

1.4.4 Development Pattern Of Thane - Existing

The existing development pattern revolves around three development nodes

and axis-

i. Development around the Thane Railway Station, Mumbra &Kalwa Railway

Station: The area around the Thane railway station up till the Eastern Express
Highway forms the Old city or the core city. Till the early 2000, the majority of
the population and city growth was confined to the Core city. The core city is
serviceable by the Railway Station with a maximum access distance of 2 to 3
km.

ii. Development along the Wagle Estate Industrial (MIDC) Area: In the late 20th
Century, thane developed as an industrial town, with industries set up at the
MIDC Industrial estate. A lot of worker housing and development took place
around the Wagle estate area with development taking place along and
between the Eastern Express Highway and the National park on the other side,
till the Old Agra Road or Bhiwandi Road.

iii. Development along Ghodbunder Road and Eastern Express Highway: In the
first decade of 21st Century, with the opening up of Real estate sector and
widening of Ghodbunder Road, large scale township and high rise residential
development started to take place on both sides of the Ghodbunder road in a
ribbon like pattern. The growth velocity of development occurring near to the
Ghodbunder Road and Eastern Express Highway has been very high with a

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large cosmopolitan mix of people, who have migrated from other regions of
MMR, state and India. Today Ghodbunder Road has become a go to
destination in Thane due to wider roads and new age amenities and
developments.

FIGURE 1.6: THANE AS A TRANSIT HUB OF MMR

The location of thane within MMR and the geomorphic formations across the MMR
makes Thane a transit hub due to the following reasons

• It falls in the midst of the Route from Bangalore/Goa to Ahmedabad and Nasik.
All vehicles which have to travel from Gujarat direction to Goa/Karnataka have
to pass necessarily through Thane.

• Bhiwandi, much precisely the Kalher – Kasheli Belt which forms the largest
warehousing and storage centre for all kind of goods in Mumbai Metropolitan
Region is accessible through Thane, thus all goods vehicles transporting goods
from and to these warehousing centres have to travel through Thane.

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• For all vehicles travelling from Mumbai to Nasik and further to Madhya
Pradesh have to pass through Thane.

Thus Thane is affected by problems of transportation not only due to its internal travel
needs, but also due to the larger regional needs and also due to large through traffic.

1.4.5 Development Pattern Of Thane - Future

Some of the important development initiatives that can impact the

development pattern are listed below.

a. Further growth and densification along the Ghodbunder Road up till Gaimukh,
as many multi-storeyed complexes and townships are getting developed along
with the infrastructure development. Level of amenities is of higher grade with
a cosmopolitan environment making it a high growth area for the medium to
long term.

b. Development of Retail and Office (specifically (IT/ITES) employment centres

along Ghodbunder Road.

c. Development and conversion of Wagle estate and Trans Thane Creek area
including Airoli Knowledge Park into an IT/ITES park and a major employment
centre of MMR as per the promotional scheme of Government of
Maharashtra.

d. Cluster Redevelopment Scheme with higher floor space index which will result
in re-densification of older city areas including core city, but at the same time
leading to development of road infrastructure and other components.

e. Development of Thane Creek length as a Recreational zone which will impact

recreational movement across the city

f. Further development of Kalher, Kasheli into a storage and warehousing zone

for MMR

g. Development of Kharbav area into residential development in the long term.

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FIGURE 1.7: MAJOR AREAS AND LANDUSE ACTIVITIES

1.5 SCOPE OF WORK

DPR for Thane Metro has been prepared as per Metro Policy, 2017 of MoHUA,
Government of India. The scope covers the following:

1.5.1 Assessment of City Profile with Existing Transport Characteristics

Task 1: A brief overview of the city in terms of its growth, economy, spatial
structure and trends, perspectives on the future growth. Overview of study
areas and existing plans with land use distribution, review of zoning
Regulations, employment distribution by Traffic Zones, land use plan
proposals shall be done.

Task 2: Brief review of previous transport studies like City Master Plan,
Comprehensive Mobility Plan and proposed Metro Rail Plan and other urban

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transport proposals will be carried out. A brief showing interconnection

among City Master Plan, Comprehensive Mobility Plan and proposed metro
rail plan should be given.

1.5.2 Travel Characteristics and Demand Estimates

Task 3: Describes the components of urban transport system in terms of

status, trends and gaps based on primary survey data, present travel patterns
and forecast for the future travel demand will be described.

Task 4: Based on primary survey data and various traffic and transportation
studies undertaken for the city, the present travel patterns and forecast for
future travel demand should be done.

Task 5: Travel demand analysis, model framework, model calibration,

summary of travel demand patterns and ridership assessment for horizon
year should be done.

The data and analysis for this section has been taken from the CMP of
Thane prepared in 2018 by MAHA Metro through another consultant.

1.5.3 System and Technology Selection

Task 6: Identification of suitable transit technology and the system

specification to be adopted for the corridor including the rationale for
choosing a particular technology as per the prescribed specification as issued
by MoHUA from time to time. The technology chosen should not be a
proprietary technology of any vendor.

1.5.4 Corridor Alignment Description

Task 7: Alignment description of approved alignment, with details about site

conditions specifying road geometrics, utilities available along the corridor.

Task 8: Detailed analysis of corridor options with grade selection for

construction shall be carried out. Design norms for track geometry, fixed
structure clearance, geotechnical details with new innovative techniques to
be used for implementation in civil works, track system etc

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Task 9: Identification of existing services/utilities, if any

Task 10: Detailed estimation regarding land requirement for the corridor,
depots, stations, parking, multi modal stations etc. with land ownership

1.5.5 Station Planning

Task 11: Station planning with preparation of general layouts based on type
of station and site specific conditions focusing on:

• Station Area planning for non-motorized vehicles and pedestrians’

facilities, multi modal integration with existing modes, feeder service
planning.

• Accessibility for differently abled persons including specifying parking at

stations for private and para transit facilities.

• Platform widths based on Station loadings and the minimum width to be

provided.

1.5.6 Intermodal Integration

Task 12: Preparation of an Intermodal Integration Plan focusing on how the

Metro Rail will integrate with the existing transportation
systems/proposed transit system and introduction of a feeder system,
integrated with the proposed Metro Rail project for improving last mile
connectivity. This will include not only preparation of an operational plan for
feeder system but also infrastructure that need to be upgraded/ improved or
introduced for improving the intermodal integration with other modes of
public transport to improve the viability of the project. Recommendations for
institutional integration, physical integration, fare integration, operational
integration and technology integration would also need to be elaborated in
the report.

1.5.7 Train Operation Plan

Task 13: System operation approach, station yard planning, trains operation
plan including system frequency, timetabling, rolling stock requirement,
stabling details.

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1.5.8 Signaling and Telecommunication

Task 14: Identification of Signaling and System control, Operation Control

Centre (OCC), maintenance requirement, technology selection and choice of
automation

Task 15: Identification of Telecommunication System, System Traffic Control,

maintenance and emergency communication and Passenger Information
System (PIS)

1.5.9 Fare Collection System

Task 16: Detailing the specifications for Automatic fare collection system,
Ticketing and pass system, Fare System integrated with other transport
Systems including integration of fares of all available modes with the metro
system planned as per the guidelines issued by MoHUA.

1.5.10 Rolling Stock

Task 17: Technology selection, identification of rolling stock adopted as per

Guidelines laid by MoHUA. Rationale for deviations, if any in choice of rolling
stock parameters from the prescribed specifications and standards prevailing
and rolling stock requirement for various horizon years should be specified.

1.5.11 Power Supply and Traction System

Task 18: Choice of electric traction system. Projected power demand, Source
of power supply, Traction and Auxiliary Supply and supervisory control and
data acquisition system. Number of tractions and their locations are also to
be detailed out.

1.5.12 Ventilation and Air Conditioning System

Task 19: Need for Ventilation and Air Conditioning, design parameters and
design concepts for VAC System with details on tunnel ventilation, station
ventilation and air conditioning of ancillary spaces including specifications for
control and monitoring facilities.

1.5.13 Depots

Task 20: Identification of Depot locations, approach to maintenance of depot

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facilities and workshop along with detailed designs and layout plans.

1.5.14 Environmental and Social Impact Assessment

Task 21: Existing scenario, with analysis on water quality, noise level, land
environment, biological environment etc.

Task 22: Environmental norms and regulations, detailed Environment Impact

Assessment (EIA), Environment Management Plan (EMP), formation of an
Environmental Management System (EMS) and costs estimates for
Environment Impact mitigation measures.

Task 23: Detailed Social Impact Assessment (SIA) including R&R assessment,
Resettlement Impacts, Resettlement Assistance Plan (RAP) and Monitoring
and Evaluation Framework

1.5.15 Disaster Management and Security Measures

Task 24:Disaster Management, Disaster Management imperatives, Objectives

of Disaster Management Plan, Systems to cater for disasters and Security
Systems recommended for MRTS and Safety and Security Measures.

1.5.16 Cost Estimation

Task 25: Detailed project cost estimates shall include

• Capital cost estimates including taxes and duties
• Innovations proposed to reduce the cost of system
• Estimation of Operations and Maintenance Cost and the assumptions
made thereof
1.5.17 Transit Oriented Development Plan

Task 26: The potential for transit oriented development along the metro
corridor based on the guidelines issued by MoHUA to be developed including
densification of corridor by increasing FSI and land value capture as per the
guidelines issued by MoHUA. Guiding List of lands/areas amenable for change
in near future e.g. vacant land, low rise development relocation, used type
etc.

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1.5.17 Financial Analysis and Non Fare Box Revenue Assessment

Task 27: Estimations and inputs for the corridor, estimation for O & M,
overheads, phasing of construction and lease of built up area (BUA),
operational viability of the project.

Task 28: Means of finance, revenue from different sources, fare box revenue,
non-fare box revenue, like advertisement, taxes and property development
etc, possible ways of funding the project using different approaches.
Alternative means of funding the project using different approaches Like PPP,
BOT, DBFOT, DFBOT Etc. The proposed funding /implementation model will
be identified in line with the Metro Policy 2017.

Task 29: Financial Return: FIRR with 30 year time horizon, Sensitivity analysis
should be done based on scenario building with variation in ridership
estimates scenarios, costs estimates and Time overrun. Alternative scenarios
based on the different options for funding / implementation of the project
should be evaluated. A project should be able to meet its financial
requirement for cost recovery and under a set of plausible assumptions be
able to self-finance its activities. State Governments will have to ensure the
financial sustainability of the project through financial assistance.

1.5.18 Economic Analysis

Task 30: The economic analysis shall include economic cost and benefit
analysis of the project and estimation of the EIRR for a period of 30 years.

1.5.19 Implementation Plan

Task 31: Project implementation structure, if proposed to be implemented

under various alternatives such as public or PPP model, role, responsibility
and involvement (including financial stake) of the city government along with
other government agencies in metro rail project, needs to be elaborated in
the report.

1.5.20 Institutional Arrangement and Stakeholders Consultation

Task 32: Legal and Institutional Framework for implementation of the project
based on the identified implementation plan shall be included in the DPR.
Stakeholders’ consultation shall be held at each major stage of the project

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such as the Draft DPR stage.

1.6 COMPOSITION O F THE REPORT

This ‘ Draft Final Report’ consists of following 21 chapters:

Chapter 1: Profile of the City covers background, demographic characteristics

and urban landuse structure of the study area.

Chapter 2: The chapter gives existing transport system covering existing road
network, traffic characteristics status of IPT and PT systems.

Chapter 3: Existing traffic and travel characteristics, development of base year

transport demand model and future travel demand estimates have been
covered in the Chapter.

Chapter 4: System and Technology Selection covering traction system etc. are
part of the Chapter.

Chapter 5: This chapter gives the details about civil engineering components
covering alignment planning, geometric design parameters, geotechnical
investigations, utilities and land requirements.

Chapter 6: Station Planning Chapter gives the typical stations, facilities for
differently-abled, parking planned for metro corridor

Chapter 7: Intermodal integration - the interchange possibilities of existing and

proposed modes of transport are summarised in this Chapter.

Chapter 8: Train operation plan gives operation plan for trains and frequency
of operation for the proposed corridor

Chapter 9: Signalling and Telecommunication Chapter covers the types of

signaling and telecommunication systems and standards

Chapter 10: The Chapter on Fare Collection System covers the proposed
ticketing system for passenger fare collection

Chapter 11: The chapter gives the requirement of rolling stock for operation

Chapter 12: This Chapter gives power supply requirements, sources of power
supply, substations and related infrastructure facilities

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Chapter 13: Ventilation and Air Conditioning Systems Chapter covers the need
for ventilation and standards adopted

Chapter 14: Maintenance depot facilities, rolling stock maintenance and depot
layouts are covered in this Chapter

Chapter 15: This Chapter details the Environmental & Social Impact
Assessment characteristics covering environmental and social components

Chapter 16: Disaster Management and Security Measures Chapter covers types
of disaster, preparedness and security measures

Chapter 17: Detailed Cost Estimates chapter includes details on capital and
O&M cost

Chapter 18: This chapter covers the revenue potential along the corridor from
Transit Oriented Development

Chapter 19: Financial Analysis and Non-Fare Box Revenue chapter covers
revenue estimates and estimation financial internal rate of return

Chapter 20: Economic Analysis chapter gives economic benefits and estimation
of Economic Internal Rate of Return

Chapter 21: Implementation Plan chapter provides the project implementation

options

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2 . E xi st ing Tran sport ation

Syst em in th e Cit y
2.1. INTRODUCTION

Urbanization and rapid growth of vehicles population has laid severe stress on
the urban transport system in Thane. Increase in vehicular traffic and limited
augmentation road infrastructure facilities have been observed in the City.
Private modes have gained more usage due to limited public transport facilities
with poor level of service. This necessitates the assessment of existing
transportation infrastructure in the City.

2.2. VEHICULAR G ROWTH AND COMPOSITION

The registered vehicles in Thane have increased significantly over the years.
The numbers of vehicle registration per year have climbed from 13.9 lakh to
19.4 lakh in the about six years. This high density and rapid growth of vehicles
have affected the existing transport situation to a significant extent. The share
of two wheelers is highest at about 56%. It is significant to note that 24.4% of
the vehicles in Thane are cars and jeeps. The sharp increase of two-wheelers
and cars could be attributed to the improved economic status of people and
lack of city wide good public transport system. The increase of private modes
demands more road space and has resulted in dense concentration of traffic
on roads. The growth of registered vehicles for last six years is presented in
Table 2.1.

TABLE 2.1: GROWTH OF REGISTERED VEHICLES IN THANE (IN LAKH)

SN Vehicle Type 2011 2012 2013 2014 2015 2016 2017
1 Two Wheelers 7.22 7.86 8.51 8.89 9.53 10.11 10.89
2 Car/Jeep 3.51 3.72 4.01 4.05 4.16 4.36 4.55
Luxury Cabs /Tourist
3 Cabs/Taxis meter fitted 0.28 0.30 0.29 0.31 0.31 0.34 0.41
Three-Wheeler (Auto-
4 rickshaws) 0.87 0.87 0.88 0.86 0.87 0.91 0.95
Stn. Wagons/ Contract
carriages/ Mini Bus/
5 Ambulances 0.14 0.15 0.16 0.17 0.17 0.18 0.20

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SN Vehicle Type 2011 2012 2013 2014 2015 2016 2017

Stage carriages/School
6 Buses 0.02 0.02 0.02 0.01 0.02 0.02 0.03
7 Buses (Articulated/Multi.) 0.04 0.05 0.09 0.11 0.11 0.11 0.11
8 LCV (Delivery Van 4W/3W) 0.96 1.09 1.21 1.20 1.21 1.24 1.28
9 Trucks/Lorries/Tanker 0.80 0.83 0.81 0.87 0.87 0.85 0.90
10 Tractor & Trailers 0.08 0.09 0.10 0.10 0.10 0.10 0.10
11 Others 0.02 0.02 0.03 0.03 0.03 0.03 0.03
Total 13.93 14.99 16.10 16.60 17.38 18.25 19.44
Source: Thane RTO Office, 2017 Statistics

2.3. ROAD N ETWORK CHARACT ERITICS

The road network inventory was carried out along all arterial and major roads in
the study area. The data collected as part of this survey include the right of way,
carriageway details, footpath, median, street lighting and abutting land use. The
survey has been conducted for a total length of about 366 km.

The distribution of the road network as per right of way (ROW) is presented in
Table 2.2. It can be observed from the table that about 67% of road network has
less than 20m ROW, 21% has ROW between 20-30m and merely 12% of the road
has ROW more than 30m

It was observed from the field surveys that about 92% of the road network has
footpath available along the road. The details footpath availability is presented in
Table 2.3

TABLE 2.2: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY

S. No. Right of Way (m) Length (km) Percentage (%)
1 < 10 190.74 52.11
2 10 – 20 54.46 14.88
3 20 – 30 76.70 20.96
4 30 – 40 27.94 7.63
5 >40 16.16 4.42
Total 366.00 100.00
Source: CMP Thane -2018

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TABLE 2.3: AVAILABILITY OF FOOTPATH

S. No. Footpath Road Length (km) Percentage (%)
1 Present
One-side 25.0 6.83
Both-sides 312.50 85.38
2 Absent 28.50 7.77
Total 366.00 100.00
Source: CMP Thane -2018

2.4. MAJOR TRANSPORT NODES

There are five major bus terminals in the City, namely, SATIS Thane West,
Lokmanya Nagar, Thane Station East, Wagle Aagar and Chendani. The total
Boarding and Alighting figures are observed to be 1,12,633 (SATIS Thane West
Bus Terminal), 20,027(Wagle Aagar Bus Terminal ) 7883 at Chendani Bus
Terminal, 15010(Thane Station East) and 14,326 Lokmanya Nagar Bus
Terminal.

The study area is served majorly by four Railway Stations, namely, Thane
Station, Kalwa Station, Mumbra Station and Diva Station which provide
connectivity to major cities. . The total Boarding and Alighting figures are
observed to be 612637 (Thane), 245967( Diva), 2,02811 (Mumbra) and 183031
(Kalwa).

2.5. PEDESTRIAN AND NMV F ACILIT IES

The pedestrian volume counts were carried at major junctions throughout the
study area. The survey was carried out continuously for a period of 12 hours (8
a.m. to 8 p.m.) for along and across pedestrian movements. The daily and peak
hour pedestrian flows at various survey locations are presented in Table 2.4.

The maximum daily pedestrian volume in across direction is observed as 2613

pedestrians at EE Highway – Teen Hath Naka on approach road towards
Mulund. Similarly, maximum morning and evening peak hour pedestrian across
the road is observed at EE Highway – Teen Hath Naka on approach road
towards Mulund with 392 pedestrians in morning and 314 pedestrians in
evening.

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TABLE 2.4: DAILY & PEAK HOUR PEDESTRIAN TRAFFIC AT SURVEY LOCATIONS
Daily Peak Hour Pedestrian Vol.
S. Name of Pedestrian Vol. (Morning
Approach (Evening Peak)
No. Location (12 hours) Peak)
Across Along Across Along Across Along
GB Road – Thane 765 - 107 - 138 -
1 Hypercity Borivali 578 - 69 - 69 -
junction Kasarvadavali Road 356 - 36 - 36 -
Thane 862 - 103 - 103 -
GB Road - Parkwood Society 256 - 26 - 31 -
2
Dmart Borivali 675 - 74 - 101 -
Vijay Garden Rd 402 - 48 - 56 -
Thane 265 - 32 - 32 -
GB Road –
3 Borivali 198 - 30 - 20 -
Patlipada
Hiranandani Estate 452 - 63 - 50 -
Thane 302 - 36 - 33 -
Tikujiniwadi Road 498 - 50 - 80 -
GB Road –
4 Borivali 398 - 44 - 60 -
Manpada
Manorama Nagar 278 - 31 - 28 -
Manorama Nagar 307 - 49 - 34 -
GB Road- Thane 275 - 41 - 28 -
5 Tulsidham Tulsidham 405 - 41 - 41 -
Junction Borivali 198 - 22 - 22 -
Thane 168 - 20 - 20 -
GB Road –
6 Borivali 207 - 35 - 25 -
Kapurbawdi
Old Agra Road 845 - 101 - 101 -
GB Road – Thane 246 - 39 - 30 -
7 Pokhran Road Pokhran Road No. 2 745 - 75 - 112 -
No 2 Majiwada 304 - 33 - 43 -
Mulund 2,613 - 392 - 314 -
EE Highway – LBS Marg 1,295 - 155 - 130 -
8 Teen Hath Majiwada 1,846 - 185 - 203 -
Naka LBS Marg 957 - 96 - 105 -
Gokhale Road 956 - 96 - 153 -
Teen Hath Naka 1,576 - 173 - 236 -
EE Highway-
Kamgar Hospital Road 869 - 104 - 87 -
9 Wagle Estate
Cadbury Jn. 1,486 - 178 - 163 -
Road Junction
Almeda Road 1,205 - 157 - 121 -
Nitin Company 1,256 - 188 - 138 -
EE Highway -
Pokhran Road No. 1 645 - 103 - 97 -
10 Cadbury
Majiwada 1,006 - 151 - 121 -
Junction
Khopat Road 948 - 104 - 171 -
Nitin Company 456 - 55 - 46 -
GB Road – Majiwada 386 - 58 - 42 -
11
Majiwada Bhiwandi 245 - 34 - 27 -
Thane Station Rd 789 - 95 - 95 -
EE Highway – Balkum 349 - 35 - 42 -
12 Saket Road Saket Road 256 - 28 - 31 -
Junction Estern Express Highway - - - - - -

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Daily Peak Hour Pedestrian Vol.

S. Name of Pedestrian Vol. (Morning
Approach (Evening Peak)
No. Location (12 hours) Peak)
Across Along Across Along Across Along
LBS Marg 645 - 103 - 97 -
Prabhakar Hegde Marg 256 - 38 - 36 -
Station Road –
13 Thane Station Rd 306 - 31 - 37 -
Uthalsar Naka
LBS Marg 549 - 60 - 55 -
Runwal Nagar 245 - 29 - 27 -
Old Pune Road 765 - 115 - 84 -
Kalwa Bridge Saket Kalwa Road 461 - 65 - 74 -
14
Thane Side Kalwa Bridge 675 - 81 - 101 -
Chendani Bunder Road 478 - 48 - 48 -
Kalwa Bridge 561 - 62 - 62 -
Kalwa Bridge
15 Pune Mumbai Highway 1,256 - 138 - 126 -
Kalwa side
Thane Belapur Road 1,475 - 236 - 162 -
Pune Mumbai Highway 498 - 75 - 75 -
Old NH-4
16 Pune Road 512 - 51 - 82 -
Retibhander
Mumbra Bypass Road 376 - 41 - 45 -
Mumbra 781 - 86 - 78 -
Old NH-4 Diva Shil Road 451 - 54 - 50 -
17
Shilphata Kalyan 1,245 - 149 - 187 -
Mahape Road 987 - 118 - 99 -
Pokhran Road Gladis Alwaris Marg 645 - 77 - 71 -
– Gladis Pokhran Road No. 2 612 - 92 - 110 -
18
Alwaris Marg Pokhran Road No. 2
456 - 64 - 46 -
Jn Upwan
Gladis Alwaris Pawar Nagar 612 - 73 - 67 -
Marg – Gladis Alwaris Marg 519 - 52 - 57 -
19
Hirandani Hiranandani Meadows 456 - 50 - 55 -
Meadows Jn Gladis Alwaris Marg 598 - 66 - 72 -
Khopat Road 675 - 108 - 81 -
Khopat Jn on LBS Marg 845 - 127 - 152 -
20
old Agra Road Ambedkar Road 410 - 41 - 57 -
LBS Marg 562 - 62 - 90 -
Prabhakar Hegde Marg 498 - 50 - 50 -
Jail Road 425 - 47 - 47 -
Jail Rd – Near
21 Prabhakar Hegde Marg 562 - 67 - 67 -
Jail Lake
Shankar Rao Pendekar
356 - 53 - 43 -
Marg
SG Barve Road 351 - 49 - 42 -
Wagle Estate Pokhran Road No. 2 459 - 55 - 69 -
22
Road No.22 SG Barve Road 348 - 35 - 56 -
Kisan Nagar 561 - 62 - 67 -
Gokhale Road 465 - 51 - 47 -
Naupada Jn –
M.G. Road 598 - 96 - 66 -
23 Near Malhar
Gokhale Road 615 - 92 - 86 -
Cinema
M.G. Road 542 - 54 - 98 -
Pokhran Rd no Upwan 845 - 93 - 101 -
24
– 1, Kores Bhim Nagar 783 - 78 - 78 -

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Daily Peak Hour Pedestrian Vol.

S. Name of Pedestrian Vol. (Morning
Approach (Evening Peak)
No. Location (12 hours) Peak)
Across Along Across Along Across Along
Junction Cadbury Jn. 541 - 60 - 87 -
Acharya Atre Marg 625 - 75 - 63 -
Saket Road 512 - 77 - 61 -
Saket Road Jn
Old Agra Road - Thane 615 - 86 - 62 -
25 – On Old Agra
Old Agra Road -
Road 698 - 84 - 77 -
Bhiwandi
Almeda Road 641 - 64 - 96 -
Mahapalika
LBS Marg 725 - 80 - 102 -
26 Bhavan Rd –
Lazarus Road 695 - 76 - 90 -
on LBS Marg
LBS Marg 452 - 72 - 45 -
Source: Primary Survey (CMP-2018)

The CMP has also recommended some proposed measures to develop facilities for
pedestrians and bicyclists on the streets as mentioned below:

• Rental cycle scheme has been introduced with cycle stands at seven
locations.

• Dedicated cycle tracks have been proposed on all major arterial where
sufficient width is available.

• On all new links proposed, dedicated cycle track has been proposed.

• Cycle stands have been proposed at all metro stations.

2.6. TRAFFIC MANAG EMENT IN CLUDING PARKING MAN AG EMENT

Traffic Management proposals in CMP consists of development of a parking

strategy, junction improvement, planning of ITS systems, removal of
encroachment at various locations etc. in order to shape the frame work for
the future provision, management and maintenance of traffic.

Traffic Management proposals in CMP includes:

• Removal of encroachments on major roads.

• Substantial improvements in junctions by providing proper signages and
markings - Creek Junction, Gokhale Road Junction, Shivaji Chowk, Kasarvadavli
Junction and Shil Phata Junction etc.

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• Education & Enforcement - Overall awareness of the traffic discipline and

compliance with the traffic rules by road users in Thane is far below the
desired level.
• Installation of ITS systems at major junctions for easy flow of traffic.
• Other Traffic Management Measures
o Bus stops should be at least 60 m away from the junctions
o Bus bays should be considered at all possible bus stop locations
o Auto parking should be banned near all junctions and moved at least
50m away from junctions.
o On street parking should be banned at critical locations on all major
roads. To curb the menace of haphazard and illegal parking on main
roads-measures like restricted parking, time limit parking and metered
parking should be thought.

The development of Parking Strategy has been based on understanding of the

parking supply and demand position in Thane City. The parking strategies that
would be considered for Thane include:

• Thane Municipal Corporation prepared Parking Policy and Plans to cater for on-
street parking of about 6,800 for 2-wheeler, 2,600 for 3-wheeler, 4,100 for 4-
wheeler and 630 for heavy vehicles including buses. This is free of cost.

• Of-street paid parking’s has been developed at Ashar Complex, Kacharali Talao
and Gaodeo Market for 300 for 2-wheeler, 150 for 3-wheeler and 80 for 4-
wheeler.
• Core city experiences very high parking demand with no land available for
creation of off-street parking infrastructure.
• Existing bus terminals have been utilized to create parking in core city area.
• Specific areas for ambulance parking have been identified.

As per CMP, to encourage the use of off street parking facility, the on street
parking charges should be kept higher than off street parking fees. The pricing
should be based on three aspects viz type of parking, location and demand
management.

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2.7. TRAFFIC CHARACTERISTICS

2.7.1 Traffic Volumes and Composition

The daily traffic volumes total vehicles in terms of numbers of vehicles and
Passenger Car Units (PCUs) have been computed at various mid-block
locations. The counts observed at different locations varies from varies from
32,520 Vehicles (27,931 PCU’s) at Gokhale Road near Navpada to 1,09,102
Vehicles (2,25,220 PCU’s) along Bhiwandi Bypass Near Thane Creek Bridge
throughout a normal working day.

2.7.2 Speed and Delay Characteristics

It is observed that about 52% of the total road network has journey speed upto
20 kmph during peak hours. About 24% of surveyed network has journey
speed between 21-30 kmph and only 24% of road network has journey speed
more than 30 kmph. Average Journey Speed during peak is observed to be 20
kmph.

The delays are caused mostly by traffic signal which account for about 39% in
the peak hour, while traffic signal with congestion account for about 25%.
Whereas in the off peak period, traffic signal accounts for 49%.

2.8. TRAFFIC SAFETY

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

There are many reasons for the growth in the number of accidents in Thane
such as increase in population and rise in vehicle ownership. They are also
caused due to the casual approach of road users in observing driving rules,
adhering to safety precautions and regulations. Over-speeding and negligent
driving have proved to be a frequent cause of serious and fatal accidents.
Similarly, poor road geometry has also increased the incidence of accidents on
urban roads. One of major causes of pedestrian safety is endangered by
extended trading activities of shops and commercial activity on footpaths and
sidewalks. This compels the pedestrians to clog the road space, hence give a

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chance to accidents.

Table 2.5 shows the number of accidents in recent years along-with the
number of fatalities and series/ minor injuries occurred.

TABLE 2.5: ROAD ACCIDENT STATISTICS IN MUMBAI

Year Fatal Accidents Total Accidents Killed Injured
2013 481 23,512 502 4,250
2014 534 23,490 557 4,140
2015 586 23,468 611 4,029
2016 529 3379 562 3517
Source: Year-wise Statistics on Road Accidents in Mumbai, India, MoRTH, 2013-16

2.9. INTERM EDIAT E PUBLIC TRANSIT ( IPT)SYSTEM

Intermediate Public Transport (IPT) modes i.e. Taxi and Auto in Thane city plays
an important role in meeting unstructured travel demands of users. It
performs as feeder service to the main mass transport system (Both rail and
road based) and provides accessible movement in predefined areas. The
services provided by the IPT are intermittent in nature and this has complete
flexibility in destination which is determined by the passengers.Private taxis,
On demand taxi and cabs are also available by Coolcabs, Meru Cabs, Ola Cabs,
Uber Cabs, Mega Cabs, Easy Cabs, etc. They provide services from Railway
Station, Major business & commercial centres of Thane and also to nearby
cities like Mumbai, Navi Mumbai, Raigad, Pune, Khopoli, etc.

2.10. PUBLIC TRANSPORT ATION SYSTEM

Public transport offers economies of scale with minimised road congestion and
low per capita road usage. Cheaper and affordable public transport systems
world over have proved to promote mobility – move people more efficiently
and safely with increased opportunities for education, employment, social
development etc.

The Thane Municipal Transport Service, operating under the name "Thane
Municipal Transport (T.M.T.)" is the transport wing of Thane Municipal
Corporation, which operates a large number of bus lines in the Thane
metropolitan area. These buses are called Thane Municipal Transport or T.M.T

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bus. TMT bus serves the entire Thane City. It also has operation outside city
limits into neighbouring Mumbai, Bhiwandi, Navi Mumbai, Kalyan Dombivali,
Mira-Bhayandar and Vasai Virar, where it provides regional connectivity to
Thane (Table 2.6).

Thane Municipal Corporation started its own transport service on 9 February

1989, known as TMT. TMT is the major bus service provider in Thane. TMT has
all its bus depots in Thane and numerous bus stops. There are various kinds off
bus in services right from ordinary, Mini, Midi, AC, Non AC etch to cater to
different needs. The largest depot is at Wagle Estate.TMT operates its buses
inside Thane city and also towards Kalwa & Mumbra. TMT buses ply from
Thane to Bhiwandi, Mira Road, Mulund, Borivali, Andheri, Nalasopara, BKC and
Dombivali. Thane TMT Bus Service the best connectivity of Mumbai western
suburban like Borivali, Andheri, Bandra B.K.C., Mira Road, Nalasopara.

TABLE 2-6: DETAILS OF TMT TRANSPORT SYSTEM

Sr.
Description Remarks
no.
1 Total number of buses operational on road (No.) 472
2 Total number of buses under ownership of TMT 472
3 Average daily number of TMT operating in the city (No.) 297
4 Total number of Bus stations BRTS 472
5 Total No. of Bus terminals , Metro stations having Passenger 12
Information System
6 No. of public transport vehicles & IPT with functional on board 195
GPS/GPRS and connected to common control centre.

Other Bus Transport Systems connects the major locations of Thane to other MMR
regions of more frequency. Navi Mumbai Municipal Transport (NMMT), Mira
Bhayandar Municipal Transport (MBMT), Vasai Virar Municipal Transport
(VVMT)&Brihan Mumbai Electric Supply and Transport (BEST) and State Transport
Corporation (ST) ply through or from/to Thane.

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2.11. REVIEW OF PAST STUDIES

The major studies carried out in the past by various organizations for transport
system improvements in TMC area are as follows:

• Comprehensive Mobility Plan for the city of Thane, 2018

• Detailed Project Report for Mumbai Metro Line 5, 2016
• Detailed Project Report for Mumbai Metro Line 4, 2016
• New Suburban railway station on central line between Thane and Mulund
railway stations, 2015
• LRT for Thane, 2014
• Comprehensive Transportation Study for MMR, 2008
• City Development Plan, 2006
• MRTS for Thane, 1998-2002

Brief descriptions of the above studies are presented as follows:

1.7.1 Comprehensive Mobility Plan for the city of Thane, 2018

Comprehensive Mobility Plan (CMP) has been prepared in 2018 for Thane.
CMP envisions a need for a mass rapid system is felt where long distance trips
within the City are conveniently addressed and are complimented by safe
efficient and economical services.

Comprehensive Mobility Plan has been prepared for a planning period of 20

years with a vision for transport in Thane to ensure that the city has a planned,
best performing transport systems to address the needs and concerns of the
City. The objectives of CMP is to develop specific actions in form of short,
medium and long term improvement proposals that will achieve the
transportation vision for the area.

a. Mass Transit Proposals:

Based on estimated peak hour travel demand, the following public
transport proposals have been assessed for Thane city.

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• Mass Rapid Transit System of about 27.5 Kms identified HCMTR in

Phase 1.
• Mass Rapid Transit System of about 33.5 Kms connecting Thane to Navi
Mumbai in Phase 2.
• Sub-urban Proposals Thane-Bhiwandi Line – 12.5 km;
• Metro proposals Ghatkopar-Mulund-Thane (M5) and Thane-
Ghodbunder-Dahisar (M12) – 40 km;
• Metro/ Monorail proposals Thane-Bhiwandi-Kalyan Dombivali – 32
kms

Development of the new sub-urban railway corridors, metro and mono-rail

corridors connecting Thane with other sub-regions of MMR as mentioned
above, have been assessed holistically using the analysis of travel demand of
entire MMR in different horizon years.

b. Landuse Transport Integration Plan:

The urban sprawl in Thane has taken place in almost all the directions. One
of the strategies of integrating land use and transport is consideration of
Transit Oriented Development (TOD) strategy. This concept can be applied
along the major identified mobility corridors that have the potential to
carry higher order mass transit systems.

c. Non-Motorized Transport (NMT) Plan:

In view of high share of pedestrian and NMT trips, CMP has proposed
certain measures and proposals to improve non motorised transport which
include footpath and cycle tracks in primary and secondary road networks,
pedestrian phase signals at identified intersections, Covered Walkways for
pedestrian, grade separated pedestrian crossing facilities and cycle
rickshaw management.

d. Traffic Management Plan:

Junction improvement plans has been considered as a part of short term
improvement plan. As a part of traffic management strategy, it is
recommended to remove the encroachments along road, installation of
traffic signals, Setting up of a Road Accident Analysis System (RAAS),
Provision of anti-crash barrier railing, Provision of adequate street lighting

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on all arterials, sub-arterials, collectors, and local roads etc.

1.7.2 Detailed Project Report for Mumbai Metro Line 4, 2016

Detailed Project Report for Mumbai Metro Line 4 ( Wadala – Ghatkopar –

Mulund – Thane – Kasarvadavali) Metro corridors was prepared by DMRC in
year 2016. The salient features of the recommended metro rail system and
engineering are summarized below:

• Gauge (Nominal): 1435 mm

• Maximum operating speed 80 kmph, Scheduled speed for this corridor
has been taken as 35 Kmph.
• 6 Car rake with 25 KV AC, Overhead Catenary Current Collection System
• Automatic Fare collection system with POM and Smart card etc.
• the traffic projection and the train operation plan is presented in Table
2.7 and Table 2.8

TABLE 2.7 TRAFFIC PROJECTION FOR HORIZON YEAR

Year Total Trip Average Lead (KM) Maximum PHPDT

2021 870198 10.1 28107
2031 1213177 10.25 33417

TABLE 2.8 TRAIN OPERATION

Particulars 2021 2031
Cars/trains 6 6
Head way (Minutes) 3.75 3
No. of Rakes 36 44
No. of Coaches 216 264
Max. PHPDT Demand 28107 33417
PHPDT Capacity Available 28096* (35904**) 35120* (44880**)
* @ 6 persons per square meter of standee area
** @ 8 persons per square meter of standee area

Maintenance Depot has been proposed near Kasarvadavali Station (main

depot) and near Ghatkopar (stabling depot). Total land area proposed for
maintenance facilities is 30.00 Ha.

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1.7.3 Detailed Project Report for Mumbai Metro Line 5, 2016

Detailed Project Report for Mumbai Metro Line 5 corridors was prepared in
year 2016.
• Thane Bhiwandi Kalyan corridor has been assessed as 18000 PHPDT for
2021 and this is likely to increase to 26000 PHPDT by the year 2031
• Proposed peak hour headway for 2021 is 5 minutes and Train capacity is
1756 passengers.
• Proposed Thane – Bhiwandi – Kalyan corridor is 24.9 km long and have 17
stations. All stations are elevated stations and are located at an average
distance of 1.5 km apart. Average station length would be 180 m.

1.7.4 New Suburban railway station on central line between Thane and Mulund
railway stations, 2015

There is four sub-urban railway stations in TMC limits viz. Thane, Kalwa,
Mumbra and Diva. Since Thane railway station is used for sub-urban as well as
inter-city train travel. Thane emerged as the most crowded station followed by
heavy weight junctions like CST and Dadar in MMR. TMC intends for
implementation of additional sub-urban station (proposed as part CTS MMR
Study) between Mulund and Thane as the distance between the stations is
about 2.5 km. The new sub-urban station is Kopri planned at Dharamveer
Nagar near the Mental hospital about 1.5 km from Thane station in between
Thane and Mulund stations.

About 2.6 lakh passengers per day were anticipated and considering that
Passenger density will increase at the rate of 4% per annum and escalating this
percentage upto 2041. It is expected that this traffic will approach the station
by means of public transport system, private transport or as pedestrians in the
ratio of 50, 30 and 20 respectively. The Road network connectivity will have to
be planned to cater for these modes of traffic.

1.7.5 LRT for Thane, 2014

Thane's Comprehensive Mobility Plan, developed in 2009, outlined many

scheme to tackle transport challenges Due to emerging growth in and around
Thane. These schemes were further detailed out in this study into strategic

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level interventions by developing short term, mid-term and long term plans as
well as identifying several suitable projects to provide a sustainable transport
solution to not only support but also augment Thane's rapid development and
transformation.

The proposed at-grade BRTS was one among the many schemes for developing
the city which later on converted to LRTS. In view of the increasing transit
demand, the first project viz. at grade BRTS, was later converted to a Light Rail
Transit by Thane Municipal Corporation.

1.7.6 Comprehensive Transportation Study for MMR, 2008

The Government of Maharashtra through MMRDA with technical assistance

from the World Bank under MUTP has embarked on preparing the
Comprehensive Transportation Study (CTS) for MMR known as TRANSFORM
(Transportation Study FOR the region of Mumbai) with prime objective of
identifying travel pattern of residents in MMR and recommend long term
comprehensive transportation strategy for MMR up to 2031.

Brief summary of the study findings and recommendations for 2016, 2021 and
2031 are presented as follows:

• The length of metro network for the horizon year 2016 and 2021 is 208 km
and 318 km respectively, which further expands to 435 km by 2031. Most
of the metro network proposed by 2016 is located in MCGM and Navi
Mumbai.

• Total length of new suburban rail network is approximately 248 km. The
majority of the new suburban rail network corridors are required by 2016,
with minimal addition thereafter. Only twin track corridors have been
proposed, with one track per direction.

• The highway network, which includes higher order transport network (fully
access controlled) and arterial corridors for the horizon year 2016, 2021
and 2031 is 982 km, 1,229 km and 1,740 respectively. It is recommended
that, all major sea-links and bridges will have the lane configuration
reflecting 2031 requirements.

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• Exclusive Bus Lanes (EBL), Passenger Water Transport (PWT) on the west
coast, east coast have been proposed for the horizon years where the
travel demands were insufficient.

• Inter-State bus terminals, inter-city/ intra regional bus stations, major/

minor truck terminals, inter-city rail terminals have been proposed as part
of transport plan for the horizon years .

• Road safety measures, traffic management measures include intersection

improvements, flyovers/ interchanges, pedestrian facilities, ROBs/ RUBs,
footpath improvements, traffic signal installation/ Area Traffic Control
Systems, etc are being recommended.

• Alternative institutional arrangements have been examined such as

“Reinforcing the coordinating role of MMRDA” and “Establishing a new
Unified Metropolitan Transport Authority (UMTA)".

1.7.7 City Development Plan for Thane, 2006

CDP was prepared in 2006 in line with goals and objectives of JnNURM,
focusing on major aspects like provide equitable and sustainable infrastructure
to the city. The study area extends over 128.23 Sqkm of Thane Municipal
Corporation (KMC) comprising of 11 sectors and 95 wards with a population of
12.61 Lakh in 2001.

The Vision and CDP Thane focuses on –

a) Identification of thrust areas and effective exploitation of cities growth
engines.
b) Initiation of financial reforms to achieve desired strength
c) Efficient and equitable development by accommodating urban poor for
sustainable city development.
d) Promoting means of livelihood of urban poor.
e) Enhancement in governance by implementing various models.

1.7.8 MRTS for Thane, 1998-2002

GOM and Thane Municipal Corporation (TMC) had carried out preliminary
studies through RITES (1989) and CIDCO (1994) and reservation for the
proposed ring railway was made in the development plan of Thane city.

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Considering the urgency of implementation of the proposed MRT system,

Government of Maharashtra has appointed Maharashtra State Road
Development Corporation Ltd. (MSRDC) as the nodal agency for carrying out
necessary studies and implementing the MRT system in public private
partnership. The MSRDC in association with Thane Municipal Corporation
(TMC) and Ministry of Urban Development (MoUD), Government of India
accordingly initiated the necessary program of action by inviting offers for
consultancy services and appointed the Consortium led by M/s.Consulting
Engineering Services (India) Limited (CES) with PBK&D (UK), LPT Consultants
(Malaysia) as associates and UTI Securities Exchange Limited (UTISEL), and
Architects (USA) as consortium members, to prepare Detailed Project
Report (DPR) for the proposed MRTS for Thane City.

The base year daily travel demand (excluding intra - zonal trips) assessed was
17.6 lakhs trips. Four stage transport planning model was used for forecasting
the ridership on MRT system. The travel demand estimated for the years 2006
and 2031 are 23.1 and 33.8 lakhs trips respectively including walk trips.

A master plan of MRTS Network to serve the future development pattern of

Thane (2031) has been formulated. It includes the Ring, North-South Axial and
West-East Axial corridors. These corridors were named as Green, Red and Blue
corridors pass through and intersect at the envisaged Town Centre providing
high accessibility. The Thane MRTS Network integrates with the suburban
railway system at thane, Mumbai and Diva Stations. A number of transfer
station amongst the corridors were also envisaged. The car depot is proposed
at Balkum. The details are as under.

Corridor Length(Km)
Ring (Green) 16.05
North South Axial (Red) 11.20
West East Axial (Blue) 18.50

2.12. ISSUES AND PROSP ECTS

1.12.1. Existing Traffic Characteristic and Related Issues

The existing traffic and transport issues and concerns in the study area are
listed as follows and are presented in Figure 2.1.

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• Lack of citywide good and quality public transport system

• Encroachment of footpaths / Unorganized On-street parking causing reduction
in efficient roadway width
• Lack of pedestrians facilities like footpath along major roads resulting in
pedestrian spill over on right of way
• un-organised operations of shared auto services
• Absence of necessary infrastructure such as bus stop, lighting etc.

The said issues and concerns are widespread in the Thane City which reduces
the efficiency of road carriageway leading to congestion and causes
vulnerability to road users. Other reasons for congestion include
encroachment of road space by street vendors, unauthorized movement of
auto-rickshaws and tempos which have not been regularized. With increase in
population and dependence on personalized modes of transport, increase in
road accidents the transport system requires expansion and augmentation for
safe, efficient, convenient travel and further to reduce the pollution level in the
City.
FIGURE 2.1: EXISTING ISSUES AND CONCERNS

1. Absence of Footpath near Vijay 2. Roadside Encroachment near Kasinath

Nagari Ghanekar

3. Lack of pedestrian facilities 4. On-street parking near Juna S T

around Medulla Chowk Stop

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1.12.2. Air Pollution Levels

The pollution levels in the City are determined by the existing Ambient Air
Quality Index (AQI). The AQI considers three main pollutants (PM10, NO2 and
SO2). There are four AQI categories, namely Low (L), Moderate (M), High (H)
and Critical (C). The pollution level classification is presented in Table 2.9. the
pollution level in Thane for last five years is presented in Table 2.10

TABLE 2.9: POLLUTION LEVEL CLASSIFICATION

Annual Mean Concentration Range (μg/m3)
Pollution level SO2 NO2 PM10
Low (L) 0-25 0-20 0-30
Moderate (M) 26-50 21-40 31-60
High (H) 51-75 41-60 61-90
Critical (C) >75 >60 >90
Source: Central Pollution Control Board, Annual reports

TABLE 2.10: AMBIENT AIR QUALITY TREND OF THANE

Year SO2 NO2 PM10
2013-14 20 12 70
2014-15 16 33 110
2015-16 28 58 117
Average 21 34 99
Pollution level Low Moderate Critical
Source: Central Pollution Control Board, Annual reports

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ESTIMATES
 Detailed Project Report for Thane Metro Rail

Final DPR Chapter 3:. Travel Characteristics And Demand Estimates

3. T R A V E L C H A R A C T E R I S T I C S
AND D E M A N D E S T I M A T E S
Maharashtra Metro Rail Corporation has appointed another consultant for
preparation of traffic and travel database, travel demand modelling and CMP. The
data and analysis from CMP 2018 has been used for the preparation of this
Chapter.

3.1 TRAFFIC AND TRANSPORTATION STUDIES UNDERTAKEN

3.1.1 Study Area and Zoning

The geographic area within the jurisdiction of Thane Municipal Corporation (TMC)
is taken as the study area. The TMC study area comprise of about 147.0 Sq. km. For
the purpose of analysis and development of travel demand forecasting model, the
study area is subdivided into smaller areas known as Traffic Analysis Zones (TAZs) .
A traffic zone system is developed for the Study Area based on the existing ward
boundaries and natural physical barriers. It is sufficiently detailed to capture inter
zonal trips. The study area for Thane has been divided into 95 Zones. The traffic
zones of the study area is presented in Table 3.1.

TABLE 3.1: TRAFFIC ZONES IN STUDY AREA

TAZ No TAZ Name TAZ No TAZ Name
1201 Wagbil 1249 Azad Nagar
1202 Patlipada 1250 Panchsheel Nagar
1203 Kolshet 1251 Vrindavan
1204 Chitalsar 1252 Saket Complex
1205 Dokali 1253 Amrut Park
1206 Balkum 1254 Bhudhaji Nagar
1207 Balkumpada 1255 Mukund Staff Colony
1208 Sainath Nagar 1256 Samrat Nagar
1209 Kharegaon 1257 Chatrapati Shivaji Hospital
1210 Goutam Nagar 1258 M. G. Garden
1211 Rana Nagar 1259 Shivaji Nagar
1212 Rehemani Colony 1260 Vadgholkar Hospital
1213 Bombay Colony 1261 Sambhaji Nagar
1214 Diva 1262 Louis Wadi
1215 Sabe 1263 Regional Transport Office

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TAZ No TAZ Name TAZ No TAZ Name

1216 Shil 1264 Ambica Nagar 2
1217 Sanjay Nagar 1265 Kisan Nagar
1218 Shanti Nagar (Mumbra) 1266 Railadevi Tank
1219 Thakurpada 1267 Hindustan Breweries
1220 Samrat Nagar 1268 Jaibhawani Nagar
1221 Parsik Tunnel 1269 Patil Nagar
1222 Mafatlal Colony 1270 Runwal Plaza
1223 Vitava 1271 Laxmi Market
1224 United Sports Club 1272 Samatha Garden
1225 Valmiki Nagar 1273 Shashtri Nagar
1226 Kopri 1274 Joshi School
1227 Kopri Colony 1275 J K Gram
1228 Thane Railway Stn (E) 1276 Khopat
1229 Siddharth Nagar 1277 Rabodi
1230 Bara Bungalow 1278 Kranti Nagar
1231 Dharamveer Nagar 1279 District Court
1232 St. Lawrence School 1280 D K Stadium
1233 Vaishali Nagar 1281 Shivaji Path
1234 Kisan Nagar 2 1282 Vartak Hospital
1235 Padwal Nagar 1283 Mahavarkar Nursing Home
1236 Bhat Wadi 1284 SIES Jr College
1237 Kisan Nagar 3 1285 Jeejamata Nagar
1238 Suraj Hospital 1286 Ramchandra Nagar 2
1239 Shanti Nagar 1287 Sundarvan Park
1240 Kailash Nagar 1288 Ramabai Ambedkar Ngr
1241 Ram Nagar 1289 Runwal Nagar
1242 Hanuman Nagar 1290 Uthalsar
1243 Savarkar Nagar 1291 Charai
1244 Lokmanya Nagar 1292 Vaidya Hospital
1245 Tikuji Ni Wadi 1293 Tekdi Bungalow Road
1246 Kisan Nagar 4 1294 Namdeo Wadi
1247 Manpada 1295 Chandan Wadi
1248 Subhash Nagar
Source: Comprehensive Mobility Plan, 2018

3.1.2 Landuse Surveys

The distribution of the road network with respect to abutting land use is presented
in Table 3.2. It is seen that the road network is abutted by residential land use upto
an extent of about 28%, commercial about 8% and Institutional landuse about 1.7%.

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TABLE 3.2: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE

Left Right Average
S. No Type Road length Road length
% %
(Km) (Km)
1 Residencial 54.28 29.66% 47.02 25.69% 27.68%
2 Commercial 14.12 7.72% 15.56 8.50% 8.11%
3 Mixed 61.88 33.81% 67.44 36.85% 35.33%
4 Institutional 2.80 1.53% 3.50 1.91% 1.72%

5 Industrial 24.44 13.36% 22.56 12.33% 12.85%

6 Forest 14.28 7.80% 6.12 3.34% 5.57%
7 Agricultural 11.20 6.12% 20.80 11.37% 8.75%
Total 183.00 100.00 183.00 100.00 100.00
Source: Primary Survey (CMP-2018)

3.1.3 Traffic and Transportation Surveys

A number of traffic & travel surveys were conducted to appreciate and quantify the
characteristics of commuter travel within the Study Area. This data analysis has
helped us in developing the Travel Demand Model.

3.1.4 Classified Traffic Volume Counts

Classified traffic volume surveys were carried on average weekday to quantify the
volume of traffic moving along various road sections in the study area. The counts
were carried out for 16-hour at mid block/screen line and Intersection locations and
for 24 hour at outer cordon locations. The survey locations were selected in a
manner that would cover the entire study area and assist in understanding the
traffic pattern within the study area as well as with adjacent urban settlements.
These surveys help in assessing the existing traffic problems in the study area as
well as to validate the transport demand models.

i. Screen Line/Mid-Block Survey

The quantum and temporal variation of daily vehicles and trips moving in the study
area has been carried out in the following sections.

Traffic Volume (Average Daily Traffic)

The traffic counts both in terms of numbers of vehicles and Passenger Car Units
(PCUs) have been computed at various screen line/mid-block locations as presented

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in Table 3.3. It is observed that the traffic at different locations varies from 32,520
Vehicles (27,931 PCU’s) at Gokhale Road near Navpada to 1,09,102 Vehicles
(2,25,220 PCU’s) along Bhiwandi Bypass Near Thane Creek Bridge throughout a
normal working day.

TABLE 3.3: DAILY TRAFFIC VOLUME AT SCREEN LINE/MID-BLOCK LOCATIONS

Total Total
S. No Name of Mid-Block/Screenline Location
Vehicles PCU’s
1 Bhiwandi Bypass Near Thane Creek Bridge 1,09,102 2,25,220
2 Hutatama Maruti kumar Marg, Near Khopat 65,807 60,331
3 Gokhale Road near Navpada 32,520 27,931
4 Kalwa Bridge 99,612 1,14,825
5 LBS Marg Near Teen Hath Naka 39,316 37,208
6 Mahapalika Marg Near Nitin Company 64,967 54,951
7 Thane Godbhundr Raod near Patlipada 84,884 1,40,356
8 Mumbra Panvel Road 66,214 90,448
Source: Primary Survey (CMP-2018)

Peak Hour Traffic Characteristics

The peak hour traffic at the Screen Line/Mid-Block locations is presented in Table
3.4. The morning peak hour volume varies from 3,631 PCUs (4,878 vehicles) on
Gokhale Road near Navpada to 27,026 PCUs (17,456 vehicles) along Bhiwandi Bypass
Near Thane Creek Bridge & evening peak hour volume varies from 2,793 PCUs (3,902
vehicels) on Gokhale Road near Navpada to 27,026 PCU’s (18,547 vehicles) along
Bhiwandi Bypass Near Thane Creek Bridge.

Directional Distribution of Traffic

It can be observed that peak hour peak directional traffic at Screen Line/Mid-block
locations generally varies from 50.8% at Kalwa Bridge to 56.5% at Thane Godbhundr
Raod near Patlipada. The details are presented in Table 3.4.

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TABLE 3.4: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT SCREEN LINE/MID-BLOCK LOCATIONS
Total Traffic Morning Peak Evening Peak Directional Distribution
% of % of % of % of Peak Off Peak
S. No. Location of Mid-Block/Screen Line
Veh. PCU's Veh. Total PCU's Total Veh. Total PCU's Total Direction Direction
Traffic Traffic Traffic Traffic % %
Bhiwandi Bypass Near Thane Creek
1 1,09,102 2,25,220 17,456 16% 27,026 12% 18,547 17% 27,026 12% 56.2 43.8
Bridge
Hutatama Maruti kumar Marg, Near
2 65,807 60,331 8,555 13% 6,636 11% 7,239 11% 6,636 11% 52.1 47.9
Khopat
3 Gokhale Road near Navpada 32,520 27,931 4,878 15% 3,631 13% 3,902 12% 2,793 10% 51.5 48.5
4 Kalwa Bridge 99,612 1,14,825 11,953 12% 11,483 10% 9,961 10% 13,779 12% 50.8 49.2
5 LBS Marg Near Teen Hath Naka 39,316 37,208 5,504 14% 4,093 11% 4,325 11% 3,349 9% 53.5 47.5
6 Mahapalika Marg Near Nitin Company 64,967 54,951 10,395 16% 7,144 13% 7,796 12% 7,144 13% 52.4 47.6
7 Thane Godbhundr Raod near Patlipada 84,884 1,40,356 9,337 11% 16,843 12% 7,640 9% 14,036 10% 56.5 43.5
8 Mumbra Panvel Road 66,214 90,448 9,270 14% 9,045 10% 7,284 11% 10,854 12% 53.2 44.8
Source: Primary Survey (CMP-2018)

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ii. Turning Movement Counts at Intersections

Classified traffic volume count surveys have been conducted at selected

intersections locations. The output provides total daily traffic, hourly traffic
variations and peak hour traffic flow/composition for all directional movements and
individual arms at each intersection.

Classified turning movement count surveys were carried out on weekday to

quantify the volume of traffic moving along various road sections in the study area.
The survey locations were selected in a manner that would cover the entire study
area and assist in understanding the traffic pattern within the study area as well as
with adjacent urban settlements.

Traffic Volume (Average Daily Traffic – 16 hours)

The intensity of traffic at intersection locations is given in Table 3.5. It can be seen
that EE Highway – Teen Hath Naka handles the maximum daily traffic of
5,68,122PCUs (4,74,813 vehicles) followed by GB Road – Pokhran Road No 2 with
3,18,625 PCUs (2,68,974 vehicles) while the least daily traffic is observed on Old NH-
4 Retibhander with 64,108 PCUs (48,053 vehicles). The survey involved 15 minutes’
interval direction wise classified traffic volume counts for each movement at the
intersection-continuously for 16 hours (0600 hours to 2200 hours) on a typical
working day.

TABLE 3.5: DAILY TRAFFIC VOLUME AT INTERSECTION SURVEY LOCATIONS

S. No. Junction/Intersection Name Total Vehicles Total PCUs

1 GB Road – Hypercity junction 1,56,971 1,58,025
2 GB Road - Dmart 1,08,100 1,39,449
3 GB Road – Patlipada 58,800 80,556
4 GB Road – Manpada 87,245 1,03,081
5 GB Road- Tulsidham Junction 72,460 95,647
6 GB Road – Kapurbawdi 1,50,146 1,60,063
7 GB Road – Pokhran Road No 2 2,68,974 3,18,625
8 EE Highway – Teen Hath Naka 4,74,813 5,68,122

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S. No. Junction/Intersection Name Total Vehicles Total PCUs

9 EE Highway- Wagle Estate Road Junction 1,05,855 1,25,598
10 EE Highway - Cadbury Junction 1,01,905 1,35,166
11 GB Road – Majiwada 1,76,280 1,71,796
12 EE Highway – Saket Road Junction 1,40,528 1,66,285
13 Station Road – Uthalsar Naka 46,478 1,61,381
14 Kalwa Bridge Thane Side 1,97,131 2,56,946
15 Kalwa Bridge Kalwa side 1,00,159 1,35,400
16 Old NH-4 Retibhander 48,053 64,108
17 Old NH-4 Shilphata 1,08,929 1,40,178
18 Pokhran Road – Gladis Alwaris Marg Jn 1,64,824 2,14,376
19 Gladis Alwaris Marg – Hirandani Meadows Jn 1,18,272 1,56,119
20 Khopat Jn on old Agra Road 65,450 83,122
21 Jail Rd – Near Jail Lake 75,654 94,568
22 Wagle Estate Road No.22 49,568 1,32,041
23 Naupada Jn – Near Malhar Cinema 1,05,662 1,42,821
24 Pokhran Rd no – 1, Kores Junction 1,06,044 1,32,699
25 Saket Road Jn – On Old Agra Road 50,223 65,289
26 Mahapalika Bhavan Rd – on LBS Marg 49,568 1,32,041
Source: Primary Survey (CMP-2018)

Peak Hour Traffic Characteristics

The peak hour traffic characteristics and composition of total traffic at each
intersection is presented in Table 3.6. The maximum morning and evening peak
hour traffic varies at EE Highway – Teen Hath Naka with 59,653 PCUs to 4,552 PCUs
at Old NH-4 Retibhander. The maximum share of buses is observed to be 6.6 % at GB
Road – Hyper city junction while the share of slow modes varies from 0% (GB Road –
Dmart) to 3.4% (Pokhran Rd no – 1, Kores Junction). Goods vehicles comprise about
2.3% at Wagle Estate Road No.22 to 42% at GB Road – Kapurbawdi.

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TABLE 3.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS

Morning Peak Evening Peak
Total % of % of % of % of
S. No. Name of Intersection Total (PCU's)
(Nos.) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total
Traffic Traffic Traffic Traffic
1 GB Road – Hypercity junction 1,56,971 1,58,025 12,558 8% 14,696 9.30% 11,616 7.40% 12,326 7.80%
2 GB Road – Dmart 1,08,100 1,39,449 8,324 7.70% 11,714 8.40% 8,918 8.25% 11,853 8.50%
3 GB Road – Patlipada 58,800 80,556 5,527 9.40% 7,733 9.60% 4,057 6.90% 5,961 7.40%
4 GB Road – Manpada 87,245 1,03,081 7,241 8.30% 8,865 8.60% 6,456 7.40% 8,040 7.80%
5 GB Road- Tulsidham Junction 72,460 95,647 5,797 8% 8,034 8.40% 4,710 6.50% 6,600 6.90%
6 GB Road – Kapurbawdi 1,50,146 1,60,063 10,510 7% 11,845 7.40% 11,561 7.70% 12,805 8%
7 GB Road – Pokhran Road No 2 2,68,974 3,18,625 22,863 8.50% 27,720 8.70% 25,284 9.40% 30,907 9.70%
8 EE Highway – Teen Hath Naka 4,74,813 5,68,122 37,035 7.80% 46,586 8.20% 48,906 10.30% 59,653 10.50%
EE Highway- Wagle Estate Road
9 1,05,855 1,25,598 8,998 8.50% 10,927 8.70% 8,363 7.90% 10,425 8.30%
Junction
10 EE Highway - Cadbury Junction 1,01,905 1,35,166 9,477 9.30% 12,841 9.50% 8,764 8.60% 12,165 9%
11 GB Road – Majiwada 1,76,280 1,71,796 14,808 8.40% 15,462 9% 12,868 7.30% 13,056 7.60%
EE Highway – Saket Road
12 1,40,528 1,66,285 13,491 9.60% 16,629 10% 9,696 6.90% 12,305 7.40%
Junction
13 Station Road – Uthalsar Naka 46,478 1,61,381 4,648 10% 16,461 10.20% 3,904 8.40% 14,202 8.80%
14 Kalwa Bridge Thane Side 1,97,131 2,56,946 17,742 9% 23,896 9.30% 15,770 8% 21,583 8.40%
15 Kalwa Bridge Kalwa side 1,00,159 1,35,400 7,011 7% 10,290 7.60% 6,610 6.60% 9,478 7%
16 Old NH-4 Retibhander 48,053 64,108 3,316 6.90% 4,616 7.20% 3,268 6.80% 4,552 7.10%
17 Old NH-4 Shilphata 1,08,929 1,40,178 8,714 8% 11,635 8.30% 8,388 7.70% 11,495 8.20%
18 Pokhran Road – Gladis Alwaris 1,64,824 2,14,376 12,856 7.80% 17,364 8.10% 11,043 6.70% 15,221 7.10%

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Morning Peak Evening Peak

Total % of % of % of % of
S. No. Name of Intersection Total (PCU's)
(Nos.) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total
Traffic Traffic Traffic Traffic
Marg Jn
Gladis Alwaris Marg – Hirandani
19 1,18,272 1,56,119 9,935 8.40% 13,582 8.70% 10,881 9.20% 14,831 9.50%
Meadows Jn
20 Khopat Jn on old Agra Road 65,450 83,122 4,843 7.40% 6,400 7.70% 5,629 8.60% 7,481 9%
21 Jail Rd – Near Jail Lake 75,654 94,568 6,733 8.90% 8,700 9.20% 5,901 7.80% 7,755 8.20%
22 Wagle Estate Road No.22 49,568 1,32,041 4,659 9.40% 12,808 9.70% 4,164 8.40% 11,356 8.60%
Naupada Jn – Near Malhar
23 1,05,662 1,42,821 8,136 7.70% 11,569 8.10% 7,925 7.50% 11,426 8%
Cinema
Pokhran Rd no – 1, Kores
24 1,06,044 1,32,699 9,968 9.40% 13,137 9.90% 6,787 6.40% 9,156 6.90%
Junction
Saket Road Jn – On Old Agra
25 50,223 65,289 4,169 8.30% 5,615 8.60% 3,666 7.30% 5,027 7.70%
Road
Mahapalika Bhavan Rd – on LBS
26 49,568 1,32,041 3,965 8% 11,012 8.34% 4,070 8.21% 11,356 8.60%
Marg
Source: Primary Survey (CMP-2018)

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iii. Classified Traffic Volume Counts at Outer Cordon Survey

The classified traffic volume counts and origin destination surveys were carried out
at 7 outer cordon locations to know the intensity and trip making characteristics of
the traffic entering and leaving the study area.

Traffic Volume (Average Daily Traffic – 24 hours)

The traffic counts both in terms of numbers of vehicles and Passenger Car Units
(PCUs) have been computed for the total daily (24 hour) traffic at 7 Outer Cordon
locations (Table 3.7). It is observed that the traffic at different locations varies from
72,820 PCUs at Old Agra road, near Kasheli Bridge to 2,09,507 PCUs at Bhiwandi
Bypass Near Toll Naka on a normal working day.

TABLE 3.7: DAILY TRAFFIC VOLUME (24 HOURS) AT OUTER CORDON LOCATIONS
Grand Grand
S.
Location of Outer Cordon Total Total
No.
(No.s) (PCU's)
1 Thane Godbhunder Road near Octroi Naka 66,794 1,32,778
2 Old Agra road, near Kasheli Bridge 49,350 72,820
3 Bhiwandi Bypass Near Toll Naka 1,01,490 2,09,507
4 Mumbra Panvel road near bharat Gears 38,788 75,294
5 Thane Bealpur Road Near near TMC Octroi Naka 48,825 94,733
6 Eastern Expresshighway , Near Anand Nagar Checknaka 1,19,629 1,60,870
7 LBS Marg Mulund Checknaka 68,964 95,451
Source: Primary Survey (CMP-2018)

Peak Hour Traffic Characteristics

The peak hour traffic at the Outer cordon locations is presented in Table 3.8. The
morning peak hour volume varies from 6554 PCUs at Old Agra road, near Kasheli Bridge
to 23046 PCUs at Bhiwandi Bypass Near Toll Naka & evening peak hour volume varies
from 8010 PCUs at Old Agra road, near Kasheli Bridge to 20,951 PCU’s at Bhiwandi
Bypass Near Toll Naka.

It can be observed that peak hour peak directional traffic at Outer Cordon generally
varies from about 50.8% at Bhiwandi Bypass Near Toll Naka to 56.5% at Eastern
Expresshighway, Near Anand Nagar Checknaka. The details are presented in Table 3.8.

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TABLE 3.8: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON LOCATIONS
Name of Outer Cordon
Total Traffic Morning Peak Evening Peak Directional Distribution
Location
SN % of % of % of % of Peak
Off Peak
(Veh.) (PCU's) (Veh.) Total (PCU's) Total (Veh.) Total (PCU's) Total Direction
Direction %
Traffic Traffic Traffic Traffic %
Thane Godbhunder Road
1 66,794 1,32,778 7347 11% 13278 10% 9351 14% 15933 12% 52.6 47.4
near Octroi Naka
Old Agra road, near
2 49,350 72,820 4935 10% 6554 9% 5922 12% 8010 11% 51.5 48.5
Kasheli Bridge
Bhiwandi Bypass Near
3 1,01,490 2,09,507 9134 9% 23046 11% 11164 11% 20951 10% 50.8 49.2
Toll Naka
Mumbra Panvel road
4 38,788 75,294 4655 12% 9788 13% 4655 12% 9035 12% 53.5 47.5
near bharat Gears
Thane Bealpur Road Near
5 48,825 94,733 6347 13% 9473 10% 4394 9% 8526 9% 52.4 47.6
near TMC Octroi Naka
Eastern Expresshighway ,
6 Near Anand Nagar 1,19,629 1,60,870 13159 11% 19304 12% 19141 16% 20913 13% 56.5 43.5
Checknaka
LBS Marg Mulund
7 68,964 95,451 6896 10% 7636 8% 7586 11% 9545 10% 53.2 44.8
Checknaka
Source: Primary Survey (CMP-2018)

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3.1.5 Road Side Origin and Destination Interviews at Outer Cordon Locations

It is observed from Table 3.9 that the share of work and business purpose trips is
about 62.6%. The other purpose trips contribute to about 29.10% at outer cordon
location.

TABLE 3.9: DISTRIBUTION OF OUTER CORDONPASSENGERS BY TRIP PURPOSE

Trip Purpose
Mode Total
Work Business Education Social Others Tourist
Car 54.50% 5.75% 2.50% 5.20% 26.90% 5.20% 100%
2-Wheeler 54.60% 10.40% 2.40% 2.70% 29.90% - 100%
Auto 47.80% 14.80% 1.80% 4.90% 30.50% - 100%
Avg. 100
52.30% 10.32% 2.23% 4.27% 29.10% 5.20%
Composition %
Source: Primary Survey (CMP-2018)

It is observed from Table 3.10 that about 63% of passengers travel on daily basis, 7%
Weekly, 11% Monthly and 19% Occasionally.

TABLE 3.10: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRAVEL FREQUENCY

Mode Travel Frequency
Total
Daily Weekly Monthly Occasionally
Car 58.60% 2.40% 15.00% 23.90% 100%
2-Wheeler 61.20% 11.40% 12.60% 15.00% 100%
Auto 68.60% 7.20% 6.20% 18.00% 100%
Avg. Composition % 62.80% 7.00% 11.27% 18.97% 100
Source: Primary Survey (CMP-2018)

It is observed from Table 3.11 that travel time of about 35% of total passengers is
upto 30 minutes. About 64% of total passengers’ travel time ranges between 31-90
minutes and about 2% of total passengers’ travel time are found to be more than 90
minutes at outer cordon locations.

Distribution of Passengers by trip length is presented in Table 3.12. It is observed

that about 70% of passengers have trip length lessthan 20 Km.

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TABLE 3.11: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRAVEL TIME

Travel Time (In Mins.)
Mode <15 16-20 21-30 31-45 46-60 61-90 >90 Total
Car 0% 2% 24% 27% 22% 20% 5% 100%
2-Wheeler 0% 3% 29% 37% 23% 8% 0% 100%
Auto 0% 6% 39% 40% 13% 1% 1% 100%
Avg. Composition % 0.0% 4% 31% 35% 19% 10% 2% 100%
Source: Primary Survey (CMP-2018)

TABLE 3.12: DISTRIBUTION OF OUTER CORDON PASSENGERS BY TRIP LENGTH

Travel Distance (In Kms.)
Mode Total
<5 5-8 9-10 11-15 16-20 21-25 26-30 >30
Car 0% 2% 8% 16% 27% 22% 20% 5% 100%
2-Wheeler 0% 3% 12% 17% 37% 23% 8% 0% 100%
Auto 2% 6% 16% 22% 40% 13% 1% 0% 100%
Avg. Composition % 1% 4% 12% 18% 35% 19% 10% 2% 100
Source: Primary Survey (CMP-2018)

3.1.6 Willingness to Pay/Use Surveys

This section focused on the opinion of users with respect to various characteristics of
a new mass transit system in Nagpur. The respondents at various bus terminals, rail
terminals and airport were queried with regard to preference for the quantum of
extra fare they are willing to pay.

i. Willingness to Pay Survey at Rail Terminals

Opinion survey was carried out at rail terminals to obtain preference of commuters
about shifting to good and efficient public transport system. The respondents were
asked willingness to pay extra fare and time saving with respect to their existing
transport used. Table 3.13 presents willingness to shift to good public transport
system among other existing modes of transport to reach rail terminal. It is observed
that about 90% of passengers have willingness to shift to MRTS System.

TABLE 3.13: WILLINGNESS OF TO SHIFT TO MRTS FOR REACHING TERMINAL

Willingness Yes No Other Total
Rail Passengers Composition (%) 90% 7.9% 2.1% 100%
Source: Primary Survey (CMP-2018)

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The acceptable time saving in reaching rail terminal to shift to MRTS is presented in
Table 3.14. It indicates that 20% respondents would choose MRTS if the time saved is
upto 10 minutes. About 80% of passengers would choose MRTS if the time saved
ranges between 10-20 minutes.

TABLE 3.14: WILLINGNESS TO CHOOSE METRO FOR REACHING RAIL TERMINAL WITH
RESPECT TO TIME SAVINGS
Time Saved (minutes) <5 5-10 10-15 15-20 >20 Total
Rail Passengers
2% 18% 38% 42% 0 100
Composition (%)
Source: Primary Survey (CMP-2018)

The willingness to pay extra fare to reach rail terminal by MRTS System is presented
in Table 3.15. The result indicates that about 25% respondents want the existing fare
for new public transport as same as existing fare, 41% are willing to pay upto Rs.5 as
extra fare. About 34% are willing to pay in the range of Rs.6– Rs.20 as extra fare for
good MRTS system in comparison to existing fare.

TABLE 3.15: WILLINGNESS TO PAY EXTRA FARE FOR REACHING RAIL TERMINAL
Same as Extra as compared to Existing Mode Fare (Rs.)
Parameters Existing
Upto 2 3-5 6-10 11-12 13-15 >15 Total
Mode Fare
Rail Passengers
25% 8% 33% 19% 15% NA NA 100%
Composition (%)
Source: Primary Survey (CMP-2018)

i. Opinion, Willingness to Pay Survey at PT/IPT Stops

Opinion survey was carried out at PT/IPT stops to obtain preference of commuters about
shifting to MRTS system. The respondents were asked willingness to pay extra fare and
time saving with respect to their existing transport used. Table 3.16. presents willingness
to shift to good public transport system among other existing modes of transport. It is
observed that about 73% of surveyed passengers have willingness to shift to MRTS
System.

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TABLE 3.16: WILLINGNESS OF PT/IPT PASSENGERS TO SHIFT TO MRTS

Willingness Yes No Other Total
PT/IPT Passengers Composition (%) 72.5% 25% 2.5% 100%
Source: Primary Survey (CMP-2018)

The acceptable time saving to shift MRTS is presented in Table 3.17. It indicates that
about 20% respondents would choose metro if the time saved is less than or equals
to 10 minutes. 80% would choose metro if the time saved in ranging between 11-20
minutes. 0% would choose metro if the time saved is more than 20 minutes.

TABLE 3.17: WILLINGNESS TO CHOOSE METRO WITH RESPECT TO TIME SAVINGS

Time Saved (Min) <5 5-10 11-15 16-20 >20 Total
PT/IPT Passengers
2% 18% 38% 42% 0% 100%
Composition (%)
Source: Primary Survey (CMP-2018)

The willingness to pay extra fare for MRTS System is presented in Table 3.18. The
result indicates that 25% respondents want the existing fare for new public transport
as same as existing fare, about 41% are willing to pay upto Rs.5 as extra fare and
about 34% are willing to pay Rs.10 to Rs.12 as extra fare. Only about 0% of
respondents are showing their willingness to pay Rs.15 or more as extra fare for
MRTS system in comparison to existing fare.

TABLE 3.18: WILLINGNESS TO PAY EXTRA FARE FOR MRTS SYSTEM

Extra as compared to Existing PT/IPT
Same as Existing
Parameters Fare (Rs.) Total
PT/IPT Fare
2 5 10 12 15
PT/IPT
Passengers 25% 8% 33% 19% 15% 0% 100%
Composition (%)
Source: Primary Survey (CMP-2018)

3.1.7 Speed and Delay Survey

The speed and delay survey was conducted along the network using the running car
method during peak and off-peak periods. The results of the survey with respect to
the journey and running speed and delays are presented in the following paragraphs.

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i. Journey Speed
The journey speed characteristics during peak period are presented in Table 3.19. It
is observed that about 52% of the total road network has journey speed upto 20
kmph during peak hours. About 24% of surveyed network has journey speed
between 21-30 kmph and only 24% of road network has journey speed more than 30
kmph. Average Journey Speed during peak is observed to be 20 kmph.

TABLE 3.19: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED

S. No. Journey Speed (Kmph) Road Length (Km) Percentage (%)
1 <10 6.1 7.1 %
2 10--20 39.55 45.5 %
3 21-30 20.7 23.8%
4 > 30 20.5 23.6%
Total 86.85 100.00
Source: Primary Survey (CMP-2018)

ii. Running Speed

The distribution of road length by Peak hour running speed is given in Table 3.20. It
can be observed that about 70% of the road network has running speed less than 30
kmph during peak hours. Average running speed for peak is found as 30 Kmph.

TABLE 3.20: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED

S. No. Running Speed (Kmph) Road Length (Km) Percentage (%)
1 <=20 6.25 7.2
2 21-30 54.80 63.1
3 31-40 5.30 6.1
4 >40 20.5 23.6
Total 86.85 100.00
Source: Primary Survey (CMP-2018)

iii. Delays
The distribution of causes of delays & their duration during peak hours and off-peak
hours is presented in Table 3.21. The analysis of causes of delays reveal that the
delays are caused mostly by traffic signal which account for about 39% in the peak
hour, while traffic signal with congestion account for about 25%. Whereas in the off
peak period, traffic signal accounts for 49%.

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TABLE 3.21: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS
S. Peak Hour Off Peak Hour
Causes and Delays
No. No. of Points % No. of Points %
1 Traffic Signals 32 38.56 18 48.65
2 Traffic Congestion 29 34.94 11 29.73
3 Traffic Signal + Congestion Signal 21 25.30 8 21.62
4 Animal 1 1.20 0 0.00
Total 83 100 37 100.00
Source: Primary Survey (CMP-2018)

3.1.8 Parking Characteristics

The Parking surveys have been conducted at various locations at identified on-street
parking streches on major arterial and sub-arterial roads and at major existing off-
street parking lots in the study area for 12 hours (8 a.m. to 8 p.m.) on fair weather
working day.

i Parking Accumulation
The observed peak parking accumulation along the surveyed locations is presented in
Table 3.22. The Maximum peak hour parking accumulation was observed about 855
E.C.S. at Railadevi (Road No 22).

ii Parking Demand
The total parking demand at the surveyed locations is presented in Table 3.23. The
table indicates that parking demand is high at many locations. Many locations have
on street parking provisions which in turn reduces the effective carriageway width
and affects the smooth movement of the traffic. The total parking demand over the
day at the main parking stretches was observed to be about 7545 E.C.S. with
maximum demand of 550 E.C.S. being observed at Railadevi (Road No 22).

iii Parking Duration

The composition of parking demand by parking duration is presented in Table 3.24.
About 25.5% of cars are parked for short-term (0-60 min) 69% for medium-term (60-
120 min) and only 5.5 % for long-term (> 2hrs). Two-wheeler parking of about 32%,
66% and 2% for short-term, medium-term and long-term duration respectively.

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TABLE 3.22: PEAK HOUR PARKING ACCUMULATION

Equivalent
S.
Name of Location Side Peak Accumulation Car Parking Type
No
Spaces
Car Auto 2-W bus
a Railadevi
1 Wagle To ITI Both 220 70 95 14 362 parallel
2 Road No 16A Both 88 61 52 5 174.75 parallel
3 Road No 22 Both 327 406 447 0 855 Perpendicular
MTNL TO Lokmany Nagar
4 Both 24 59 259 0 197.75 parallel
Last Stop
5 Road No 21 Both 22 87 15 0 94.75 Perpendicular
6 Road No 25 Both 24 0 49 0 48.5 parallel
7 Road No 23 Both 11 0 40 0 31 parallel
8 Shree Nagar Both 169 22 48 0 209.5 Perpendicular
b Naupada
1 Ram Maruti Road Both 126 12 189 0 229.5 parallel
2 Sane Guruji Road Both 90 58 213 0 240 Perpendicular
3 Bajiprabhu Road Both 112 38 105 0 193 parallel
4 LBS Road Both 173 25 292 0 337.75 Perpendicular
5 Veer Savarkar Path Both 74 9 36 0 98.75 Perpendicular
6 Almeda Road Both 161 62 258 0 336.5 parallel
7 TMC Marg Both 141 35 252 0 293.25 Perpendicular
c Vartak Nagar
1 Pokharan Road No1 Both 289 151 398 18 655.25 parallel
2 Pokharan Road No2 Both 274 188 353 41 714.5 parallel
3 E.S.I.S Road Both 153 247 260 0 468.25 parallel
4 Tuslidham Road Both 75 5 57 21 170.25 parallel
d Majiwada
1 Majiwada Road Both 5 30 13 0 34 Perpendicular
2 Bhiwandi Road Both 64 67 19 31 216.75 parallel
3 Kolshet Road Both 166 59 208 37 425.25 Perpendicular
4 Bhranand Road Both 134 20 110 13 243 parallel
5 Hirananda-Ni Road Both 49 8 48 8 103 Perpendicular
6 Wagbil Road Both 97 19 92 4 169.25 Perpendicular
e Kalwa Prabhag
1 New Thane Belapur Road Both 9 13 15 0 26.25 Perpendicular
2 Juna Mumbai Pune Road Both 47 25 45 0 88.25 parallel
3 Juna Belapur Road Both 89 10 5 4 111 Perpendicular
4 Juna Mumbai Pune Road Both 231 34 217 27 446 parallel

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Equivalent
S.
Name of Location Side Peak Accumulation Car Parking Type
No
Spaces
Car Auto 2-W bus
f Uthalsar
Jambhalinaka To Civil
1 Hospital To Minatai Thakre Both 110 22 116 0 184.5 Perpendicular
Chowk
Nitin Co. To Khopat Rd To
2 Both 306 72 423 10 601.5 parallel
Golden Dyse Naka
Khopat Rd To Gavdevi
3 Both 95 65 165 0 226.25 Perpendicular
Chowk
Rutupark Nalla Bridge To
4 Both 118 4 201 0 221.5 Perpendicular
Golden Dyse Naka
Golden Dyse To Minatai
5 Thakre Chowk To Almieda Both 144 136 386 0 439 Perpendicular
Chowk
Dr.Babasaheb Ambedkar
6 Both 44 27 117 0 122.75 parallel
Road Bridge To Gaondevi
Khopat Rd To Singnagar To
7 Both 134 34 244 0 281.5 Perpendicular
TMC Office
Panchganga To Nalla
8 Both 36 64 141 0 154.5 parallel
Culvert To Saket Road
Holly Cross To Bape House
9 Both 62 55 122 0 164.25 Perpendicular
To Shrirange Police Chowki
Source: Primary Survey (CMP-2018)

TABLE 3.23: PARKING DEMAND

Parking
S. No Name of Location Car 2-Whlr
Demand (ECS)
a Railadevi
1 Wagle To ITI 220 95 267.5
2 Road No 16a 88 52 114
3 Road No 22 327 447 550.5
4 MTNL To Lokmany Nagar Last Stop 24 259 153.5
5 Road No 21 22 15 29.5
6 Road No 25 24 49 48.5
7 Road No 23 11 40 31
8 Shree Nagar 169 48 193
b Naupada
1 Ram Maruti Road 126 189 220.5

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Parking
S. No Name of Location Car 2-Whlr
Demand (ECS)
2 Sane Guruji Road 90 213 196.5
3 Bajiprabhu Road 112 105 164.5
4 LBS Road 173 292 319
5 Veer Savarkar Path 74 36 92
6 Almeda Road 161 258 290
7 TMC Marg 141 252 267
c Vartak Nagar
1 Pokharan Road No1 289 398 488
2 Pokharan Road No2 274 353 450.5
3 E.S.I.S Road 153 260 283
4 Tuslidham Road 75 57 103.5
d Majiwada
1 Majiwada Road 5 13 11.5
2 Bhiwandi Road 64 19 73.5
3 Kolshet Road 166 208 270
4 Bhranand Road 134 110 189
5 Hirananda-Ni Road 49 48 73
6 Wagbil Road 97 92 143
e Kalwa Prabhag
1 New Thane Belapur Road 9 15 16.5
2 Juna Mumbai Pune Road 47 45 69.5
3 Juna Belapur Road 89 5 91.5
4 Juna Mumbai Pune Road 231 217 339.5
f Uthalsar
Jambhalinaka To Civil Hospital To Minatai Thakre
1 110 116 168
Chowk
2 Nitin Co. To Khopat Rd To Golden Dyse Naka 306 423 517.5
3 Khopat Rd To Gavdevi Chowk 95 165 177.5
4 Rutupark Nalla Bridge To Golden Dyse Naka 118 201 218.5
Golden Dyse To Minatai Thakre Chowk To
5 144 386 337
Almieda Chowk
Dr.Babasaheb Ambedkar Road Bridge To
6 44 117 102.5
Gaondevi
7 Khopat Rd To Singnagar To Tmc Office 134 244 256
8 Panchganga To Nalla Culvert To Saket Road 36 141 106.5
Holly Cross To Bape House To Shrirange Police
9 62 122 123
Chowki
Total 7545
Source: Primary Survey (CMP-2018)

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TABLE 3.24: PARKING DURATION

Duration (Hours)
S. Name of
Mode 0-30 30-60 60-90 90-120 2-4 4-6 6-8 Total
No Location Total Total >8 (hrs)
(min) (min) (min) (min) (Hrs) (hrs) (hrs)
Car 71 150 221 398 840 27 18 0 45 0 885
Railadev
% 8% 17% 25% 45% 3% 2% 0% 0% 100%
1 i
2-W 151 221 281 342 995 10 0 0 10 0 1005
Prabhag
% 15% 22% 28% 34% 1% 0% 0% 0% 100%
Car 88 158 193 368 807 53 18 0 71 0 877
Naupad
% 10% 18% 22% 42% 6% 2% 0% 0% 100%
2 a
2-W 188 269 350 498 1305 40 0 0 40 0 1345
Prabhag
% 14% 20% 26% 37% 3% 0% 0% 0% 100%
Car 79 111 182 356 728 40 24 0 64 0 791
Vartak
% 10% 14% 23% 45% 5% 3% 0% 0% 100%
3 Nagar
2-W 150 192 320 395 1057 11 0 0 11 0 1068
Prabhag
% 14% 18% 30% 37% 1% 0% 0% 0% 100%
Car 52 82 139 237 510 5 0 0 5 0 515
Majiwad
% 10% 16% 27% 46% 1% 0% 0% 0% 100%
4 a
2-W 59 83 113 225 480 5 5 0 10 0 490
Prabhag
% 12% 17% 23% 46% 1% 1% 0% 0% 100%
Car 30 64 105 165 364 11 0 0 11 0 376
Kalwa % 8% 17% 28% 44% 3% 0% 0% 0% 100%
5
Prabhag 2-W 31 51 68 116 266 11 6 0 17 0 282
% 11% 18% 24% 41% 4% 2% 0% 0% 100%
Uthalsar Car 94 178 273 451 996 31 21 0 52 0 1049
6
Prabhag % 9% 17% 26% 43% 3% 2% 0% 0% 100%

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Duration (Hours)
S. Name of
Mode 0-30 30-60 60-90 90-120 2-4 4-6 6-8 Total
No Location Total Total >8 (hrs)
(min) (min) (min) (min) (Hrs) (hrs) (hrs)
2-W 211 364 479 843 1897 19 0 0 19 0 1915
% 11% 19% 25% 44% 1% 0% 0% 0% 100%
Car 414 743 1113 1975 4245 167 81 0 248 0 4493
Total Cars
% 9.21% 16.54% 24.77% 43.96% 94.48% 3.72% 1.80% 0.00% 5.52% 0.00%
Total Two 2-W 790 1180 1611 2419 6000 96 11 0 107 0 6107
wheelers % 12.94% 19.32% 26.38% 39.61% 98.25% 1.57% 0.18% 0.00% 1.75% 0.00%
Total Car & 1204 1923 2724 4394 10245 263 92 0 355 0 10600
Two Wheelers % 11.36% 18.14% 25.70% 41.45% 96.65% 2.48% 0.87% 0.00% 3.35% 0.00%
Source: Primary Survey (CMP-2018)

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3.1.9 Public Transport & IPT Characteristics

The following public transport surveys were conducted as part of the study:

➢ Bus Passenger Survey

➢ Rail Passenger Survey
➢ PT/IPT Passenger Survey

The data collected through the field surveys have been analysed to assess the
various public transport characteristics of commuters for different modes.

i. Bus Terminal Characteristics

A total of 5 Bus terminals were selected to conduct in-out, Origin-Destination and

willingness to pay surveys within study area. It is observed from Table 3.25 that
SATIS Thane West caters to the maximum number of passengers with 61,949
Boarding & 50,684 Alighting.

Distribution of passenger trips by purpose is presented in Table 3.26. It is observed

that work trips contribute about 82% of total trips. The share of other trips which
include Education, Social contributes to about 10%.

TABLE 3.25: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS

Peak
S. Total Total Peak
Name of Bus Total Hour Peak
N Boardi Alighti Peak Time Hour
Terminal B+A Boardin Hour B+A
o. ng ng Alighting
g
SATIS Thane 19.00 to
1 61,949 50,684 1,12,633 14,554 11,908 26,462
West 20.00
Lokmanya
2 7,880 6,446 14,326 9.00 to 10.00 1,851 1,515 3,366
Nagar
Thane Station 19.00 to
3 8,256 6,754 15,010 1,939 1,586 3,525
East 20.00
4 Wagle Aagar 11,015 9,012 20,027 9.00 to 10.00 2,589 2,119 4,708
5 Chendani 9,636 7,883 17,519 9.00 to 10.00 2,263 1,851 4,114
Source: Primary Survey (CMP-2018)

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TABLE 3.26: DISTRIBUTION OF BUS PASSENGERS BY TRIP PURPOSE

Trip Purpose Service Business Education Social Others Total
Bus Passengers Composition 68% 14% 8% 2% 8% 100%
(%)
Source: Primary Survey (CMP-2018)

ii. Rail Passengers Characteristics

A total of 4 Rail terminals were selected to conduct terminal survey spread over the
entire study area. It is observed from Table 3.27 that Thane railway station caters to
the maximum number of passengers with 3,08,633 boarding & 3,04,004 alighting.

It is observed from Table 3.28 that share of other purpose trips is about 11% and
trips for service and business purpose together contributes to about 83%.
Educational trips are about 5% followed by social trips which contribute to about 1%.
Distribution of passenger trips by purpose.

TABLE 3.27: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS

S. Name of Peak Peak
Total Total Peak Hour
No Railway Total B+A Peak Time Hour Hour
Boarding Alighting Boarding
. Station Alighting B+A
1 Thane 3,08,633 3,04,004 6,12,637 8.30 to 9.30 47,124 46,417 93,541
2 Kalwa 93,346 89,685 1,83,031 8.30 to 9.30 14,002 13,453 27,455
3 Mumbra 1,03,434 99,377 2,02,811 8.30 to 9.30 15,515 14,907 30,422
4 Diva 1,25,443 1,20,524 2,45,967 8.30 to 9.30 18,816 18,079 36,895
Source: Primary Survey (CMP-2018)

TABLE 3.28: DISTRIBUTION OF RAIL PASSENGERS BY TRIP PURPOSE

Trip Purpose Service Business Education Social Others Total
Rail Passengers Composition (%) 71% 12% 5% 1% 11% 100%
Source: Primary Survey (CMP-2018)

3.2 SOCIO- ECONOMIC CHARACTERISTICS

The household travel survey has been conducted to bring out socio-economic and
travel characteristics of the study area like household size, income, and vehicle
ownership, per capita trip rates for various purposes viz. Work, education and other

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trips, expenditure on transport, modal split and origin-destination characteristics. To

ensure that the sample was representative, the households interviewed during the
survey were distributed throughout the study area in the same proportion as the
distribution of population.

About 5000 household surveys were interviewed in the study area representing 95 traffic
zones. A random sampling technique was used to identify the sample. Further, care
was taken that the representative households of all socio-economic strata i.e. High
Income Groups (HIG), Middle Income Groups (MIG) and Lower Income Groups (LIG)
were covered in the sample.

3.2.1 Socio Economic Characteristics

i. Household Size
The distribution of households by size is presented in Table 3.29. It can be observed
that about 53% of the households fall under the category of to 3-4 persons per
household and about 19% of household’s falls under category of 5-6 persons’ group.

TABLE 3. 29: DISTRIBUTION OF HOUSEHOLDS BY SIZE

S. No. Household by Size Number of Households Percentage (%)
1 Upto 2 1,050 21%
2 3-4 2,668 53.36%
3 5-6 927 18.54%
4 7-8 265 5.3%
5 >8 90 1.8%
Total 5,000 100.00%
Source: Primary Survey (CMP-2018)

ii. Occupation
The occupational structure of the surveyed household members is presented in
Table 3.30. It is observed that about 54% samples are non-workers comprising of
students, housewives, retired and unemployed people. About 12% are engaged in
business sector. Among the service class, majorly about 23% are in private sector
and about 9% in government services.

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TABLE 3.30: DISTRIBUTION OF HOUSEHOLD MEMBERS BY OCCUPATION

S. No. of Sampled Percentage
Occupation
No. Household Members (%)
1 Govt. Service 1,946 9.20%
2 Pvt. Service 4,814 22.76%
3 Business 2,612 12.35%
4 Student 5,076 24.00%
5 House Wife 4,429 20.94%
6 Retired 825 3.90%
7 Unemployed 1,005 4.75%
8 Others 444 2.10%
Total 21,150 100.00%
Source: Primary Survey (CMP-2018)

iii. Monthly Household Income

The average monthly household income in the study area is about Rs. 26,300. Table
3.31 presents the distribution of Households by monthly income. It is observed that
about 46% of the households earn Rs.5000 to Rs. 20,000. About 44% between
Rs.20,00 to Rs. 50,000. A small percentage of about 2% households are earning even
less than or equal to Rs.5000 per month. Only, about 7% of the households has
monthly income more than Rs. 50,000.

TABLE 3.31: DISTRIBUTION OF HOUSEHOLDS BY MONTHLY INCOME

S. No. Income Group (Rs.) No. of Households Percentage
1 <5000 128 2.57
2 5000-10000 220 4.40
3 10000-15000 1,000 20.0
4 15000-20000 1,100 22.0
5 20000-25000 1,101 22.01
6 25000-50000 1,103 22.05
7 >50000 348 6.97
Total 5,000 100.00
Source: Primary Survey (CMP-2018)

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3.2.2 Travel Characteristics

i. Per Capita Trip Rate

The total daily trips, as derived from the household survey, in the study area is about
30.6 lakh. Distribution of trips according to mode of travel is given in Table 3.32.
About 68% of these are vehicular trips while 32% are walk trips. Per capita trip rate
including walk is 1.48, excluding walk is 1.01 and for motorised trips is 1.01.

TABLE 3.32: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE (INCLUDING WALK)

Mode No. of Trips Percentage
Car 68,704 2.24%
2- Wlrs 1,70,719 5.58%
Auto 1,74,883 5.71%
Vehicular Trips
Bus 4,97,584 16.25%
Cycle 2,082 0.07%
Train 11,67,968 38.15%
Walk Trips Walk 9,79,736 32.00%
Total Trips 30,61,676 100.00%
PCTR Including Walk 1.48
Total Trip without walk 20,81,939
PCTR Excluding Walk 1.01
Total Motorised Trip 20,79,858
PCTR Motorised 1.01
Source: Primary Survey (CMP-2018)

ii. Trip Purpose

Purpose wise distribution of daily vehicular and walk trips is presented in Table 3.33.
It is observed that about 35% vehicular and 19% walk trips have been performed
daily for work and business purpose. Among the Education trips, 26% are vehicular
and 8% are walk trips.

The detailed distribution is presented in Table 3.34. Among the total trips,
government and private work trips account for about 40%, education about 34%,
business trips for about 14%, shopping trips about 3.5% and others account for about
7%.

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TABLE 3.33: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE

S. Vehicle Trips Walk Trips Total Trips
Trip Purpose
No. Trips % Trips % By Purpose
1 Work 8,26,652 27% 3,98,018 13% 11,17,512
2 Business 2,44,934 8% 1,83,701 6% 7,85,278
3 Education 7,96,036 26% 2,44,934 8% 10,87,309
4 Others 2,14,317 7% 1,53,084 5% 30,203
Total 28,08,881 68% 9,79,736 32% 30,61,676
Source: Primary Survey (CMP-2018)

TABLE 3.34: DISTRIBUTION OF TRIPS BY PURPOSE

S. Onward Trips Return Trips Total
Trip Purpose
No. Trips % Trips % Trips %
1 Govt. Service 1,85,538 6.06% 1,81,864 5.94% 3,67,401 12.00%
2 Pvt. Service 4,37,207 14.28% 4,20,062 13.72% 8,57,269 28.00%
3 Business 2,25,033 7.35% 2,03,601 6.65% 4,28,635 14.00%
4 Education 5,20,485 17.00% 5,20,485 17.00% 10,40,970 34.00%
5 Shopping 53,579 1.75% 53,579 1.75% 1,07,159 3.50%
6 Medical 19,135 0.63% 19,135 0.63% 38,271 1.25%
7 Social / Others 1,22,084 3.99% 99,887 3.26% 2,21,971 7.25%
Total 15,63,062 14,98,614 30,61,676 100%
Source: Primary Survey (CMP-2018)

iii. Trip Length

Table 3.35 represent the detailed distribution of trips by the distance covered for
each mode. It is observed that an average trip length of 1.1km is being covered up by
walk. Cars travel an average trip length of 12.5 km, two wheelers 7.65 km while Auto
rickshaws and cycles covers average trip distance of 7.15 km and 5.3 km respectively.

TABLE 3.35: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE

Mode of Trip Length (In Kms.) Avg. trip
Total
Travel 0-5 5-10 10-15 15-20 20-25 25-30 30-35 length
Car 41% 16% 18% 11% 7% 5% 2% 100% 12.50

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Two
72% 14% 7% 4% 2% 1% - 100% 7.65
Wheeler
Auto
69% 23% 5% 2% 1% - - 100% 7.15
Rickshaw
Bus 53% 21% 11% 8% 4% 1% 2% 100% 10.00
Cycles 94% 6% 0% - - - - 100% 5.30
Train 10% 13% 19% 18% 13% 16% 11% 100% 17.65
Walk 100% 0% - - - - - 100% 1.10
Source: Primary Survey (CMP-2018)

3.3 TRAVEL DEMAND ANALYSIS

3.3.1 APPROACH
The following steps are involved in traffic demand analysis towards estimation of
ridership on public transit system:

Preparation of Database: Involves collection of secondary data (studies done

earlier, census data, master plan, land use parameters etc) and primary surveys
(traffic and travel surveys).

Development of Transport Demand Models: The process consists of development

of formulae (or models) enabling forecast of travel demand.

Estimation of Land Use Parameters: Land use parameters (viz., population,

employment) are estimated for the horizon years in order to assess the future
travel demand.

Formulation & Evaluation of Public Transit Networks: The alignments for public
transit corridor are identified and passenger loading on this alignment estimated
along with the engineering feasibility.

Detailed traffic & travel studies and transport demand forecasting have been
carried out by Maha Metro as part of the assignment to establish the existing and
future transport demand in the study area. The same data and travel demand
estimates has been used for this assignment and presented in subsequent

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paragraphs.

The travel demand assessment in urban environment is a complex exercise

involving a large number of parameters and warrants the development of a
transport model.

The transportation modeling process consists of development of formulae (or

models), enabling forecast of travel demand, and development of alternative
strategies for handling this demand. It is not just one model, but a series of inter-
linked and inter-related models of varying levels of complexity, dealing with
different facts of travel demand. Through these models, the transportation study
process as a whole is checked and calibrated before it is used for future travel
predictions.

The standard 4 stage Urban Transport Planning System model consists of:
• Trip Generation and Attraction Sub Model
• Trip Distribution Sub Model
• Modal Split Sub Model
• Assignment Sub Model

The parameters involved in the model development are population, employment and
transport systems (with their accessibility, speed & capacity) of the study area. A
commuter decides on his/ her selection of travel mode considering a number of
parameters including accessibility of travel mode from the house, total travel time,
total cost of travel, convenience/ comfort of travel and cost/ convenience for
reaching the destination at the other end of the main journey. The commuter
evaluates the merits and demerits of all possible alternative modes and their
combinations before deciding on the final selection of travel mode(s).

Transport demand is a function of landuse and the growth of demand in various

years vary depending upon the interrelationship of various landuse and traffic
intensity in future years. Some of the major inputs to an urban transport demand
model are:

• Delineation of study area into smaller traffic zones

• Population (existing and proposed at traffic zone level)

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• Employment (existing and proposed at traffic zone level)

• Transport network and system (alongwith their respective carrying capacity
and speed of each type of network/ system)
• Speed and frequency of operation of the proposed System.
• Intermodal integration facilities available and time required for passengers
to interchange from one mode to another. This will also include the walking
time required to access a particular System.

3.3.2 Trip Generation

The analysis and the model building phase starts with the step commonly known as
Trip Generation. This is the term used in the transportation planning process to
estimate the number of trip ends in a given area (i.e., how much travel; for example
either from homes or workplaces). The objective of the trip generation stage is to
understand the reasons behind the trip making behavior and to produce
mathematical relationships to synthesize the trip making behavior and to analyze the
trip making pattern on the basis of observed trips, land use data and the household
characteristics.

For this study:-

All the existing trips on the project stretch have been considered for the base year.
This is arrived through the Household Survey (travel diary), Volume count survey and
Road side interview conducted in the study area. All the proposed developments and
their scale of developments have been captured to estimate future trip generations
within the study area.

Trips are usually divided into two types i.e. home-based and non-home based trips.
Home-based trips are those having one end of the trip either origin or destination at
home, of the persons making the trip, The home based trips are further classified as
home based work trips, home based education trips and Home based other trips.
Non home based trips are those having neither end at home of the person making
the trip.

The base year planning variables and Trip generated are presented in Table 3.36.

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TABLE 3.36: BASE YEAR PLANNING VARIABLE AND TRIPS GENERATED

Base Year (2017) Planning Variables
Population (2017) 20,68,700
Employment (2017) 5,15,364

Trips Produced in Base Year (2017)

Home Based Work (HBW) 19,02,790
Home Based Education (HBE) 10,87,309
Home Based Others (HBO) 30,203
Source: CMP-2018

Based on the correlation between the Planning Variables and the trips produced,
the trip production and attraction equations are developed and the regression
exercise showed a good correlation between planning variables and trip generated.

3.3.3 Trip Distribution

Second stage is Trip distribution or interchange. In this stage the spatial
interchange of trips is modelled (from where to where). Trip distribution modeling
is done based on the observed travel pattern which was analyzed from the OD
survey and passenger survey. OD matrix for the entire horizon year was developed
at this stage.

The base year (2017) Productions and Attractions obtained from the corrected O-
D matrices, skim matrices from network and the calibrated function parameters
were used to generate synthetic matrices. The Trip length distributions from
Observed/Corrected and Synthetic O-D matrices were calculated (Table 3.37).

TABLE 3.37: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE

Trip Length (In Kms.) Avg. trip
Mode of Travel Total
0-5 5-10 10-15 15-20 20-25 25-30 30-35 length
Car 41% 16% 18% 11% 7% 5% 2% 100% 12.50
Two Wheeler 72% 14% 7% 4% 2% 1% - 100% 7.65
Auto Rickshaw 69% 23% 5% 2% 1% - - 100% 7.15
Bus 53% 21% 11% 8% 4% 1% 2% 100% 10.00
Cycles 94% 6% 0% - - - - 100% 5.30
Train 10% 13% 19% 18% 13% 16% 11% 100% 17.65
Walk 100% 0% - - - - - 100% 1.10
Source: CMP-2018

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3.3.4 Modal Split

Third stage is related to modal split (which modes are used). This depends upon the
observed relationship between modes used in relation to personal characteristics,
trip characteristics and mode characteristics.

• For base year model, the existing Modal share (as derived in Household Survey)
has been used.

• For horizon year models, the modal share as derived from ‘willingness to pay and
shift’, PT & IPT Stated Preference Surveys etc. have been used (Table 3.38).

TABLE 3.38:: TRIPS AND MODAL SPLIT FOR BASE YEAR (2017)
S. Vehicle Trips Walk Trips Total Trips By
Trip Purpose
No. Trips % Trips % Purpose
1 Work 8,26,652 27% 3,98,018 13% 11,17,512
2 Business 2,44,934 8% 1,83,701 6% 7,85,278
3 Education 7,96,036 26% 2,44,934 8% 10,87,309
4 Others 2,14,317 7% 1,53,084 5% 30,203
Total 28,08,881 9,79,736 30,61,676
Source: CMP-2018

3.3.5 Traffic Assignment

The test corridor was coded in the VISUM (Version 14) model with the network
attributes as captured through road inventory surveys and traffic and transit details
from primary and secondary sources. The traffic volume originating from every zone
in the network in terms of PCUs are given as per the site survey. The other properties
such as free flow speed, vehicular speeds, permitted network speeds, lane capacities
etc were provided.

The calibrated model is validated by comparison of field results and model output
results. The ‘Multi criterion’ approach was followed for model validation. The zone to
zone travel time at aggregate level were analyzed in all the trials till the error of
below 5% is achieved. The second criterion was traffic concentration at roads,
quantitatively measured by flow at the mid blocks. This was validated by comparison
of model outputs and field survey outputs (traffic volume survey at mid blocks).

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3.3.6 Establishing Base Year Travel Pattern

As explained earlier, the travel pattern in the form of mode wise OD matrices were
obtained following the process described. The sources used for arriving at the base
year OD pattern are the home interview survey, cordon OD survey, screen line
traffic volume counts and occupancies. The mode wise OD matrices obtained from
these primary sources were then validated by assigning them on to the respective
networks and comparing the assigned and observed flows from ground counts. As
the cordon surveys give only the external commercial vehicle trips, the internal
commercial vehicle trips have been estimated from link counts using standard
matrix estimation procedure. Highway and public transport networks were coded
in transportation planning software package. The details of the assignment
procedure are discussed in the following section.

3.3.7 Highway And Public Transport Assignment

Peak hour public transport passenger matrix, which includes trips made by bus,
Intermediate Public Transport (IPT) and train, was assigned on to the public
transport network. Public transport network is prepared by coding all the bus and
IPT routes on the road network. In addition, the public transport network consists
of all the existing rail links with the suburban train route coded on the rail links. All
the zone centroids were connected to the nearest road nodes by walk links. Road
to rail node walk connections were also given appropriately.

Highway assignment has been carried out for peak hour, preloading the highway
network with peak hour public transport flows. The peak hour public transport
passenger trips were converted into PCUs by using appropriate PCU-passenger
ratios. These peak-hour public transport (bus and IPT) flows in terms of PCUs were
preloaded on to the highway network before loading the two-wheeler and car O-D
matrices. The passenger matrices of car and two-wheeler were converted into peak
hour PCU units by using appropriate K factors (proportion of daily flow occurring
during peak hour) and passenger-PCU conversion factors based on observed
occupancies. An equilibrium procedure based on generalized cost was used in
loading these car and two-wheeler matrices. The Commercial Vehicle (CV) trips
were taken as preloads on highway network.

The assignment of PT and private vehicle trips were done iteratively till an overall
equilibrium was reached between PT and highway networks. After every step of
this equilibrium assignment, the observed and assigned flows were compared and

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the matrices were adjusted if required using O-D Matrix estimation procedure.

3.3.8 Validation of Base Year (2018) Travel Demand

For validation travel demand estimated for the Base Year (2017), Cordon Line
locations and Screen Line locations identified for the Thane study area have been
considered as analysis of flows within Thane area is more relevant in the present
study.

Classified traffic count survey, occupancy survey and OD surveys were carried out
at 7 cordon locations for 24 hours. Classified count surveys were carried out at 14
screen line locations for 16 hours.

It can be inferred in case of cordon line and screen line locations that, location wise
the error is within acceptable range indicating the ability of the travel demand
estimates to represent the observed travel pattern.

3.4 DEVELOPMENT OF TRANSPORT DEMAND MODEL

Using the planning variables and validated total O-D matrix for base year (2018), trip
end models are calibrated for total internal passenger travel. A single gravity model is
calibrated using the validated trip ends and skims (generalized cost) obtained from
assignment process as the seed values. The revised skims obtained after successive
modal split and traffic assignments will be used to calibrate the gravity model.

3.4.1. Horizon Year Travel Demand Forecasts

The developed Travel Demand Model is used to forecast the Horizon Year loadings
on each mode on all the links. Future forecasts would be done for the Horizon years
2029, 2035 and 2045. Planning variables would be predicted for Horizon years based
on demographics and also with inputs from respective planning agencies.

3.4.2. Forecast Of Planning Parameters

Estimation of planning parameters is one of the important aspects of traffic demand
modelling exercise. Planning parameters include population and employment of the
study area. The Landuse parameters have been taken into account while projecting
the future years' population and employment. The estimation is done for both base
year and horizon years.

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3.4.3. Population – Trends and Forecast

The population in the study area in the base year 2017 is 20.68 lakh. Accordingly, the
population in the study area for the horizon years 2029, 2035 and 2045 is presented
in Table 3.39.

TABLE 3.39: FORECASTED POPULATION OF STUDY AREA FOR HORIZON YEARS

Year Forecasted Population (lakh)
2029 27.34
2035 34.99
2045 39.45
Source: Comprehensive Mobility Plan, 2018

The distribution of population in horizon years amongst various traffic zones would
be based on land use and population density as derived from Master Plan.

3.4.4. Employment – Trends and Forecast

WFPR as observed in the base year 2017 is 25%. The employment for year 2011 has
been worked out from the census data figures and has been extrapolated to obtain
base year 2017 employment figures. Keeping in view the economic profile of the
study area. It has been estimated that 15.99 lakh workers would comprise the
workforce in the study area by 2045. Table 3.40 shows the growth trend in
employment in the study area. Table 3.41 gives the forecasted population and
employment for the horizon years.

TABLE 3.40: WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS
Year Workers (Lakh) WFPR (%)
2029 7.60 28
2035 12.43 36
2045 15.99 41
Source: Comprehensive Mobility Plan, 2018

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TABLE 3.41: ZONEWISE FORECASTED POPULATION AND EMPLOYMENT FOR HORIZON

YEARS
TAZ No Population Employment
2025 2035 2045 2025 2035 2045
1201 133904 218115 293128 11991 19532 42168
1202 179879 293004 393772 28649 46665 100747
1203 30701 50009 67208 3951 6435 13893
1204 36573 59573 80061 2402 3913 8448
1205 51739 84277 113261 2300 3746 8087
1206 25660 41798 56173 2196 3577 7722
1207 24996 40716 54719 2014 3280 7081
1208 23652 38527 51777 2014 3280 7081
1209 52999 61508 71382 12736 14350 16168
1210 75916 88103 102247 9851 11099 12506
1211 11916 16014 16014 1773 3828 4853
1212 20139 27065 27065 2221 4795 6079
1213 21553 28965 28965 6421 13862 17572
1214 131355 176530 176530 24844 53637 67993
1215 180125 242073 242073 39086 84384 106970
1216 91375 122800 122800 26284 56746 71934
1217 90787 122010 122010 17121 36963 46856
1218 25667 34495 34495 4470 9650 12232
1219 19417 26094 26094 3008 6495 8233
1220 18561 24944 24944 1503 3246 4115
1221 30763 41342 41342 9560 20639 26163
1222 33199 38529 44714 7586 8547 9630
1223 24753 28727 33339 6635 7476 8423
1224 9935 9935 9935 3256 3256 3256
1225 9549 9549 9549 2589 2589 2589
1226 7081 7081 7081 2125 2125 2125
1227 6456 6456 6456 2036 2036 2036
1228 5475 5475 5475 3072 3072 3072
1229 10867 10867 10867 10035 10035 10035
1230 6932 6932 6932 2088 2088 2088
1231 46602 54083 54083 16017 34580 43835
1232 11147 12936 12936 5825 12575 15941

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TAZ No Population Employment

2025 2035 2045 2025 2035 2045
1233 13169 15283 15283 3904 8428 10684
1234 20391 23664 23664 22290 48123 61003
1235 11331 13150 13150 3016 6511 8254
1236 13800 16016 16016 1883 4066 5154
1237 7645 8872 8872 2656 5735 7270
1238 8683 10077 10077 2728 5891 7467
1239 49343 57265 57265 7652 16520 20941
1240 13828 16047 16047 3482 7517 9529
1241 16098 18683 18683 18948 40908 51858
1242 40527 47033 47033 18269 39441 49997
1243 48782 56614 65703 9859 12497 15842
1244 73955 85828 99607 16369 20750 26304
1245 36754 49395 57325 6414 8130 10306
1246 18622 25026 29044 4967 6296 7982
1247 67740 91037 105652 24821 31464 39886
1248 21913 29450 34178 3040 3853 4884
1249 6654 6654 6654 2070 2070 2070
1250 10899 10899 10899 4718 4718 4718
1251 7096 7096 7096 1871 1871 1871
1252 22209 22209 22209 4074 4074 4074
1253 36172 41979 48718 4844 5457 6149
1254 29129 33805 39232 13117 14779 16651
1255 88173 102329 118757 21448 24165 27227
1256 31524 36585 42459 3932 4430 4991
1257 26035 30215 35065 5456 6148 6926
1258 9025 9025 9025 5181 5181 5181
1259 6091 6091 6091 4733 4733 4733
1260 6091 6091 6091 2588 2588 2588
1261 33307 33307 33307 17997 17997 17997
1262 38146 44270 44270 14914 32197 40815
1263 11216 13017 13017 3748 8091 10257
1264 12331 14311 14311 35977 77672 98461
1265 10962 12722 12722 4909 10598 13434

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TAZ No Population Employment

2025 2035 2045 2025 2035 2045
1266 29076 33743 33743 10731 23168 29369
1267 8558 9932 9932 7582 16369 20751
1268 18344 21289 21289 24668 53257 67511
1269 26834 31142 36141 4266 5408 6855
1270 8974 10415 12087 2227 2823 3578
1271 9033 10483 12166 2296 2911 3690
1272 14926 17322 20103 7706 9769 12384
1273 7289 8459 9817 2164 2743 3477
1274 47212 54792 63588 2710 3435 4355
1275 27726 32178 37343 6777 8591 10891
1276 22968 22968 22968 13334 13334 13334
1277 10517 10517 10517 2718 2718 2718
1278 27777 27777 27777 12383 12383 12383
1279 7360 7360 7360 3870 3870 3870
1280 8515 8515 8515 3715 3715 3715
1281 4011 4011 4011 13514 13514 13514
1282 6711 6711 6711 3086 3086 3086
1283 5838 5838 5838 2387 2387 2387
1284 7541 7541 7541 3761 3761 3761
1285 25975 30145 30145 7513 16220 20562
1286 22211 25777 29916 7094 8993 11400
1287 8738 10141 11769 2163 2741 3475
1288 6346 6346 6346 2506 2506 2506
1289 9736 9736 9736 4775 4775 4775
1290 7542 7542 7542 1351 1351 1351
1291 8929 8929 8929 2994 2994 2994
1292 5869 5869 5869 2394 2394 2394
1293 6869 6869 6869 3316 3316 3316
1294 26881 26881 26881 15839 15839 15839
1295 8122 8122 8122 2961 2961 2961
Total 2733739 3499924 3944520 760335 1242733 1598635
Source: Comprehensive Mobility Plan for Thane, 2018

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3.5 PROPOSED THANE MRTS CORRIDOR

The Thane Metro corridor starts from New Thane Station (Proposed Sub urban
Station at Kopri) and ends at Thane junction Railway Station which traverses through
city in a ring at the North of Thane junction Railway Station up to Kasarvadavali area.
The Alignment Plan of the proposed Corridor with station and depot location are
shown in Figure 3.1.

The proposed Metro corridor is about 29 Km long and have 22 stations. It passes
through important areas like New Thane, Wagle Circle, Lokmanya Nagar, Pokhran
Road No. 1, Nilkanth Terminal, Gandhi Nagar, Kashinath Ghanekar, Patlipada,
Dongripada, Vijay Nagari, Wagbil, Waterfront (TCS, New Brahmand, Azad Nagar,
Manorama Nagar, Kolshet Industrial Area, Balkum Naka, Balkum Pada, Saket, Shivaji
Chowk and Thane Junction.

3.6 RIDERSHIP ASSESSMENT FOR HORIZON YEAR

3.6.1. Ridership on Proposed Metro Corridor

Daily ridership on the proposed metro corridor for the years 2029, 2035 and 2045 is
expected to be 6.47 Lakh, 7.61 Lakh and 8.72 Lakh passengers respectively. The
Section loads, Station loads and Maximum PHPDT for 2029, 2035 and 2045 areshown
in Table 3.42, 3.43 and 3.44 respectively.

TABLE 3.42 SECTION LOADS ON METRO CORRIDOR

2029 2035 2045
From To
Dir 1 Dir 2 Dir 1 Dir 2 Dir 1 Dir 2
New Thane Raila Devi 5,371 42 5,225 132 4,363 184
Raila Devi Wagle Circle 7,943 10,743 7,619 17,011 6,837 13,725
Lokmanya Nagar 7,707 17,604 6,301 23,655 5,504 23,661
Wagle Circle
Bus Depot
Lokmanya Nagar 8,212 18,147 6,288 26,781 5,256 27,070
Shivai Nagar
Bus Depot
Neelkanth 8,769 16,644 6,892 26,566 5,829 27,380
Shivai Nagar
Terminal
Neelkanth 9,366 14,319 7,599 23,962 6,467 24,846
Gandhi Nagar
Terminal
Dr Kashinath 9,690 12,169 8,032 21,437 6,808 22,501
Gandhi Nagar Ghanekar
Natyagraha

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2027 2035 2045

From To
Dir 1 Dir 2 Dir 1 Dir 2 Dir 1 Dir 2
Dr Kashinath 9,314 9,151 7,636 17,767 6,372 19,148
Ghanekar Manpada
Natyagraha
Manpada Dongripada 9,513 8,968 7,900 17,451 6,570 18,943
Dongripada Vijay Nagari 6,178 8,192 9,288 16,489 9,438 18,133
Vijay Nagari Wagbil 8,905 15,375 13,424 17,839 13,603 16,722
Wagbil Waterfront 9,335 12,647 14,056 13,683 13,976 12,648
Waterfront Patlipada 9,394 12,216 15,519 13,054 14,389 12,244
Azad Nagar Bus 10,067 12,129 16,501 11,575 15,327 11,840
Patlipada
Stop
Azad Nagar Bus 11,526 11,754 18,776 10,972 17,772 11,277
Manorama Nagar
Stop
Kolshet Industrial 14,037 10,749 22,493 9,421 21,365 9,586
Manorama Nagar
Area
Kolshet Industrial 14,370 9,018 23,116 6,865 21,887 7,092
Balkum Naka
Area
Balkum Naka Balkum Pada 15,363 9,343 20,577 6,945 22,979 7,295
Balkum Pada Rabodi 16,348 9,836 22,017 8,830 24,327 8,974
Rabodi Shivaji Chowk 21,307 9,589 27,398 8,469 29,515 8,643
Shivaji Chowk Thane Junction 23,320 9,037 29,489 7,873 31,393 8,073
Thane Junction New Thane 62 9,071 278 7,842 367 8,104
Source: MAHA- Metro (CMP, 2018)

TABLE 3.43 STATION LOADS ON METRO CORRIDOR

Station Peak Hour 2029 Peak Hour 2035 Peak Hour 2045
Boarding Alighting Boarding Alighting Boarding Alighting
New Thane 5,371 10,701 5,225 16,879 4,363 13,541
Raila Devi 3,775 8,064 3,435 7,685 3,338 10,800
Wagle Circle 3,617 4,396 3,977 8,421 3,268 8,010
Lokmanya Nagar Bus
6,650 4,642 7,222 7,020 6,263 6,821
Depot
Shivai Nagar 4,041 1,159 4,507 1,299 4,397 1,290
Neelkanth Terminal 3,335 588 3,895 663 3,624 641
Gandhi Nagar 4,485 1,143 5,381 1,278 4,956 1,262
Dr Kashinath Ghanekar
1,054 1,247 1,274 1,354 1,094 1,325
Natyagraha
Manpada 1,450 475 1,748 522 1,507 499
Dongripada 7,387 17,905 10,079 10,041 10,997 6,718
Vijay Nagari 5,995 540 9,070 778 9,535 1,296
Wagbil 1,403 542 2,041 780 2,033 1,256
Waterfront 5,609 5,463 8,198 5,256 8,161 7,344

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Station Peak Hour 2027 Peak Hour 2035 Peak Hour 2045
Boarding Alighting Boarding Alighting Boarding Alighting
Patlipada 1,197 149 1,748 163 1,742 241
Azad Nagar Bus Stop 2,642 178 4,080 254 4,559 423
Manorama Nagar 4,509 267 6,655 382 6,722 635
Kolshet Industrial Area 944 936 1,436 893 1,548 1,229
Balkum Naka 1,637 1,137 1,659 6,083 1,840 2,427
Balkum Pada 1,365 133 1,993 192 1,984 305
Rabodi 7,167 1,656 7,586 1,609 7,088 1,330
Shivaji Chowk 3,781 1,802 3,723 1,601 3,180 1,333
Thane Junction 9,071 23,258 7,842 29,211 8,104 31,026
Source: MAHA- Metro (CMP, 2018)

TABLE 3.44 MAXIMUM PHPDT AND DAILY RIDERSHIP

Year Maximum PHPDT Daily Ridership (in Lakh)
2029 23,320 6.47
2035 29,489 7.61
2045 31,393 8.72

3.7 DESIGN RIDERSHIP

Ridership realization however depends on a number of factors including the type/

intensity/ direction of development, various policies of the government and a
number of unforeseen issues that could appear during next 20-40 years. The system
will start operating with initial ridership estimated and the capacity will be increased
depending on the development planned and actually achieved.

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FIGURE 3.1: PROPOSED THANE METRO RING CORRIDOR

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 Chapter – 4
SYSTEM AND TECHNOLOGY SELECTION
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 4: System & Technology Selection

4. s Y S T E M & T E C H N O L O G Y
SELECTION
4.1 TECHNOLOGY

Selection of a particular mass transit system largely depends on the characteristics of

the city, its metropolitan area, the projected traffic demand and the availability of
right-of-way (ROW). Mass Transit System is selected and planned to provide
comfortable, safe, reliable and fast/high frequency connectivity across the
cityscapes.

The urban transport requirements of Thane City have been evaluated based on
projected traffic demand. Considering the city specific characteristics, traffic
demand, availability of right of way, Medium Capacity Metro rail system, which can
cater to Design capacity of 28000 PHPDT, is proposed to be adopted for Thane Metro
corridor.

Metro Rail system is most prevalent mass transit system adopted worldwide. In
India, MRTS is operational in various cities viz. Delhi, Chennai, Kolkata, Mumbai,
Bangalore, Kochi, Jaipur etc. Metro rail technology offers the advantage of latest
technology being available off the shelf with standardization, indigenization and has
already stabilized for reliability, acceptance and availability of manufacturing
infrastructure (for spare parts etc.) around the world and also in India. It is a grade
separated system with exclusive right of way characterized by short distances of
stations spaced at about 1 km and modern state of the art rolling stock having high
acceleration and deceleration with maximum speed of 80-120 KMPH. Sharpest curve
of 120m radius is permitted for MRTS. The system can be designed to meet the peak
hour peak direction traffic (PHPDT) carrying capacity from 10,000 to up to 80,000
depending upon the type of system and infrastructure adopted such as rolling stock,
train set configurations, signaling system, stations platform length etc. The capacities
indicated for 6 car trains have been calculated by considering 1.5 minutes (90
seconds) headway which is achievable with advanced signaling system i.e. CBTC
technology.

The maximum pea`k hour peak direction traffic (PHPDT) for the proposed Thane
metro corridor is estimated to be about 28000 in year 2050. Considering the city
specific characteristics, traffic demand, availability of right of way, 6 car train
composition is proposed to be adopted for Thane Metro.

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4.2 SYSTEM SPECIFICAT IONS ADOPTED FOR THE CO RRIDOR

Following system specification parameters are considered for the Thane Metro
corridor. The rationale for choosing the particular technological parameter has been
discussed in detail in the subsequent chapters.

TABLE 4.1: SYSTEM SPECIFICATION PARAMETERS

Parameters System Specification

Traffic Handling capacity (PHPDT) 10000-60000
Minimum radius of Min. for elevated = 120m
Alignment curvature Min. for UG = 200m
and Gauge Gradient 4%
Gauge Standard gauge (1435 mm)
Traction System 25 kV AC Overhead Catenary
Communication Based Train Control
Signaling System
(CBTC) System as per IEEE 1474.1
Telecommunication System IP GE based
Coach Width 2.9 m wide coaches
Basic Unit One motor car and one trailer car
3- Car :DMC-TC-DMC
6 –Car: DMC-MC-TC-MC-MC-DMC
Train Composition Capable of GoA4 operation
Every coach should be fully
interchangeable with any other coach of
same type.
Light weight stainless steel/Aluminum
Rolling Stock Coach construction
body
Axle load ≤16 T
Braking System Regenerative Braking
Propulsion system 3 phase drive system with VVVF control
Max. Design speed :80 KMPH
Max. Acceleration :1.0 m/s2
Performance
Max. Deceleration :1.1 m/s2 (Normal
Characteristics
brake),More than 1.3 m/s2 (Emergency
brake

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CIVIL ENGINEERING & ALIGNMENT DETAILS
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 5: Civil Engineering, Alignment Details

5. CIVIL ENGI NEERING& ALIGN MEN T

DE TAILS

5.1 ALIGNMENT DESCRIPTION OF APPROVED ALIGNMENT, AVAILABILITY OF ROAD SPACE

5.1.1. Engineering Survey and Alignment Design

The Thane Ring Metro corridor was agreed upon for the study. Corridor starts from
Kopriand ends at Thane junctionwhich traverses through city in a ring at the North
of Thane junction Railway Station up to Kasarvadavali area.

Metro Route of the corridor was initially planned on Google Map. For detailed
planning of the proposed metro route, ground survey was carried out with the help
of DGPS, Total Station and Auto levels. Details of all the existing features falling in
the proposed corridor were collected for proper planning of the alignment and
Depot. Detailed Methodology of the Survey and other descriptions are given in
subsequent paragraphs.

5.1.2. Survey Methodology

i. Before starting the detailed topographical survey work, a team of expert in the field
of alignment design and survey has conducted reconnaissance survey to familiarize
withthe area and selection of control points along the proposed Metro Route.

ii. Topographical survey of the Corridor has been carried out to collect all manmade
and natural features like roads, building, drain, railway line telephone/electric pole
etc., falling in the proposed metro corridor for better and accurate planning of the
metro alignment.

iii. Topographical survey was carried out in detail covering all the activities which are
mentioned in Terms of Reference of the Contract using modern surveying
instrument like DGPS, Total Station and Auto/Digital Level. Survey Drawings were
prepared in AutoCAD format.

iv. Topographical survey and alignment design have been carried out in following steps:

a. Establishment of Horizontal Control Points using DGPS

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b. Densification of Horizontal Control Points using Total station

c. Establishment of Vertical Control Points
d. Detailed survey of corridor
e. Preparation of drawings
f. Site verification of features and finalization of drawings
g. Alignment design on basis of verified drawings

A. Establishment of Horizontal Control Points using DGPS

Before starting the GPS work,network

has been planned and a pair of
concrete pillars of 300x300x400mm
size of M15 grade concrete has been
fixed at every one Km along
thecorridor. A mild steel rod of 20mm
diameter and 350mm long has been
provided at the centre of pillar to mark
location of GPS point. Location of
these pillars has been selected such
that these are obstruction free
towards sky at an angle of 15 degree
with Horizontal plane to achieve
required degree of accuracy in GPS
observation.

For carrying out GPS work, first control

point (base point) was set-up at Saket Police ground. At this point, 24hrs GPS
observation was done to achieve higher degree of accuracy and for other points,
sufficiently long hours common period observation wascarried out. Common period
observation at three points have been carried out to form the triangle and to
calculate the accuracy of the loop with the help of loop closer reports by solving
these triangles with the help of data processing software.

In this survey, Spectra Precision SP-800 GPS has been used for collecting GPS Data.
Data was downloaded and processed with Survey Pro office software. In this
processing UTM Projection system and WGS84 Datum has been used for horizontal
controls whereas for vertical control Earth Gravitation Model 2008 (EGM 08) has
been used. Grid Co-ordinates have been converted in Ground Co-ordinate by using

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combined scale factor. These Ground Co-ordinates are used in total station during
the traversing and topographical survey.Details of established GPS Control points
(GCP) are provided in Table 5.1.

B. Densification of Horizontal Control Points using Total Station

For densification of
Horizontal Control Points,
nine to ten additional pillars
of size(150x150x450)on
traverse points have been
fixed between GPS control
points which were used
during the detailed
topographical survey of the
corridor.Details of
additional control points (Traverse Control Point) established are given in Table 5.2.

For densification of horizontal points, traversing was carried out by Nikon Total
Station of 1"(one second) accuracy between GPS points which co-ordinates are
already determined with help of GPS observation. Co-ordinates of intermediate
points established with the help of total station have been determined by solving
the traverse network between GPS control Points. Closing error of traverse network
was calculated and errors which were within permissible limits, were adjusted by
transit rule method after adjusting the angular error of the traverse. Total linear
error in traverse after angular adjustment was permitted as 1 in 20,000 whereas
angular error of traverse was permitted as 15"√n where n is the number of angle
measured in the traverse network.

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TABLE 5.1: LIST OF DGPS CONTROL POINTS

UTM Co-ordinates (WGS 84,
WGS 84 Co-ordinates
S. Ellipsoidal Zone 43) Elevation
Point ID Description
No. Height (m) (m)
Longitude Latitude Easting (m) Northing (m)

1 GPS-1 72d58'00.35660" 19d10'48.71442" -50.932 286198.662 2122013.321 13.275 Railway bridge near Dattaji salvi Udyan

2 GPS-1A 72d58'04.47705" 19d10'40.87831" -56.078 286316.229 2121770.986 8.142 Copri Village Road
3 GPS-2 72d58'26.18324" 19d10'27.99867" -59.914 286945.764 2121367.605 4.394 On Football Ground, Hari On Nagar
4 GPS-2A 72d58'29.36780" 19d10'29.62879" -60.455 287039.384 2121416.644 3.828 On Football Ground, Hari On Nagar
5 GPS-3 72d59'03.24122" 19d11'50.50944" -57.288 288057.76 2123891.945 6.964 Kalwa bridge

6 GPS-3A 72d58'57.06381" 19d11'50.07468" -58.28 287877.157 2123880.666 5.938 Police station Near Kalwa Naka
GPS-4
7 72d59'16.65342" 19d12'11.69404" -59.632 288457.068 2124538.759 4.614 Saket Police Ground
(BASE)
8 GPS-4A 72d59'16.49958" 19d12'17.23837" -59.263 288454.534 2124709.237 4.919 Saket Police Ground
9 GPS-5 72d59'51.46151" 19d13'15.40729" -59.967 289496.342 2126485.967 4.256 Pipe road,Fishing Pond near Dadlani Park
10 GPS-5A 72d59'53.46982" 19d13'20.27193" -59.734 289556.719 2126634.86 4.525 Pipe road,Fishing Pond near Dadlani Park

11 GPS-6 72d59'14.91333" 19d13'57.67053" -56.158 288443.929 2127797.719 7.947 Kolshet Road

12 GPS-6A 72d59'16.50411" 19d14'01.49054" -55.324 288491.746 2127914.632 8.761 Kolshet Road chowk
On Patlipada T Point/ Opp. Kolshet Sub
13 GPS-7 72d58'38.31475" 19d14'51.35297" -51.12 287394.287 2129460.664 12.763
Station
14 GPS-7A 72d58'33.82700" 19d14'48.38647" -48.9 287262.172 2129370.981 15.04 On Patlipura Road
15 GPS-8 72d58'11.65860" 19d14'05.29985" -25.813 286599.328 2128053.77 38.096 Opp. Orbit Interior Near khewra cricle

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UTM Co-ordinates (WGS 84,

WGS 84 Co-ordinates
S. Ellipsoidal Zone 43) Elevation
Point ID Description
No. Height (m) (m)
Longitude Latitude Easting (m) Northing (m)

16 GPS-8A 72d58'11.77869" 19d13'59.37158" -26.272 286600.706 2127871.456 37.638 NearValley Tower,Kewra Circle

17 GPS-9 72d57'10.57416" 19d13'07.35266" -7.106 284794.406 2126293.003 56.675 On Road Shivai Nagar
18 GPS-9A 72d57'13.65694" 19d13'03.17866" -15.791 284882.938 2126163.608 On Road Shivai Nagar

19 GPS-10 72d56'57.73778" 19d11'47.12328" -26.526 284390.428 2123830.628 37.35 Near Weltech Fectory
20 GPS-10A 72d56'57.66319" 19d11'41.15487" -29.805 284386.088 2123647.145 34.084 In side of Wagle circle
21 GPS-11 72d57'19.22651" 19d11'12.98807" -46.968 285005.829 2122773.707 17.009 On S G Barve Road,near MIDC Colony
22 GPS-11A 72d57'20.84242" 19d11'07.90131" -48.081 285051.201 2122616.753 15.971 On Medulla Chowk

C. Establishment of Vertical Control

Establishment of vertical control was started from a known GTS benchmark situated on Pillar top at
office of the Junior Engineer office (Jail Jalkumbh). The value of this benchmark is 6.280m. From this
location bench mark was transferred along the corridor using three stadia method of leveling with
Digital Auto levels. Every loops of level has been closed and closing error of leveling loops has been
worked with the formula given below:

∑ BS - ∑ FS = ∑ RISE - ∑Fall = Last R.L – First R.L.

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TABLE 5.2: LIST OF TRAVERSE POINTS

S. Point Ground Coordinate MSL Level
Description
No. ID Easting Northing (m)
Service Road Median End, Shrima Bal Niketan
1 T1 286356.343 2121606.423 4.218
High School
2 T2 286383.763 2121406.439 5.411 on Median Near Sainath Heght
3 T3 286349.849 2121129.726 5.073 on Median Near Toll Tax

4 T4 286598.074 2121124.174 7.81 Open Ground Near Pylon (BMC Land)

on Cart Track Back Side of Kaveri Co-oprative
5 T5 286839.465 2121266.972 5.1
Housing Socity Ltd.
6 T6 286927.504 2121295.193 5.817 Hariom Nagar View Ground

7 T7 287146.416 2121576.146 3.709 Near Water Pipe Line

8 T7A 287278.009 2121521.085 Near Water Pipe Line

9 T7B 287487.058 2121663.449 on Stone Near Water Pipe Line
10 T8 287518.092 2121771.32 3.348 on Pillar Near Pond

11 T8A 287530.992 2121815.326 Near Water Pipe Line

Peoples Education Socity High School & Jr.
12 T8B 287448.043 2122044.713
Collage Wall Corner
Near Peoples Education Socity High School &
13 T8C 287515.534 2122016.629
Jr. Collage.
Near Peoples Education Socity High School &
14 T8D 287542.859 2122079.165
Jr. Collage.
Near Peoples Education Socity High School &
15 T8E 287565.923 2122087.215
Jr. Collage. Gate
16 T8F 287616.322 2122086.497 Swami Samarth Chowk
17 T8G 287662.315 2122232.403 Neil Top

18 T8H 287625.717 2122245.043 on Footpath

19 T9 287599.891 2122270.614 4.34 Astvinayak Chowk

20 T10 287516.193 2122440.868 4.054 Astvinayak Chowk

21 T10A 287524.013 2122509.62 Near Piau

22 T11 287552.035 2122585.153 3.492 ICICI Bank ATM Right Side

23 T12 287596.071 2122756.102 3.641 Opposite Side Sunanda General Store

24 T13 287689.172 2122794.813 3.24 Railway Underpass

25 T14 287680.394 2122838.667 2.772 Railway Underpass

26 T15 287572.329 2122862.578 3.441 Sudco Bus Statnd Near High Mask

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
27 T16 287527.262 2122924.295 3.685 Left Side Turning Tea Shop

28 T17 287570.458 2123002.289 4.108 Right Side Police Booth & Park

29 T17A 287578.471 2123050.458 Maharashtra Matan Shop

30 T18 287609.509 2123098.361 4.194 Near TMC Toilet, (Josho Bedekar Canteen)
31 T19 287671.414 2123272.039 3.797 Near SR Bhosle Krida Sankul Stadium

32 T19A 287755.765 2123412.518 Near Ambedkar Socity

33 T19B 287796.02 2123429.749 Near Laxmi Apartment

34 T20 287828.468 2123435.231 4.038 Near Laxmi Apartment

35 T20A 287835.26 2123455.943 Near Laxmi Apartment

36 T21 287899.335 2123534.297 3.966 Near Hari Niwas

37 T21A 287942.576 2123642.437 6.114 Right Side Near Culvert (Rahul Tailor)

38 T21B 287973.369 2123720.815 Footpath Front of Commissnor Office Gate

39 T22 288014.884 2123857.287 6.11 on Median Kalwa Chowk

40 T22A 288062.939 2123990.859 5.319 Near Thane Jail

41 T22B 288145.522 2124088.963 5.145 Near Thane Jail

42 T23 288211.223 2124158.649 4.819 on Median Near Rabodi Vahan Police Tiraha
43 T24 288264.262 2124317.489 4.847 on Footpath Near Nallah Culvert
44 T25 288365.71 2124440.976 5.019 on Footpath Near Nallah Culvert

45 T25A 288410.753 2124533.413 on Saket Police Ground

46 T25B 288460.721 2124730.71 on Road Near Toilet at Saket Police Ground

47 T26 288453.21 2124901.941 4.447 Rustom Ji Cambridge Internation School

48 T27 288383.596 2125072.442 Front of Rustom Ji Acura

on Drain Top Near T-Junction (Rustom Ji
49 T28 288367.967 2125286.074
Atelier)
50 T29 288478.398 2125261.239 6.323 Near Rustom Ji Azzikno

51 T29A 288492.528 2125314.695 on Median Mumbai Nasik Road

52 T30 288471.936 2125318.512 5.494 on Median Mumbai Nasik Road

53 T30A 288470.913 2125363.671 4.979 on Pipe Line Road

54 T30B 288643.763 2125331.825 5.038 on Pipe Line Road

55 T33 288874.067 2125313.231 on Pipe Line Road

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
56 T34 288955.58 2125488.597 on Pipe Line Road

57 T35 289057.652 2125715.558 Near Balkumb Saket Road

58 T36 289118.708 2125850.27 on Pipe Line Road

59 T37 289192.683 2126014.575 on Pipe Line Road

60 T38 289324.961 2126204.054 on Pipe Line Road

61 T39 289469.767 2126408.569 on Pipe Line Road

62 T40 289596.434 2126921.713 4.431 on Pipe Line Road

63 T41 289606.435 2127022.517 9.908 on Agra Highway

64 T42 289689.249 2127059.111 10.092 on Agra Highway

65 T43 289632.088 2127139.632 8.403 on Road

66 T44 289481.152 2127300.772 7.976 on Platform

67 T44A 289523.564 2127339.787 Neil Top

68 T45 289524.883 2127617.118 on Pipe Line Road

69 T46 289527.527 2127827.188 on Pipe Line Road

70 T47 289529.924 2128048.362 on Pipe Line Road

71 T47A 289505.359 2128032.003 on Pipe Line Road

72 T47B 289374.544 2127989.28 on Pipe Line Road
73 T47C 289298.666 2127961.287 on Pipe Line Road

74 T47D 289196.622 2127976.148 Mariai Nagar Kolshet

75 T47E 289211.994 2128101.963

76 T47F 289209.15 2128241.482 on Tank

77 T47G 288951.626 2128329.253

78 T47H 288843.623 2128425.547

on Main Road Dhanlaxmi Jewelors (on Neil
79 T47I 288769.994 2128429.452
Top)
80 T47J 288625.709 2128140.151
81 T47K 288529.776 2127970.616

82 T48 288476.67 2127871.528 on Median Kolshet Majiwada Road

83 T49 288469.466 2127978.701 11.136

84 T50 288436.465 2128101.223 16.948

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
85 T51 288387.672 2128264.133 19.23

86 T52 288226.01 2128227.641 15.626 Maruti Suzuki on Footpath

87 T53 288141.287 2128267.351 13.899

88 T54 288099.48 2128510.291 18.845 Near Hanuman Temple

89 T55 288046.444 2128533.274 20.597 Right Side of Gali Near Junction Box

90 T56 287899.734 2128538.44 26.95 Left Side of Sai Kripa Hair Traders
on Neil Top Left Side of Bhoomi Property
91 T57 287819.329 2128581.339 32.118
Solution
92 T58 287802.025 2128609.558 34.1 More Vegitable Shop

93 T59 287762.789 2128739.847 33.949 on Pillar Left Side of Near Police Booth

94 T60 287854.015 2128739.211 28.645 Neil Top Metro Tolis Shop

95 T61 287946.359 2128818.191 28.651 Kosmos arcade orchids International School

96 T62 287986.351 2128991.051 22.123 Near Temple

97 T63 287931.547 2129119.356 19.079 on Median Near Opollo Pharmecy
98 T64 287928.027 2129265.102 14.703 Right Side of Axis Bank

99 T65 287794.358 2129327.715 11.244 Front of Gate Near Amita Apartment

100 T66 287733.784 2129425.341 10.288 Neil Top Perfect Aotu Garage
101 T67 287606.32 2129486.386 10.294 Patlipada
Near Park T-Point Opposite DJ 5 Bsahkarj
102 T68 287480.101 2129558.941 10.65
Building
on Neil Flyover Bottam 220Kv. Kolshet
103 T69 287226.557 2129323.687
Substation
104 T70 287221.5 2129107.638 17.611 Flyover End on Neil Top

105 T71 287220.605 2128879.921 26.518 Neil Top on Red Light

106 T72 287189.898 2128637.969 Neil Top

107 T73 287192.299 2128479.415 on Service Road Near Hill Crest Apartment

108 T74 287201.066 2128335.363 on Road Near Thane Steel Shop

109 T75 287214.239 2128206.12 Maanpada Chitarsar Titan Hospital

110 T76 287059.001 2128207.069 on Median Art Sera

111 T77 286879.072 2128215.859 35.062 on Road Near Sahyog Complex

112 T78 286798.4 2128224.637 35.242 on Road Near Krishna Fanily Restourent

113 T79 286601.819 2128253.174 38.09 Neil Top Near Median End

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
114 T80 286596.486 2128133.354 Neil top Near Wine Shop

115 T81 286605.566 2127760.687 36.638 Khewara Circle

116 T82 286610.231 2127671.279 33.814 on Road Near SBI Bank

117 T83 286598.495 2127641.616 33.921 on Footpath Near Magnoia Building

118 T84 286611.089 2127457.159 34.583 on Median Near Oak House

119 T85 286575.437 2127326.675 33.59 Milog Circle

120 T86 286617.222 2127155.409 32.136 on Neil Titan Eqeplus

121 T86A 286618.998 2127080.78 31.588 on Road Near Regal Plaza Shoping Centre

122 T87 286592.945 2126994.73 29.992 on Median Niharka Tower

123 T88 286592.828 2126906.738 26.361 on Road Near Indusland Bank

124 T89 286586.414 2126584.018 17.827 on Median Near Lok Upvan Complex

125 T90 286635.842 2126438.231 18.17 on Road Near Ashar Residancy

126 T91 286584.557 2126223.851 23.381 Near T-Point Gandhi Nagar OHT

127 T92 286410.872 2126280.144 26.188 on Footpath Near Galaxo Smith Kline
128 T93 286181.654 2126343.075 31.076 on Footpath Opposite Hanuman Temple

129 T94 285933.016 2126406.426 32.078 on Median End Galaxo Smith Kline
130 T95 285776.868 2126450.43 35.651 on Median Near Dethane Hospital
131 T96 285539.359 2126562.926 46.078 on Road Near Nilkhant Terminal

132 T97 285363.614 2126600.819 44.521 on Road Near Anand Furniture

133 T98 285327.484 2126770.816 53.959 on Median End Near Upvan Lake
134 T98A 285325.93 2126796.257 54.603 on Median End Near Upvan Lake

135 T99 285084.082 2126718.47 45.962 on Road Near Upvan Lake

136 T100 284977.495 2126586.161 47.204 Near Bus Stop Upvan Lake

137 T101 284886.829 2126500.289 55.316 on Median Cosmos Hill Gate

138 T102 284768.353 2126408.811 63.565 on Road Near Junction Box

139 T103 284763.9 2126319.914 59.664 on Median End Near Darus Sakina Gate

140 T104 284922.867 2126150.072 45.913 on Median Front Side of Hotel Annpurna
141 T105 285065.766 2126014.787 39.106 on Road Near Sailyam Socity Shivai Nagar

142 T106 285057.014 2125951.378 47.274 on Stone Top Miletry Ground

143 T107 285047.14 2125894.263 46.372 on Stone Top Miletry Ground

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
144 T108 284998.755 2125706.913 on Road Near Junction Box Shastri Nagar

145 T109 284969.438 2125672.627 33.015 on Road Opposite Vihang Park

146 T110 285030.678 2125560.08 31.25 on Road Near Pipal Tree & Laxmi Park Gate

147 T111 285178.215 2125304.835 31.093 Gali & Real Baites

148 T111A 285059.676 2125309.535 31.556 Near Shankar Mandir

149 T111B 285003.152 2125309.239 33.843 Opposite Mobile Shop

150 T111C 284933.341 2125324.672 34.698 Sobhagya Jewelors

151 T111D 284890.427 2125316.833 Nanji Kirana Store

152 T112 284849.381 2125346.47 35.423 Shri Swami Samarth Full Mart
153 T113 284813.169 2125333.673 35.359 opposite Shri Mahavir Jewelors

154 T114 284792.012 2125334.501 36.014 Gali

155 T115 284792.574 2125313.629 36.855 Shiv Darshan Apartment

156 T116 284763.361 2125316.789 37.501

157 T117 284745.73 2125207.875 37.22

158 T118 284683.176 2125253.968 41.097 on Road Near Lokmanya Bus Depot

159 T119 284659.275 2125253.57 42.452 on T-Point Lojmanya Nagar Chowk

160 T120 284551.476 2125081.796 46.818 on Median Opposite Balaji Enterprises
161 T121 284512.956 2124945.909 47.002 on Median & Sai Traders

162 T122 284476.741 2124773.092 42.953 on Road Near Baba Saheb Ambedkar Chowk

163 T123 284432.806 2124621.478 41.735 on Median Raja Febrication

164 T124 284399.637 2124435.987 44.363 on Road Edge Near Shankar Electronics

165 T125 284362.009 2124348.236 45.641 on Neil Andabhau Chowk

166 T126 284378.276 2124213.54 43.918 on Road JB Savan Engineering

on Median Near Dosti Tinnacle (Near Nallah
167 T127 284373.902 2124075.519 39.891
Crossing)
168 T128 284492.357 2123629.318 33.473 on Road Median Kotak Mahindra Bank
169 T129 284593.949 2123605.264 29.656 on Neil Millennium Toyota

170 T130 284670.563 2123592.669 28.856 on Median End Shri Engineering Corporation

171 T131 284824.616 2123530.424 28.856 on Median End Lokshaheer Andabhau Chowk

172 T132 284855.971 2123521.683 29 Near Toilet Lokshaheer Andabhau Chowk

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
173 T133 284927.579 2123442.145 28.719 on Median Near Pipe Line Crossing

174 T134 284977.585 2123357.439 on Neil in Front of EPFO Office

175 T135 285036.89 2123177.759 20.133 on Road Edge in Front of Opal Square

176 T136 285031.867 2123063.421 20.046 on Road Opposite of Khandelwal Leboraties

on Median End Near Radha Krishna
177 T137 285004.994 2122896.623 17.336
Restaurent
178 T138 285147.737 2122628.482 14.751 on Road Opposite Bus Stop on LBS Marg

179 T139 285332.441 2122642.609 14.345 on Neil top Near the Residancy Vastusilp Gate
180 T140 285579.063 2122731.323 12.719 on Median Near Foot Over Bridge

181 T141 285557.227 2122631.286 12.068

182 T142 285602.684 2122431.611 11.02 Near Gali

183 T143 285642.858 2122376.927 10.797 on Circle Near Mental Hospital

184 T144 285937.159 2122371.783 9.503 Near Sai Temple & Gali
185 T145 286023.651 2122409.986 9.622 on Neil Near Foot Over Bridge
186 T146 286073.77 2122271.095 13.028 on Neil Near Foot Over Bridge

187 T147 286119.717 2122201.808 14.962 on Neil Top Kopari Bridge Near High Mask

188 T148 286156.633 2122093.183 15.147 on Road Near Foot Over Bridge
189 T149 286179.16 2122323.663 on Median Near Under Construction Flyover
Left Side of Dr. Neha Gupta (Narvi Tanaji
190 T150 286249.034 2122470.307
Chowk)
191 T151 286320.578 2122433.661 Near Anmol Height

192 T152 286395.426 2122450.012 Near Manodutt Building

193 T153 286403.144 2122532.72 Opposite Temple
194 T154 286485.259 2122523.776 Kamla Smarti Building

195 T155 286565.306 2122608.964 Near Dental Clinic

196 T156 286641.551 2122697.192 B-Cabin Police Station

197 T157 286714.114 2122752.587 Opposite Yashwant Victhal Marathe

198 T158 286817.984 2122788.996 Near Tjsb Sehkari Bank

199 T159 286906.639 2122859.646 on Footpath Near ICICI Bank

200 T160 287093.902 2122859.748 Near Subhsagar Restaurent

201 T161 287150.985 2122852.953 Flyover Bottam

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S. Point Ground Coordinate MSL Level

Description
No. ID Easting Northing (m)
202 T162 287243.757 2122848.502 Opposite Side Womens World

203 T163 287293.793 2122840.886 Neil Top Near Ashok Cinema

204 T164 287307.598 2122860.377 Attitude Apartment

205 T165 287375.907 2122853.059 Near Rajesh Apartment

206 T166 287386.777 2122875.271 Near Shanti Temple

207 T167 287419.484 2122871.811 Near Saideep Apartment

208 T168 287431.349 2122883.277 Johri Bhaugo Poly Chowk

209 T169 287556.483 2122880.508 Near Axix Bank ATM

210 C1 287208.134 2129471.464 18.899 in Front of Riddhi Siddhi Plywood

211 C2 287091.278 2129654.97 21.517 on Drain Top Near Transformer

212 C3 287061.258 2129734.361 23.946 Near Ansh Traders

213 C4 287006.207 2129819.627 27.833 Near Manas Anand Socity

214 C5 286932.944 2129979.152 19.67 on Service Road Near Toilet

215 C6 286896.804 2130076.257 18.442 on Footpath Near Wagbil Naka

216 C7 287000.276 2130282.397 14.832 Near Road Edge Green Acres

217 C8 287077.001 2130546.297 12.368 Near T-Junction Vijay Anaxi Building-18

218 C9 287202.251 2130707.692 11.147 Near Road Edge Vijay Anaxi Building-31
219 C10 287299.763 2130707.128 11.186 Opposite Swastik Bhojnalaya

220 C15 287457.855 2130603.789 12.057 on Drain Top

221 C16 287629.125 2130477.652 17.12 on Footpath

222 C17 287746.703 2130382.908 10.045 on Footpath Near Avon Coprative Socity

223 C18 287911.487 2130240.356 4.831 on Circle

224 C19 288123.018 2130085.762 3.841 Near Bend

225 C20 288237.4 2129960.911 4.974 on Road

226 C21 288112.841 2129773.565 7.87 Near Bend (Near TMC Land)

227 C22 288188.419 2129705.028 11.722 on Road in Front of Shriji Splender

228 C23 288061.436 2129526.093 13.092 on Road in Front of Shriji Splender

229 C24 287947.388 2129303.792 16.383 on Footpath in Front SBI ATM (Khbra Galaxy)

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Closing error within permissible limit has been adjusted. Permissible error in leveling
is 6√K mm where K is length of the loop in Km. The Leveling was carried out by a
precision auto level with accuracy of ±6√K. Reduced levels of all traverse stations
and permanent control points were taken by Double territory method. Bench mark
has been established at interval of 500m along the corridor or as per instruction of
site in- charge. Details of benchmarks are given in Table 5.3.

D. Detailed Survey of the Corridor

Based on Easting & Northing co-ordinates arrived by the traversing and Elevation by
Precise Leveling, Detailed survey was carried out along the proposed metro route for
100m wide corridor (50m either side of the centre line of the road) or upto Built up
line using total stations of desired accuracy. At some places instrument having
reflector-less facilities has been used for collecting details of features due to
inaccessibility of the area.

Survey covered picking up of relevant details like roads, footpaths, dividers/central

verges, railway tracks, trees, manholes and other structures, H.T., L.T., Transmission
lines, bridges, ROBs / RUBs, ponds, streams, major drains, level crossing, religious
structures such as Temples, Gurudwaras, Mosques, Churches, Monuments, tombs
etc. Spot/ Ground levels were taken at 25 m intervals in longitudinal as well as
traverse direction and at sudden change of levels.

E. Preparation of Drawings

Drawings were prepared in Auto CAD format in 1: 1000 scale as per project
requirement showing all the manmade and natural features. Different features are
shown in different layers. Attributes of all the features like name of the road its
width, name of railway line, name of the building and its number of stories, width of
drains and its HFL, Type of overhead crossings (Electric and Telephone lines) and its
rating have been provided in this drawing.

Details of all the religious structure such as Temple, Mosque, Gurudwara, Church,
Monuments, Tomb, etc have been shown in the drawing as per standard legend.

Spot levels have been shown in drawing to access the terrain of the area along with
trees falling in said survey corridor of 100m. Control points, established during
conducting the survey work, have been also shown in the drawings.

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TABLE 5.3: LIST OF TBM’S

S. Ground Coordinate
TBM No RL (m) Description
No. Easting Northing
Bench on Pilar in Jailkumbh Sub-Engineer
1 ---------- ---------- 6.280
Mark-1 Office.
Bench Main gate No.1 Dadoji Kondke
2 ---------- ---------- 3.655
Mark-2 stadium
Bench
3 287599.891 2122270.614 4.34 Astvinayak Chowk
Mark-3
Bench
4 288014.884 2123857.287 6.11 on Median Kalwa Chowk
Mark-4
Bench
5 288457.068 2124538.759 4.614 Saket Police Ground
Mark-5
Bench
6 289606.435 2127022.517 9.908 on Agra Highway
Mark-6
Bench Kosmos arcade orchids International
7 287946.359 2128818.191 28.651
Mark-7 School
Bench
8 286611.089 2127457.159 34.583 on Median Near Oak House
Mark-8
Bench
9 286575.437 2127326.675 33.59 Milog Circle
Mark-9
Bench on Median Front Side of Hotel
10 284922.867 2126150.072 45.913
Mark-10 Annpurna
Bench
11 284659.275 2125253.57 42.452 on T-Point Lojmanya Nagar Chowk
Mark-11
Bench on Road Near Baba Saheb Ambedkar
12 284476.741 2124773.092 42.953
Mark-12 Chowk
Bench on Median End Lokshaheer Andabhau
13 284824.616 2123530.424 28.856
Mark-13 Chowk
Bench
14 284386.088 2123647.145 34.084 In side of Wagle circle
Mark-14

F. Site Verification of Features

Details of features shown in the drawings were verified at site and additional details
were collected and incorporated in the drawing wherever needed.

G. Preparation of Alignment Drawing

Based on the finalized topographical survey drawing, the alignment design was done
using MX-Road software.

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5.1.3. Route Alignment

The proposed Thane Metro - Ring corridorhas been finalized for implementation in
this Phaseas shown in Figure 5.1. Corridor starts as New Thane station adjacent to
Sub urban Station Kopri and traverses through city in a ring via Dongripada,
Kasarvadavali areas and Thane junctionRailway Station at the North of Thane
junction Railway Station.

a. Alignment Description

Considering km 0/000, centre line of New ThaneStation near proposed Kopri sub-
urban station as starting of alignment, this corridor ends at the same location and
forms a Ring. The length of Ring Alignment is 27400.172 m. A connection of length
1177.7 m is planned from Waghbil to Kasarvadavali area as depot connectivity. This
corridor consists of elevated and underground stretches along with Switch over
Ramps (SOR).

Total of 22 stations, in which 20 stations are elevated and 2 stations are

underground, have been proposed in the entire corridor.

Two Mumbai Metro lines, namely Line-4 (Wadala–Ghatkopar-Mulund– Teen Hath

Naka–Kasarvadavali) and Line-5 (Thane-Bhiwandi-Kalyan) intersect Thane Ring
Metro corridor at three locations Modella Chowk, Dongripada and Balkum Naka.

The corridor is summarised as under in Table 5.4.

TABLE 5.4: ALIGNMENT DESCRIPTION

From To Length
Alignment Type
(m) (m) (m)
Underground 0.0 317.0 317.0
Switch over Ramp (-)8.0m to(+)7.5m 317.0 1181.0 864.0
Elevated 1181.0 24917.0 23736.0
Switch over Ramp (+)7.5m to (-)8.0m 24917.0 25342.0 425.0
Underground 25342.0 27400.2 2058.2
Depot Entry 0 1177.7 1177.7
Total 28577.8

The Alignment of the Ring Corridor is described in detail in following sub sections:-

i. Thane Junction Railway Station to Kopri

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ii. Switch Over Ramp from Underground to Elevated

iii. Railadevi-Waghbil- Shivaji ChowkSection

iv. Switch Over Ramp from Elevated to Underground

v. Kasarvadavali Depot Entry

i. Thane Junction Railway Station to Kopri

• This section is completely underground from Ch: 0m to Ch: 317m and from Ch:
25342m to Ch: 27400.2m(total 2375.2m) and consisting of total 2 nos. underground
stations namely Thane Junction and New Thane Station. All the stations have been
proposed by Cut & Cover method.

• Entire stretch in this section isdensely populated with very narrow lanes leading to
no path for movement of construction equipments and machinery, hence planned
for construction by TBM or NATM, to keep in mind this underground section is
designed 15m below the ground level.

• All the underground stations are off the road and are proposed in open land leading
to ease in construction and avoidance to disruption in road traffic.

• Thane Junction station has been proposed inside open land of Thane Bus depot and
Private land near Thane Junctionfor better integration with existing Railway station
and Bus system.Master plan/Modifications Plan of Thane Junction railway Station
has been considered for planning of station. An area of about 4940 sqm will be
requiredon temporary basis for about 4 years period for construction of
underground stations by Cut & Cover method.

• There exists a 4-storied Hotel Mourya with in proposed Thane station boundary,
which needs to demolish during constructionof underground stations by Cut & Cover
method.

• New Thane Station, the second underground station, has been proposed inside open
land of State government for better integration with proposed sub-urban Kopri
Railway station. Around 4940 sqm of land will be required on temporary basis for
about 4 years period for construction of station by Cut & Cover method.

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FIGURE 5.1: PROPOSED THANE METRO RING CORRIDOR – NEW THANE TO NEW THANE VIA DONGRIPADA & THANE JUNCTION

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• Both Stations, in this underground stretch have been proposed with 1- Island
platform.

• After Ch: 317m, alignment is planned on rising gradient to come out from
underground to At-grade.

ii. Switchover Ramp From Underground to Elevated

• Further, the alignment after New Thane station heads in North-West direction along
Nallahnear mental Hospital.

• To become elevated from underground (from -8.0m to +7.5m), ramp has been
provided along Nallah. The switch over ramp has been proposed from Ch: 317m to
Ch: 1181m. About 11628sqm land will be required permanently for locating the
ramp.

iii. Railadevi - Waghbil - Shivaji Chowk Section

• The proposed section is completely elevated from Ch: 737m to Ch: 25127m with
total length of 24.390 Km and consists of total 20 elevated stations with 2- sided
platform namely Raila Devi, Wagle Circle, Lokmanya Nagar Bus Depot, Shivai Nagar,
Nilkanth Terminal, Gandhi Nagar, Dr. Kashinath Ghatekar Natyagraha, Manpada,
Dongripada, Vijay Nagari, Waghbil, Water Front, Patlipada, Azad Nagar Bus Stop,
Manorma Nagar, Kolshet Industrial Area, Balkum Naka, Balkumpada, Rabodi and
Shivaji Chowk

• The alignment mostly follows the High Capacity Mass Transit Route (HCMTR) and
Future Development Plan Roads (DP Roads)in this section.As shown in Figure 5.2.

• The alignment runs from Ch: 1300m to Ch: 4400m (Raila Devi to N.G. Vihar), Ch:
9500m to Ch: 11100m (Bhavani Nagar to Patlipada), Ch: 18900m to Ch: 22600m
(Manorma Nagar to Balkumpada) and Ch: 24000m to Ch: 26000m (Shivaji Chowk to
Thane Junction Railway Station) on proposed HCMTR.

• In terms of Future Development Plan Roads (DP Roads) in this section, Thane Ring
Metro Alignment has been planned from Ch: 4400 to Ch: 5350, Ch: 9500 to Ch:
11100, Ch: 13450 to Ch: 15200, Ch: 16000 to Ch: 16400, Ch: 17650 to Ch: 18800, Ch:
18800 to Ch: 20900 and Ch: 20900 to Ch: 23250aligns along 40m, 30m, 40m, 20m,
40m, 30m and 40mDP Roads respectively.

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FIGURE 5.2: LOCATION OF HCMTR AND DP ROADS

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• Passenger Integration of Thane Ring Metro with Mumbai Metro line- 4&5 has been
planned at three locations namely Modella Chowk, Dongripada and Balkum Naka.
For this arrangement suitable vertical clearance has been maintained.

• At Ch: 1255m (Raila Devi), proposed alignment encounters with Mumbai Metro line-
4 and Lal Bahadur Shastri Marg, where Rail level of Mumbai Metro line-4 is 35.2m
with 19.5m as vertical clearance from ground. Due to availability of sufficient vertical
clearance, proposed Thane Ring Metro has been planned below the Mumbai Metro
line-4 with Rail level 24.8m. A special span bridge has been proposed from Ch:
1200m to Ch: 1308m.

• The alignment passes through a cluster of buildings between Ch: 4400m to Ch:
5000m (from Lokmanya Nagar Bus Depot to Pokharan Road No.1). The section is
part of HCMTR and shall be developed before take up of the metro project work.The
section is shown in Figure 5.3.

FIGURE 5.3: CONDITION AT LOKMANYA NAGAR BUS DEPOT AREA

• The proposedalignment crossesMumbai Metro line-4 and Ghodbunder- Patlipada

flyover at Ch: 11020m (Dongripada),where Rail level of Mumbai Metro line-4 is
35.7m and vertical clearance from ground is 18.4m. Due to availability of sufficient

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vertical clearance, proposed Thane Ring Metro has been planned below the Mumbai
Metro line-4 with Rail level 27.2m. A special span bridge has been proposed in this
section.

• From Ch: 11050m to Ch: 11450m and Ch: 11920m to Ch: 12050m, two flyovers exist
on Ghodbunder Road, to keep in view metro alignment has been kept to off road
from median in this stretch.

• The alignment crosses proposed line-5 of Mumbai Metro and SH-35: Old Mumbai-
Agra Road at Balkum Naka (Ch: 20620m), where Rail level of Mumbai Metro line-5 is
19.0mand vertical clearance from ground is 10.3m.Thane Ring Metro flythe Mumbai
Metro line-5 at this location. A special span bridge has been proposed from Ch:
20555m to Ch: 20721m to accommodate both structures.

• At Kalwa Bridge crossingnear Shivaji Chowk, a new clover leaf bridge is proposed in
future development plan and NH-4: Mumbai- Pune Highway crossing exists, to keep
in view sufficient lateral clearance has been kept from the proposed bridge.At this
location, a special span bridge has been proposed from Ch: 24232m to Ch: 24340m.

iv. Switch Over Ramp from Elevated to Underground

• In this stretch, ramp is required to provide transition from elevated to underground

alignment after Shivaji Chowk station. Horizontal and vertical alignment in this
stretch has been designed in such fashion so that minimum land is required.

• The alignment runs elevated till Ch: 24917m, thereafter, from Ch: 24917m to Ch:
25342m ramp has been proposed to become underground(from +7.5m to -8.0m)
with a gradient of 3.7% (Compensated) along the creek in open land of State
Government. About 4900Sqm of Govt. land has been proposed for locating ramp.

v. KasarvadavaliDepot Entry

• Two separate connections for Up and Down connectivity as third line have been
proposed at Waghbilstation and Waterfront (TCS) station. The alignment length for
Up and Down connectivity is 1177m each up to start point of depot. This
connectivity is proposed along the 40m development planed Road. In the planning
of connectivity provision of sufficient vertical clearance has been kept. A Ramp at
limiting gradient of 4%is proposed to meet the ground and enters in Kasarvadavali
depot of length 1140m.Depot location is shown in Figure 5.4.

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FIGURE 5.4: KASARVADAVALI DEPOT LOCATION

• Major Depot at Kasarvadavali

Separate depot of size 1140mx180m with an area of 18 Ha is proposed at at

Kasarvadavaliand was found suitable in the Thane Municipal Corporation (State
Govt.) land identified by District Administration. The said land piece is identified by
avoiding the adjoining creek area land. As shown in Figure 5.5.

A. Reference Point

For the planning convenience, the zero point of the Corridor is considered at the
centre line of the proposed New Thane station near proposed Kopri sub-urban
Railway station. The chainage along the Ring Metro Alignment increases in clockwise
direction and the last point of alignment meets with the first point of alignment. All
elevations are from Mean Sea Level (MSL).

B. Interchange Stations

Efforts have been made to select station locations in such a fashion so as to provide
convenient and efficient passenger interchange with other modes of transport such
as other Railway system, Metro system and Bus system. Interchange stations
provided along the Corridor are shown in Table 5.5.

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FIGURE 5.5: DEPOT CONNECTIVITY NEAR KASARVADAVALI

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TABLE 5.5: INTERCHANGE STATIONS OF CORRIDOR

S. Name of Metro
Mode Interchange with
No. station
Proposed Suburban Kopri
1 New Thane IR Broad Gauge
Railway Station
2 Raila Devi Metro Mumbai Metro Line-4
TMT Bus Stand Near Wagle
3 Wagle Circle Bus System
Industrial Estate
Lokmanya Nagar Bus
4 Bus System Lokmanya Nagar Bus Depot
Depot
5 Dongripada Metro Mumbai Metro Line-4
6 Balkum Naka Metro Mumbai Metro Line-5
Thane Railway Station and
IR Broad Gauge &
7 Thane Junction CIDCO Bus Stand at Thane
Bus System
Railway Station

C. Major Roads along/ acrossthe Corridor

The major roads along and across the alignment are given in Table 5.6 and 5.7
respectively.

TABLE 5.6: MAJOR ROADS ALONG CORRIDOR

S. Chainage
Name of the Road
No. From (m) To (m)
1 SG Barve Road 1400 2650
2 Road Number 22 2850 4400
3 Development planned Road- 40m 4400 5300
4 Pokharan Road No. 1/ Upvan Road 5300 6500
5 Pokharan Road No. 2 6500 7800
6 Smt Gladys Alvares Road 7950 9500
7 Development planned Road- 30m 9500 11100
8 Ghodbunder Road 11100 12050
9 Wagbil Road 12150 13450
10 Development planned Road- 40m 13450 15200
11 Park Lane 15400 16000
12 Development planned Road- 20m 16000 16400
13 Brahmand Patlipada Link Road 16950 17650
14 Development planned Road- 40m 17650 18800
15 Development planned Road- 30m 18800 20900
16 Development planned Road- 40m 20900 23250
17 Rabodi- Kalwa Road 23250 24800

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TABLE 5.7: MAJOR ROADS ACROSS CORRIDOR

S. No. Description Chainage

1 Lal Bahadur Shastri Marg at Modella Chowk 1290

2 Nirmaladevi Dighe Marg- Towards Mahanagar Palika 3878
3 Ahinsa Marg at Lokmanya Tilak Chowk 4400
4 Smelting Koros Road- Towards Laxmi Park 4882
5 Smelting Koros Road 5047
6 Road Towards Kashinath Ghatekar Natyagraha 6875
7 Pokharan Road No.-2 7900
8 Vasant Vihar Junction 8345
9 Milog Circle 8975
Garden Street Road- Khewra Circle Road at Khewara
10 9425
Circle
11 Tikuji Ni Wadi Road 9950
12 Ghodbunder Road- Patlipada Flyover Crossing 11070
13 Hiranandani Estate Road 11310
14 Hiranandani Estate Road- Towards Vijay Garden 12100
15 Towards Swastik Residency Road 12600
16 Wagbil Road- Towards Wagbil Gaon 13450
17 Road Near Eva Building Rodas Enclave 15450
18 Park Lane- Towards Hiranandani Circle 16120
19 Brahmand-Patlipada Link Road- Towards RUTU Towers 16950
20 Akbar Camp Road 17620
21 Mahatma Phule Marg 17940
22 Kolshet Road- Towards Kapurbawadi 19160
23 Old Agra Road- (SH-35) 20618
24 Balkum Road 21155
25 Rabodi - Kalwa Road 22150
26 Pipe Line Road 22645
27 Mumbai- Nashik Eastern Express Highway- (NH-3) 22700
28 Rabodi - Kalwa Road 23237
29 Akaskganga Road- Towards Panchganga 24000
30 Mumbai-Pune Highway- (NH-4) 24315
31 Chendani Bunder Road 25480
32 TMT Flyover at Thane Junction 26000
33 Eastern Express Highway Near Thane Junction 27180

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D. HT Power Lines acrossthe Corridor

The HT Power Lines across the alignment are given in Table 5.8.

TABLE 5.8: HT POWER LINESACROSS CORRIDOR

S. Vertical
Location Type of Line Ownership
No. Clearance (m)
Near Eastern Express
1 HT Power Line 9.75 MAHADISCOM
Highway (Saket Ground)
2 Near Balkum Road HT Power Line 12.05 MAHADISCOM
Between Balkum Road & Old
3 HT Power Line 6.00 MAHADISCOM
Agra Road
4 Near Sub-Station Wall Corner HT Power Line 9.05 MAHADISCOM
Near Koshet Sub-Station Wall
5 HT Power Line 12.38 MAHADISCOM
Corne
Near Shiv Temple & Smt.
6 HT Power Line 12.60 MAHADISCOM
Gladys Avares Road
7 Khewara Circle HT Power Line 12.60 MAHADISCOM
on S G Barve Road Near
8 HT Power Line 9.31 MAHADISCOM
HDFC Bank
Near Hutment & Vijay Laxmi
9 HT Power Line 12.00 MAHADISCOM
Society
Open Land Near Loc Everest
10 Housing Society & Railway HT Power Line 12.25 MAHADISCOM
Line

5.1.4. Stations

• Stations have been located so as to serve major passenger catchment areas and
to enable convenient integration with other modes of transport.

• Stations vary in complexity along the route and have been located by an
interactive process influenced by ridership forecasts, availability of open land,
interchange requirements with other modes of transport, construction
feasibility, inter station distance, alignment geometry, utilities, road and
pedestrian requirements, future infrastructural developments and joint site visits
& consultations with MMRCL and TMC.

• Possibility of Parking space at all the stations has also been explored.

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• List of stations along with their chainage and interstation distances (ISD) for
Corridor is given in Table 5.9.Wherever space and site condition permits, portal
type arrangement is proposed for elevated stations. However, due to limited
ROW and narrow roads, most of the elevated stations are proposed with
Cantilever type arrangement, which is also used extensively in Maha Metro.

• Schematic diagram for Thane Metro Corridor is shown in Figure 5.6.

5.2 ANALYSIS OF CORRIDOR OPTIONS TO BE ELEVATED, UNDERGROUND OR AT GRADE

5.2.1. Corridor Selection

i. Comprehensive Mobility Plan (CMP)& Alternative Analysis Report (AAR)

Comprehensive Mobility Plan prepared in 2018 has been taken as basis of ridership
and proposed corridor for mass rapid transit systems.

Comprehensive Mobility Plan has been preparedfor a planning period up to 2045

with a vision for best performing transport systems to address the needs and
concerns of the city. The CMP had proposed with mass rapid transitcorridor with a
total length of about 61 km to be developed by 2045.

Alternative Analysis Report for MRTS system selection has been taken as the basis
for selection of metro system for the study area.

ii. Site Reconnaissance

A site reconnaissance survey was carried out by RITES along with TMC & MMRCL
officials to finalise the alignment of Thane Metro corridor. The details of catchment
areas as well as the abutting landuse along the corridor and Development Plan
Thane were also collected during the site visit. Photo graphs were also taken during
site reconnaissance to identify the alignment options of Metro Corridor, Depot and
Station locations.

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TABLE 5.9: LIST OF STATIONS

Proposed Station Proposed Proposed
S. Chainage Inter Station Ground Underground/
Station Name Rail Level Height/ Length Width
No. (Km) Distance (m) level (m) Elevated
(m) Depth (m) (m) (m)
1 New Thane 0 - 7.307 -7.200 -14.507 Underground 190 26
2 Raila Devi 1664 1664 18.251 33.600 15.349 Elevated 140 22
3 Wagle Circle 2903 1239 38.622 52.900 14.278 Elevated 140 22
Lokmanya Nagar Bus 4291 1388
4 44.436 59.000 14.564 Elevated 140 22
Depot
5 Shivai Nagar 5520 1229 46.959 67.300 20.341 Elevated 140 22
6 Neelkanth Terminal 6774 1254 47.708 59.500 11.792 Elevated 140 22
7 Gandhi Nagar 7634 860 28.642 43.700 15.058 Elevated 140 22
Dr. Kashinath Ghanekar 9032 1398
8 34.783 49.000 14.217 Elevated 140 22
Natyagraha
9 Manpada 9792 760 32.639 47.700 15.061 Elevated 140 22
10 Dongripada 11622 1830 22.018 38.500 16.482 Elevated 140 22
11 Vijay Nagari 12372 750 13.900 28.700 14.800 Elevated 140 22
12 Waghbil 13611 1239 4.973 19.700 14.727 Elevated 140 22
13 Waterfront 14685 1074 1.465 16.000 14.535 Elevated 140 22
14 Patlipada 16734 2049 13.475 29.000 15.525 Elevated 140 22
15 Azad Nagar Bus Stop 17581 847 34.313 46.000 11.687 Elevated 140 22
16 Manorma Nagar 18616 1035 11.389 26.500 15.111 Elevated 140 22
17 Kolshet Industrial Area 19954 1338 2.782 17.600 14.818 Elevated 140 22
18 Balkum Naka 21118 1164 3.373 20.500 17.127 Elevated 140 22
19 Balkumpada 22098 980 4.441 19.000 14.559 Elevated 140 22
20 Rabodi 22986 888 3.777 17.800 14.023 Elevated 140 22
21 Shivaji Chowk 23873 887 4.515 19.100 14.585 Elevated 140 22
22 Thane Junction 25841 1968 8.795 -6.400 -15.195 Underground 190 26

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FIGURE 5.6: SCHEMATIC DIAGRAM OF THANE METRO

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FIGURE 5.7: ALIGNMENT OPTIONS PARAMETERS

5.3 DESIGN NORMS

5.3.1 Track Geometry

The geometric design norms presented in subsequent paragraphs have been worked
out based on detailed evaluation of passenger comfort, safety, experience and
internationally accepted practices being followed in currently operating rapid transit
and rail systems.

i. Principles for Metro Corridor

While fixing the alternatives on proposed corridor, following requirements/

constraints have been kept in view:

i. To remain on the CL of the existing road or Government premises/land to the

extent feasible.

ii. To utilize the existing road Right of Way (ROW) to the maximum extent in order
to minimise the land acquisition and also length of diversions.

iii. To avoid dismantling of existing structures/Buildings etc. to the extent feasible.

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iv. To avoid private built up areas, villages, habitation and religious structures etc.
to the extent feasible.

v. To provide adequate clearance from existing Railway/ Highway structures.

vi. To satisfy the requirements of sound economic engineering practices

vii. To rationalise the location of proposed stations and underground ramps

ii. Geometric Design Parameters

A. Alignment Considerations: As far as possible-

• Tangent alignment has been maximized.

• Flattest possible curves have been proposed.

• Number of curves has been minimized.

• Maximum possible transition lengths, commensurate to operating speed have

been proposed.

• Elevated alignment has been maximized.

• Number of gradients has been minimized.

• Flattest possible vertical curves have been proposed.

• Cants of appropriate values, commensurate to operating speed at specific

locations have been proposed to counter the effect of centrifugal force.

• Vertical curves &transition curves of horizontal alignment do not overlap.

B. General Criteria

General Criteria used for the design purpose are given in Table 5.10.

TABLE 5.10: DESIGN CRITERIA

S. NO. CRITERIA DIMENSION
1 Gauge 1435 mm
2 Design Speed 80 Kmph
3 Maximum Axle Load 16T
4 Electric Power Collection 25KV AC, OHE

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C. Horizontal Alignment

Horizontal alignment gives the details of curves in horizontal plane as the entire
alignment can-not be on straight. The alignment on mainline track shall consist of
tangent sections connected to circular curves by spiral transitions.

i. Circular Curves

Circular curves shall be defined by their radii in meters. Larger radii shall be used
whenever possible to improve the riding quality. The minimum radius of
curvature for mainline track shall be governed by the design speeds and by the
limits for cant but shall not be less than 120m.The horizontal curve parameters
are tabulated below inTable 5.11.

TABLE 5.11: HORIZONTAL CURVE PARAMETERS

Description U/G Section Elevated Section
Desirable Minimum Radius 300 m 200 m
Absolute minimum Radius 200 m 120 m
Minimum curve radius at stations 1000 m
Maximum permissible cant (Ca) 110 mm*
Maximum cant deficiency (Cd) 85 mm
* The applied cant will be decided in relation to normal operating speeds at
specific locations like stations/vicinity to stations.

ii. Reverse Curves

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

iii. Transition Curves

It is necessary to provide transition curves at both ends of the circular curves for
smooth transition from straight section to curved section and vice-versa.
Table5.12shows required Length of transitions for Horizontal curves.

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TABLE 5.12: LENGTH OF TRANSITIONS OF HORIZONTAL CURVES

0.44 *actual cant (in mm)
Minimum Length 0.44 * cant deficiency (in mm)
whichever is higher
0.72 *actual cant (in mm)
Desirable Length 0.72 * cant deficiency (in mm)
whichever is higher
Minimum Straight between two
25 m or NIL
transition curves
Minimum horizontal curve length
25 m
between two transition curves
No Overlap is allowed between transition curves and vertical curves

D. Vertical Alignment

The purpose of this section is to establish criteria for use in all design stages of the
vertical alignment and track centre of the viaduct, tunnel, station and depot area.

i. Elevated Section

As per para 2.12.2 of IRC: SP-73, "Minimum 5.50 m vertical clearance shall be
provided from all points of the carriageway of project Highways to the nearest
surface of the overpass structure”. However, it is recommended to keep suitable
margin for future raising of road by resurfacing etc. Rail level will also depend
upon the type and detailed design of pier cap and super-structure elements.

Rail levels at elevated station locations have been proposed by providing

minimum vertical clearance and con-course of 3.50 m. Structural design of con-
course floor slabs and viaduct will also govern the final rail level. Table
5.13shows required Track centres and height for elevated station.

TABLE 5.13: TRACK CENTRE AND HEIGHT IN ELEVATED SECTION

Minimum Rail Level
Parameter Minimum Track Centre
above Ground Level
Mid-Section 4.10 m 9.50 m
Station w/o Scissor Cross-over 4.10 m 9.50 m
Station with Scissor Cross-over 4.95 m 9.50 m

ii. Underground Section

Rail level at mid-section tunnels has been proposedwith a view to provide

minimum cover of tunnel diameter 'D' to the foundation of structures located

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above. At stations, depth of rail below the ground level shall accommodate
station concourse also.Table 5.14shows required Track centres and depth for
underground station.

TABLE 5.14: TRACK CENTRE AND DEPTH IN UNDERGROUND SECTION

Minimum General Depth below
Description
Track Centre Ground Level
Running section by TBM 15.00 m 15.0 m
Running section by cut & cover except ramp 4.60 m 12.60 m
Stations by cut & cover and island platform
15.03 m 15.0 m
of 12 m
Stations by cut & cover and side platform 4.60 m 15.0 m
Stations by NATM 22.00 m 18.0 m

E. Gradients

i. Mid-Section

The grade on the mid-sections shall not be generally steeper than 3.0%.
However, there are a few situations, where steeper gradients are unavoidable,
such as:

• Switch over ramp between underground and elevated sections where a

grade of up to 4% (compensated) may be adopted to minimise the length of
ramp.

• Where the existing road gradient is more than 2.5% as the elevated section is
kept parallel to the road surface to minimise the rail level (to reduce the pier
height).

Suitable longitudinal grades with drains at the low point are proposed for
assuring proper drainage.

ii. Stations

Preferably, the stations shall be on level stretch with suitable provision for
drainage by way of cross slope and slope of longitudinal drains.However,
maximum grade shall not exceed 1 in 400. There shall be no change of grade on
turnouts on ballastless track.

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iii. Depot

For connectivity to track depot, maximum 4% (compensated) gradient is

proposed. For other portions of depot, gradient as flat as possible with adequate
track drainage shall be designed to suit the actual ground slope. All shop tracks
shall be at level. Sidings shall be level or shall fall away from the main line
connection at a gradient not exceeding 0.25%.There shall be no change of grade
within 30 m of any points and crossing on ballasted track.Table 5.15shows
gradient parameters.

TABLE 5.15: GRADIENT PARAMETERS

Description Desirable Absolute Minimum
Gradient at Mid-Section Upto 3% Upto 4% (compensated)
Gradient at Stations Level Upto 0.25%

F. Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%. However,
it is recommended that all changes in grade shall be connected by a circular curve or
by a parabolic curve.

It is proposed that vertical curves and transition curves of horizontal alignment do

not overlap.Minimum radius and length of vertical curves are shown in Table 5.16.

TABLE 5.16: VERTICAL CURVE PARAMETERS

Parameter Vertical Curve
Desirable Radius on Main line 2500 m
Absolute Minimum Radius on Main line 1500 m
Minimum Length of Vertical Curve 20 m

G. Welding

To minimize noise and vibrations, track joints should be welded by Flash Butt
Welding Technique and Alumino-Thermit Welding may be done only for those joints
which cannot be welded by Flash Butt Welding Technique

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FIGURE 5.8: TYPICAL CROSS SECTION OF BALLASTLESS TRACK ON VIADUCT

URE 5.9: 1 IN 9 TYPE TURN-OUT

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FIGURE 5.10: SCISSOR CROSS-OVER (1 IN 9 TYPE)

iii. Design Speed

The maximum sectional speed will be 80 km/h, subject to further restriction by

radius of horizontal curves, cant and cant deficiency. The parameters of radius of
horizontal curve, cant and permitted speed are summarized below.Table
5.17showsRadius, Cant and Permitted Speedas per SOD of the Maha Metro.

TABLE 5.17: RADIUS, CANT AND PERMITTED SPEED

Radius Actual Cant (Ca) Permitted Speed
(m) (mm) (km/h)
3000 or more 15 80
2800 15 80
2400 20 80
2000 20 80
1600 25 80
1500 30 80
1200 35 80
1000 40 80
800 55 80
600 70 80
500 90 80

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Radius Actual Cant (Ca) Permitted Speed

(m) (mm) (km/h)
450 95 75
400 105 75
350 110 70
300 110 65
200 110 50
190 110 50
175 110 50
150 110 45
120 110 40

5.3.2 Fixed Structure Clearance & Construction Methodology

Construction of elevated, underground alignment involves following type of

constructions:-

• Sub-structure - Columns on Open/Pile foundations with pier cap at top of

columns. Alternatively, Portal arrangement is provided at certain locations.

• Superstructure by segmental construction of whole unit construction. Box

segments are most common type of segmental construction. I-Girder and U-
girder are most common type of non-segmental construction methods where
the structural element for whole span length is pre-casted and launched in
position.

• Underground alignment by means of tunnels made through Tunnel Boring

Machine / open cut and cover method/ NATM method.

• Underground stations by means of cut and cover method or NATM method.

• Earth retaining structures like diaphragm walls, sheet piles, secant piles etc.

i. Cast in-situ and Pre-Cast Construction

A. Cast in-situ construction

In cast in-situ construction method, structure is cast at its final location of use. This
involves erection of temporary shuttering, scaffolding and support system for
casting the structure. The temporary supports and shuttering is removed when the

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concrete is set and structure attains the strength to bear its dead weight and other
loads. This method involves longer construction time and interference to road users
for longer period. This method is restricted to casting of substructure - open
foundation, pile, pile caps, columns; station structure; earth retaining structures.

B. Pre - castconstruction

In this method, structural segments are pre-casted in casting yards, pre-stressed and
then transported to the location of use and launched by means of suitable launching
arrangement. The structural elements for superstructure i.e. box segments, I-
Girders, U-girders and sometimes pile caps are casted by pre-cast technique. Pre
cast construction may be segmental or non-segmental type.

Casting yard is required for casting of precast structural segments and other precast
units like U-girder, I-Girder etc. The construction depot has arrangement for casting
beds, curing and stacking area, batching plant with storage facilities for aggregates
and cement, site testing laboratories, reinforcement steel yard and fabrication yard
etc. An area of about 2.5 Ha to 3 Ha is required for each construction depot.

Pre-cast construction has following advantages:-

• Reduction in construction period due to concurrent working for substructure and

superstructure.

• For segmental, pre-cast element (of generally 3.0m length), transportation from
construction depot to site is easy and economical. For other type of construction
i.e. I-Girder, U Girder etc. longer trailer and straighter roads are required but
erection can be done by using road cranes in comparatively less time.

• As the pre-cast elements are cast on production line in a construction depot,

better and uniform quality control can be exercised.

• This method reduces the interference to road users to minimum.

For casting of segments, both long line and short line method can be adopted.
However, the long line method is more suitable for spans curved in plan while short
line method is good for straight spans. A high degree of accuracy is required for
setting out the curves on long line method for which pre-calculation of offsets is
necessary. Match casting of segments is required in either method. The cast

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segments are cured on the bed as well as in stacking yard. Ends of the segments are
to be made rough through sand blasting so that gluing of segments can be effective.

The segmental construction has following advantages.

• Segmental construction is an efficient and economical method for a large range

of span lengths and types of structures. Structures with sharp curves and
variable super elevation can be easily accommodated.

• It is easy to incorporate last minute changes in span configuration if the site

situation so warrants.

• Segmental construction permits a reduction of construction time as segments

are manufactured in a casting yard while substructure work is in progress, and
erected rapidly thereafter.

• Better quality control is possible in the casting yard.

• It is easier to transport smaller segments by road trailers on city roads.

• Interference to the traffic during construction is significantly reduced.

ii. Structural System of Viaduct

A. Sub-structure

Two broad categories of sub-structure i.e. Pile Foundation and Open foundation are
considered for Metro Systems. For heavy/medium loads and loose/soft/filled up
upper strata, Pile foundation systems are proposed. This requires lesser space and
time for excavation. Pile load bearing capacity is calculated as per IS 2911 Part 2 &
IRC- 78. At locations where hard strata/rock is available close to ground level, open
foundations may be adopted.

The viaduct superstructure 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.Rectangular
piers (with size 1.5 m to 2m - longitudinal as well as transverse) are generally used.

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To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of
1.0m height above existing road level has been proposed all around the pier. A gap
of 25mm has been also provided in between the crash barrier and outer face of pier.
The shape of upper part of pier has been so dimensioned that the required
minimum clearance of 5.5m is always available on road side beyond vertical plane
drawn on outer face of crash barrier. In such a situation, the minimum height of rail
above the existing road is 8.5m. The longitudinal center to center spacing of
elastomeric/pot bearing over a pier would be about 1.8m.

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. The
transverse spacing between bearings would be about 3.0m. The orientation and
dimensions of the piers for the continuous units or steel girder (simply supported
span) have to be selected to ensure minimum footprint at ground/road 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.

Pier caps are casted over the columns to support the superstructure. Soffit width of
superstructure governs the width of Pier cap. While box girder requires less width of
pile, I-girder and U-girders require larger width of Pier caps to support the full width
of soffit of such superstructures. At locations where elevated alignment moves from
central verge of the road to side of the road and vice versa, Portal arrangement is
made instead of column and Pier cap. Also at locations where elevated alignment
takes a perpendicular left or right turn, portal type arrangement is provided to
provide support to superstructure.

B. Superstructure

The choice of superstructure has to be made keeping in view the ease of

constructability, maximum safety, least disturbance and inconvenience to road users
and maximum standardization of the form-work for wide span ranges. Following
types of superstructure may be considered.

i) Precast segmental box girder using external unbonded tendon.

ii) Precast U-Channel superstructure with internal pre-stressing.

iii) Precast U-Channel segmental superstructure using external unbonded tendon.

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iv) I-Girder with internal pre-stressing.

V) Special spans

FIGURE 5.11: TYPES OF SUPERSTRUCTURE

Three types of superstructures are further deliberated as under:-

C. Precast Segmental Box Girder using External Unbonded Tendon

The superstructure shall be

constructed “span by span”
sequentially, starting at one
end of a continuous stretch
and finishing at the other
end. A number of launching
girders will be required so as
to work on different
stretches simultaneously to
enable completion of the project in time.

For Box girder segmental construction, normally span of 31m is kept by providing 9
segments of 3m length and two end segments of 2m length each. The other
standard spans (c/c of pier) comprises of 28m, 25 m, 22m, 19m & 16m, which shall
be made by removing/adding standard segments of 3.0m each from the center of
the span.

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The number of “breaks” in the stretch can be identified by number of continuous

units. The suggested method of erection will be detailed in the construction
drawings. The launching girder (or, more accurately, the “assembly truss”) is capable
of supporting the entire dead load of one span and transferring it to the temporary
brackets attached to the pier. The governing weight of the segments will be of the
order of 55 M.T. The launching girder is slightly greater than two span lengths. It
must be able to negotiate sharp curves in conjunction with temporary brackets.

Transportation of segments from casting yard to the sites of erection will be effected
by appropriately designed low-bedded trailers (tyre-mounted). The segments can be
lifted and erected using erection portal gantry moving on launching girder.

In such construction, the pre-stressing is 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 as in traditional segmental construction.

The main advantages of externally pre-stressed pre-cast segmental construction can

be summarized as follows:-

FIGURE 5.12: LAUNCHING OF BOX GIRDER SEGMENTS

• Simplification of all post-tensioning operations, especially installation of tendons.

• Reduction in structural concrete thickness as no space is occupied by the

tendons inside the concrete.

• Good corrosion protection due to tendons in polyethylene ducts; the grout

inspection is easier and leaks, if any, can be identified during the grouting
process.

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• Simplified segment casting. There is no concern about alignment of tendons.

Increased speed of construction.

• Replacement of tendons in case of distress is possible and can be done in a safe

and convenient manner.

• Facilitates inspection and monitoring of tendons during the entire service life of
the structure.

However, higher depth and higher construction-transportation- erection cycle time

are disadvantages of Box Girder.

D. Precast U-Channel Superstructure with Internal Pre-stressing

The single/Double U type of viaduct structure is also a pre-cast construction with

internal pre-stressing. Double U-Girders are provided for 25-28m span. For shorter
spans, Single U girders may be provided.

FIGURE 5.13: PRECAST U-CHANNEL SUPERSTRUCTURE

The main advantages for this type of structural configuration of superstructure are:-

• Possibility to lower the longitudinal profile by approximately 1m compared to

conventional design.

• Saving in construction and erection cycle time.

• Built in structural elements capable to maintain the coaches on the bridge in

case of derailment (a standard barrier design allows this).

• Built in cable support and system function.

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• Built in maintenance and evacuation path on either side of the track.

• Built in sound barrier.

However, Single U- girder has weight in the range of 300 MT per unit and it is
difficult to transport girder of such length and weight. To reduce the weight per
girder, double U- girder may be used, but it results into wider track center of 4.6m to
accommodate the two inside walls of the two girders.

E. Precast U-Channel segmental Superstructure with Internal Pre-stressing

In this arrangement, superstructure consists of U-shape segments. These are to be

launched in a similar way as box segments. This type of superstructure results in
shallow depth of superstructure in comparison to box type segments.

FIGURE 5.14: LAUNCHING OF U-CHANNEL GIRDER

F. Precast I-Girder Superstructure with Internal Pre-stressing

Pre-cast I-Girders for various span ranges 20-34 m can be

designed. At locations with restricted head room, I-Girder
with span range of 20m may be used. Precast, pre-stressed
I-Girders are casted in casting yard, transported to site and
erected as 3/4 I-girders per span (depending upon Detailed
design) by using road cranes, connected together at site by
casting diaphragm wall and thereafter top slab is casted at
site.

The depth of I-girder is comparable to Box girder. Since unit length of I-Girder is for
full span, their transportation is not possible for all locations. However, the unit

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weight of I-Girder is approximately in the range of 70 MT, which is almost half when
compared to Double U-girder and hence can be launched with lower capacity road
cranes. Deck Slab of I-Girder can easily be planned to accommodate curved
alignment. I-Girders are most suitable for station locations, where Box and 'U'
Girders are not continued.

FIGURE 5.15: LAUNCHING OF I-GIRDER

G. Special span configuration

Regular spans upto 31m span are not suitable for crossing large openings like road
over bridges, wide surface road crossings, railway tracks, wide canals, Rivers etc.
Cantilever construction Method using PSC spans are used in such situation. Some of
common span arrangements are suggested as under:-

• 34m + 45m + 34m

• 34m + 60m + 34m

• 75m + 105m + 75m

Other span configurations may also be designed as per specific site requirement.

Other alternative is to use steel span. Steel span of upto 60m have been used in
Metro systems in India.

FIGURE 5.16: CLC SPAN 75M + 105M + 75M AND STEEL SPAN 60M

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FIGURE 5.17: TYPICAL BOX GIRDER VIADUCT SECTION

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Recommendation

The Design and Build Contractor may choose any type of super structure keeping in
view site conditions, availability of construction time and other resources i.e. road
cranes/launching girders/shuttering etc. Combination of above type of
superstructure may also be chosen. Appropriate special spans may be provided for
specific locations.

iii. Construction of Elevated Stations

Elevated stations with elevated concourse over the road are proposed for elevated
stretch of alignment. To keep the rail level low, it is proposed not to take viaduct
through the stations. Thus a separate structural configuration is required, with
shorter spans and lower depth of superstructure, although this may necessitate the
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 same manner. Two configurations as under are available for
elevated station super-structure:-

a. Three-legged portal structure supporting concourse and platform level decks

through series of Precast I girders resting on the Portal beam ledge.

b. Cantilever structure with single centre pier with the arms extending in transverse
direction at concourse level and platform level.- Concourse and Platform decks
are supported by I girders resting on extended pier arms.

Comparative analysis of above two types of structural arrangements is shown

inTable 5.18.

Typical Elevated Station

The elevated station is generally located on the road median 81 m long and 23 m
wide and is a three level structure. Passenger area on concourse is spread
throughout the length of the station, with staircases leading from either side of
theroad. Passenger facilities as well as operational areas are provided at the
concourse level. Typically, the concourse is divided into public and non-public zones.
The non-public zone or the restricted zone contains station operational areas. The
public zone is further divided into paid and unpaid areas. Area left over in the unpaid

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zone, after accommodating the passenger movement and other station facilities is
earmarked for commercial utilization.

TABLE 5.18: COMPARATIVE ANALYSIS OF TYPES OF STRUCTURAL ARRANGEMENTS

Item Three-legged portal structure Cantilever Structure
Three-legged portal structure is best Cantilever station is more suitable for
suited for stations having high traffic densely populated downtown areas having
load requiring more width. Central narrow ROW. The main elevated
median of 3.0 m can be created to superstructure is already supported on
position the Central leg of the portal. cantilever pier caps and to accommodate
This median can also divide the road the platform width (approx. 4m each), total
General traffic into two carriageways on either 8m additional width of cantilever is required
side of the median. Entry structures can to support the comparatively lighter load of
be built beyond the carriageway on platform and passengers. The station
either side. rooms, entry/exit staircases etc. may be
planned by providing more width at these
locations only and such wider width can be
supported on portal.
• Three-legged portal is a better • Station structure will be compact and
structural arrangement with respect economical. Cantilever arrangement
to vibration induced by the train may be properly designed to withstand
loads, long term deflections of the all dead loads, live loads, seismic and
concrete members etc., wind loads as well as train induced
vibrations.
• The concentrated loads coming • No need to provide Service road to
Merit from escalators and stair cases access adjoining properties.
connecting concourse level to
platform level are effectively • The concentrated loads coming from
transferred to the ground through escalators and stair cases connecting
portal legs in the shortest path. concourse level to platform level are to
• Need for Bus bays, drop/pick up be transferred to the ground through
points is avoided as the outmost portal arrangement.
lane can be used for this purpose.
• Cost of the station structure will be • There is need for Bus bays, drop/pick
more due to large built up area. up points.
Wherever there is scope of property
development, same may be
Demerit planned at Concourse level to use
the available space.
• Service lane need to be provided to
ensure access to adjoining
properties.

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Since the stations are planned generally in the middle of the road, minimum vertical
clearance of 5.50 m has been provided under the concourse. Concourse floor level is
about 7.0 m above the road. Consequently, platforms are at a level of about 13.0 m
from the road. To reduce physical and visual impact of the elevated station, stations
have been made transparent with minimum walls on the sides. Figure 5.20 shows a
typical cross section of elevated station.

iv. Construction of Tunnels for Underground Alignment

For underground alignment, tunneling arrangements are decided based upon

following objectives:-

• Minimization of the surface settlement to maintain all metropolitan activities

without adverse effect.

• Expeditious tunnel execution to minimize duration and space of the surface

effects due to tunnelling.

• Economy in tunnelling costs.

To achieve above objectives, use of Tunnel Boring Machine (TBM) is the prime
method of tunneling. Locations where deployment of TBM is not possible (tunneling of
short length, cross passages, underground stations which are not possible by cut and
cover method etc.) are tackled by NATM method.

A. Selection of TBM

Choice of appropriate TMB depends upon the detailed geological studies and soil
conditions. In the rocky strata, heavy disc cutters are required in the cutter head,
whereas for excavating soft soils, scrappers are provided in the cutter head. In mixed
soil conditions, the TBM should be capable of excavating soils and rocks both, hence
combination of scrappers and disc cutters is used under such situations.

The most important issues to be addressed in selecting a Shield tunnelling method is

face stability and minimum displacement/settlement of ground and structures
confronting suitable TBM in this project will be the closed type. The Closed type TBM
is further categorized as Earth- Pressure Balanced (EPB) TBM and Slurry type TBM.
EPB is further categorized into Earth-pressure type TBM and Mud-pressure type
TBM.

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FIGURE 5.18: TYPICAL ELEVATED STATION

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• Earth-pressure type TBM

The Earth-pressure type TBM is suitable for certain types of soil that can be
directly fluidized. Fluidized soil fills the cutter chamber and the screw conveyor is
used for discharge of muck, thereby keeping the cut face stable. The shield
machine is able to simultaneously excavate soil during shield advance, so not
only is the face well stabilized, but also the effects on the surrounding ground
are minimized.

FIGURE 5.19: EARTH PRESSURE BALANCE TBM

• Mud-pressure type TBM

The Mud-pressure type TBM is that soil pressure at the face is transferred
efficiently to ground that is high in sand content and low in fluidity through the
addition of water, mud, and additives. It is applicable to a large range of soils,
including soft ground with low solidity such as alluvial sand/gravel, sand, silt and
clay, alluvial deposits, and alternating hard and soft soil layers. The only
limitation is that the soil discharge screw conveyor is unable to operate when the
ground has high hydrostatic pressure. For this reason, it is necessary to closely
study the soil properties before implementation.

• Slurry type TBM

Slurry type TBM (Air tunnel-boring machine) is used for tunnel-boring in highly
permeable unstable terrain, or under civilian structures sensitive to ground
disturbances.

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FIGURE 5.20: TYPICAL TWIN TUNNEL ARRANGEMENT

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When digging in highly unstable or liquid terrain, the pressure exerted by the
terrain is directly governed by the depth at which digging is performed. It is
therefore necessary to balance the pressure exerted by the terrain: the front
shield of the Slurry TBM is filled with excavated material, with the exception of
one air-filled part. The pressure within this air bubble is subject to fine control.
Bentonite injection waterproofs the working face and improves its resistance.

B. Proposed Dimensions

TABLE 5.19: DIMENSIONS OF TBM

Parameter Proposed dimension
Tunnel internal diameter 5200 mm (minimum)*
Tunnel external diameter 5800 mm
Tunnel excavation diameter 6200 mm
TBM cutter head diameter 6270
Number of segments/rings 5 + 1 Key
Width of segments 1.2m/1.4m/1.5m
Thickness of segments 300 mm
Weight to segments Normal segments Approx 3.0 T each
Key segment 1 T
Weight of complete ring 16 T
Grade of concrete M - 45
*Wider Tunnel diameter may be adopted based upon detailed Geotech investigation at Detailed
Design Stage.

C. Sequence of Tunnelling by TBM

Between two stations tunnel is constructed by TBM. It will be launched from

launching shaft. It is dragged in station area and continues from other side of
station. Ground settlement analysis and monitoring is required during tunneling by
TBM. Two separate tunnels are constructed by two different TBM. Depending upon
the soil/rock strata, suitable type of TBM shall be used for tunneling.

a. Pre-Assembly Activities

The following construction sequence is necessary before Assembly of TBM can be

taken up:

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i. Construction of Head Wall & Installation of rubber seal ring

This is a concrete structure designed to hold the main frame of the Entrance ring of
TBM and prevent water and slurry flowing into the shaft during the assembly and
operation of the TBM. Rubber Seal (25 mm thick) and seal retainers keep full
contact with the shield TBM. Three air ventilation tubes are installed near the
tunnel crown and one at the invert, to release the air, when the void is being filled
with grout while launching the TBM. These can also be used for grouting.

ii. Construction of Cradle

This is a Pre-fabricated steel structure over which the TBM is assembled in–situ.
This also acts as guide to help TBM oriented in the required direction, while in
operation. After the TBM becomes operational, the cradle will be carefully
dismantled so that the same material can be used at different shaft.

iii. Construction of Reaction Frame

This is a steel Structure consisting of the Frame and supports which is fixed to the
shaft floor and is designed to safely bear the thrust [a force of App. 1200 ton (30%
of total thrust)] applied by the TBM during its working (force required by the
cutting edge to cut the rock). The machine is to be assembled in- situ on a platform
called Cradle and a Reaction frame is to be constructed in advance to bear the
reaction of the force exerted by the main drive of the TBM for cutting the rock.
Once the TBM becomes operational, the steel work in the Reaction Frame will be
carefully dismantled as the same material is to be used repeatedly at subsequent
assemblies at different sites.

b. Assembly of TBM

After the Head Wall, Entrance ring, Cradle, Reaction Frames are constructed and
other preparatory works are completed, the TBM can be assembled in- situ in a
launching chamber on the cradle and launched for tunneling. Metro underground
station being constructed by cut and cover method can be used as launching shaft
for TBM.

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FIGURE 5.21: LAUNCHING CHAMBER

FIGURE 5.22: TYPICAL ASSEMBLY OF TUNNEL BORING MACHINE

Following steps are involved in the assembly of TBM:

1) Lowering of the shield,

2) Lowering of Cutter Head and fixing the same to the shield,

3) Fixing Segment erector and screw conveyor erection,

4) Lowering and Assembly of back up gantries.

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FIGURE 5.23: MAIN SHIELD ERECTION

FIGURE 5.24: ERECTOR, SCREW CONVEYOR & BACKUP SYSTEM

It takes about three-four weeks each for completing the preparatory work and
actual assembly of TBM in position, before it could be launched. The cradle and the
Reaction Frames are specially designed for every situation depending upon the
machine characteristics and the rock characteristics. A 35 ton crane with a traveling
gantry (or a suitable road mobile crane) is required for assembling the TBM. A 50 ton
mobile crane will be required at the receiving end for dismantling TBM before
shifting the same to another location.

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c. Excavation

The TBM will operate at all times in enclosed mode. The pressure being maintained
by balancing excavated material and foam introduced against material removed via
the screw. A belt weighing device will be included on conveyor belt. This will
measure the weight of the excavated material as it is transported on the conveyor
belt.

FIGURE 5.25: EXCAVATION

d. Ring Erection

As the machine advances, the construction of the permanent lining takes place
behind the excavation face of the machine and typically consists of 6 segments
which make one ring.

FIGURE 5.26: RING SEGMENT

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e. Settlement Control

Settlement is primary caused by over excavation by TBM and the failure to fill
annular voids behind the segments. To prevent over excavation during the TBM
drives the following actions will be carried out:-

• Surface monitoring scheme to be agreed and installed prior to TBM launch.

• Provision of belt weighing device to measure excavated material weight.

• Ground treatment of launch area & receiving area (if required)

• Display in TBM drivers cabin to show actual excavated volume vs. theoretical
excavated volume in real time. Data to be recorded by TBM data logger.

To ensure settlement do not occur due to the annulus ring not being filled by grout
the following actions will be carried out.

• Grouting system based on pressure control.

• Recording of grout volumes & pressure by TBM data logger.

• Tabulation of grout volumes to be done weekly showing running 10 ring

averages. Grout pressure will be adjusted as necessary.

The above actions should ensure all annular voids are filled during the initial drive
thereby controlling settlement caused by poor grouting practices.

f. Grouting and Waterproofing

After ring installation, theoretical void distance between the excavated radius and
the external radius of the precast ring need to be filled up. Grouting fill the voids and
it also controls the ground settlement. Grouting pressure is calculated on the basis
of overburden pressure. Structures shall be watertight if the leakage does not
exceed 5 ml/m2/hour. Inside surface above spring line of the tunnel shall be always
kept dry condition.

Cavity grouting of segmental lining

Cavity grout shall be executed during the tunnelling in order to:

• Secure the waterproofing of the tunnel

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• Maintain the tunnel ring shape

• Limit the surface settlement

• Distribute ground pressures evenly onto the lining

The grouting can be distinguished into two types. These are single compound type
and the other is the two compounds type. The hardening time of the one compound
type is relatively slow and its strength is also low. On the other hand it is relatively
easy for the two compounds type to adjust the hardening time and strength. Hence
it is recommended to use the two compounds type for the cavity grout.

The two compounds type is also distinguished into two types - liquid type and plastic
type. The liquid type can be sometime diluted by the underground water and
segregated. However, the plastic type is changed instantly into gel and kept very
stable until it gets its own strength. Thus plastic type grout is recommended. The
major materials of the liquid-A for the plastic type are mainly cement, fly-ash and
bentonite. And the major material of the liquid-B for the plastic type is sodium
silicate.

Primary grouting is the initial cavity grouting which is applied simultaneously or

immediately after a unit of lining has been built. Where primary grouting does not
completely fill all cavities, secondary grouting shal1 be carried out. Primary grouting
shall be undertaken at a pressure sufficient to place the grout properly but not
greater than 1 bar above the prevailing hydrostatic pressure at the location of
grouting. Primary grouting shall be timed so as to minimize ground movement and
be injected through grout holes provided in the linings or via shield tail skin injection
pipes.

Secondary grouting shall be undertaken in selected rings by means of removing

grout plugs from the tunnel lining and drilling a hole to the back of the existing
grout. Secondary grouting is the re-grouting of lining and shall be completed as soon
as practicable but within 14 days of the primary grouting or when the face has
advanced 50 m from the location of primary grouting whichever first occurs.
Secondary grouting shall be at a pressure consistent with filling all voids. Automatic
grouting system as TBM advances shall be equipped.

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Segment Gasket

It is recommended to apply the three layers of gasket to the perimeter of the

segment. The materials for the gasket are mainly distinguished into chloroprene
rubber type and natural rubber type. It should be tested for durability and water
swelling ratio before using. The natural rubber type is suitable for the tunnel under
high water pressure and the chloroprene rubber type is suitable for the tunnel under
low water pressure.

• Gaskets shall be fitted into the grooves provided in the edges of the segment to
be sealed in the manner recommended by the gasket manufacturer. The gasket
dimensions shall match the groove width, subject to the specified tolerance.

• Sealing strips of the hydrophilic or gasket type, or a combination of the two, shall
be provided at all faces between segments to provide a seal against ingress of
ground water. Gaskets must be capable of withstanding the anticipated water
pressure when in use in the tunnel. Test certificates or other information shall
be provided to demonstrate this capability.

• Elastomeric gasket materials shall comply with the requirements of BS 2494,

including resistance to chemical attack and microbiological degradation.

• Immediately prior to the erection of a gasketed segment, the gasket shall be

checked for cleanliness and position. The gasket shall be lubricated as
recommended by the gasket manufacturer.

g. TBM in Station Area

Cradle will be installed to drag the TBM in station area and again drive to other end
of station by cutting D-wall. One end of station is receiving chamber and other end is
launching chamber.

v. New Austrian Tunnelling Method (NATM)

The term New Austrian Tunnelling Method Popularly Known as NATM, was first used
by Mr. Rabcewicz in 1962. This method has been evolved as a result of experience
gained in Austrian Alpine tunnelling condition. The first use of NATM in soft ground
tunnelling is done in Frankfurt metro in 1969. The basic aim of NATM is for getting
stable and economic tunnel support systems. Providing flexible primary lining

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inshape of shotcrete, wire mesh, rock bolts, lattice girder. In case of weaker rock
mass

FIGURE 5.27: TBM THROUGH THE DIAPHRAGM WALL

FIGURE 5.28: TBM PUSHED TO THE OTHER END OF THE STATION

the use of pipe forepole/pipe roofing is also resorted for crown support which in
turn leads to less over-break as well as ensure safety during the execution. The main
aspect of the approach is dynamic design based on rock mass classification as well as
the in situ deformation observed. This method has been very useful in complex
diversified geological condition where forecasting of the rock mass is difficult due to
rapidly changing geology.

Generally, two separate tunnels each accommodating a track and platform are
constructed for two tracks and these two platform tunnels are interconnected by
cross passages at regular interval so that both the platforms are accessed through a
common set of stair cases and escalators provided at two shafts. In fact, these two
platforms interconnected with number of cross passages act as an island platform.

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FIGURE 5.29: CONSTRUCTION OF TUNNEL BY NATM

FIGURE 5.30: TYPICAL CROSS SECTION OF TWIN TUNNELS OF U/G STATION BY

NATM

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A. Broad Principles of NATM

NATM broadly based on the following principles:

i. Dynamic Design – The design is dynamic during the tunnel construction. Every
face opening classification of rock is done and the supports are selected
accordingly. Also the design is further reinforced based on the deformation as
noticed during the monitoring.

ii. Mobilization of the strength of rock mass: The method relies on the inherent
strength of the rock mass being conserved as the main component of tunnel
support. Primary support is directed to enable the rock to support itself.

iii. Shotcrete Protection: Loosening and excessive rock mass deformation should
be minimised by applying a layer 25-50mm of sealing shotcrete immediately
after opening of the face.

iv. Measurements:Every deformation of the excavation must be measured. NATM

requires installation of sophisticated measurement instrumentation. It is
embedded in lining, ground such as load cells, extensometers and reflectors.

v. Primary Lining:The primary lining is thin. It is active support and the tunnel is
strengthened not by a thicker concrete lining but by a flexible combination of
rock bolts, wire mesh and Lattice girders.

vi. Closing of invert: Early as far as possible closing the invert so as to complete
the arch action and creating a load-bearing ring is important. It is crucial in soft
ground tunnels.

vii. Rock mass classification:The participation of expert geologist is very important

as the primary support as well as the further designing of supports etc. during
the excavation of rock requires the classification of the rock mass.

B. Construction of Shafts

Generally the shafts meant for entry / exits are constructed by Cut and Cover
method. Due to presence of buildings very close to excavation area rigid support
system in the form of Diaphragm Walls and Secant Pile Walls is proposed to be
adopted for the braced excavation in the soil. However, the excavation in rock is
usually done by stabilizing the rock face by means of shotcrete and rock dowels. A

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combination of two may be necessary where diaphragm wall / secant pile is

provided in the over burden soil and rock excavation is done below.

It is proposed to construct permanent diaphragm wall duly socketed into the rock
and excavation below the diaphragm wall level be done by supporting rock face by
shotcrete / rock bolting depending on the rock conditions. Once the
excavationproceeds in rock diaphragm wall can be extended below by jacketing. For
this it is proposed to use couplers in the diaphragm wall reinforcement. In some
cases, however, where it is considered risky to do trenching for diaphragm wall
panel on account of poor soil conditions and proximity to the building temporary
secant pile or diaphragm wall with shorter panels may be adopted.

C. Cross Passage

It is recommended to follow NFPA 130 which is an international standard for the

underground structures. Cross passageways shall not be further than 244m (800ft)
apart according to the NFPA 130. At least one cross passage is required in each
underground section between the stations. Construction method of cross passage is
briefly explained below:

• The SGI segment is sometimes used at the location of the cross passage in order
to strengthen the segment lining because some parts of the segment lining must
be dismantled during the construction of the cross passage.

• Ground treatment is carried out from the ground surface. Usually the jet grout is
applied. The jet grout is much more effective than other methods for the ground
treatment because the original soil is totally replaced by the improved soil.

• Ground treatment is also carried out from the tunnel after the jet grouting above
ground. The purpose of the grouting from the tunnel is supplementary grouting
for the jet grouting above ground.

• Dismantling of the piece of the segments is commenced one piece by one piece
together with carefully confirming of the soil condition. Additional grouting
should be done if necessary.

• Excavation to the other tunnel with lagging or shotcreting.

• Structural work

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D. Support Measures

Support measures prescribed for these NATM tunnels generally included shotcrete,
wire mesh, lattice girders, forepiling etc. M25 grade of shotcrete is generally
adopted for these tunnels. Standard shotcrete thickness is 25-30 cm for such sizes of
platform tunnels, cross adits and service tunnels. However, in special areas such as
intersections and transitions and areas of weak ground a higher shotcrete thickness
of approximately 30-40 cm is applied. To avoid the buildup of water pressure on the
shotcrete lining weep holes are drilled through the shotcrete lining. These weep
holes are equipped with slotted PVC pipes wrapped in geo-textile.

Lattice girders are installed to provide immediate support for the exposed rock mass
during excavation and to serve as template for the excavation geometry. They also
serve as guidance and support for forepiling and are considered as reinforcement of
the shotcrete lining. Different types of lattice girders are installed depending on the
applied shotcrete thickness.

FIGURE 5.31: LATTICE GIRDER

For the tunnels wire mesh 150/150/6 mm are applied as standard. Wire mesh is
applied after application of a shotcrete sealing layer. Proper overlap of 300 mm (2
mesh Openings) is provided in both directions i.e. circumferential and in longitudinal
direction.

In some cases, forepling is installed in the crown area of the top heading to avoid
development of loosening rock zones. Forepiling is installed after each round from
the current top heading face to provide safety for the following top heading
excavation round. It is installed from the top of the last lattice girder installed.

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vi. Construction of Underground Stations

Construction of underground station is mostly done by Cut and Cover Method

where adequate ROW is available to support the excavation width to cover the
width of station including protection work. Margin for road traffic also need to be
available beyond the excavation line. Where ROW is restricted, only half width of
station will be tackled at a time. In cases where ROW is extremely restricted and cut
& Cover method is not possible, excavation will be done by New Austrian Tunneling
Method (NATM).

A. Cut and Cover Method

In this method, entire volume required to accommodate structure is first excavated,

structures are casted followed by backfilling. The open cut excavation with slope but
without support is not suited due to large depths of excavation involved. Hence
support of excavated sides by way of diaphragm wall/sheet pile/soldier piles/secant
piles is essentially done in cut and cover method. The support walls are often braced
to effectively resist the huge earth pressure. The braced cut and cover method
involves following steps:-

• Identification and diversion of utilities

• Construction of support walls

• Excavation between support walls along with bracing, ties or anchors

• Concrete construction

• Removal of temporary supports

• Backfilling and restoration of surface/utilities

There are two methods for cut and cover construction:-

i. Bottom Up Construction: This is the conventional construction method in which

excavation is carried out through to the design depth and then construction
starts from bottom most floor slab and proceeds upwards. In this method the
restoration of top surface is possible only after all the structures are constructed
upto top level and hence it involves longer restoration time.

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ii. Top Down Construction: In this method, after excavation of first stage, floor
slabs are constructed. These floor slabs are permanent structures which replace
temporary steel struts in the braced excavation method to counteract the earth
pressure from back of retaining wall. In this way, the underground structure
construction is finished with the completion of excavation process. The floor
slabs used in this method are heavier than steel struts used in conventional
excavation method. In addition, superstructure being constructed
simultaneously during excavation puts more weight on the column. Hence,
bearing capacity of column is to be considered. Typical construction procedure
of top down construction method is as under:-

a. Construct the retaining wall.

b. Construct piles. Place the steel columns where piles are constructed.

c. Proceed to the first stage excavation.

d. Cast the floor slab.

e. Begin to construct superstructure.

f. Proceed deeper to second stage of excavation. Cast the floor slab.

g. Repeat the same procedure till designed depth is achieved.

h. Cast bottom most slab.

The merits and de-merits of this method are shown in Table 5.20.

TABLE 5.20: MERITS AND DEMERITS OF TOP-DOWN METHOD

Merit De-merit

• Shortened construction period due to • Higher cost.

simultaneous construction of • Possibility of lateral displacement of
underground structure and retaining wall or ground settlement is
superstructure. more due to longer construction
• Faster restoration of ground surface and period of bottommost slab.
utilities as topmost slab of underground • Natural ventilation and illumination is
construction is casted first. affected due to construction of first
• Higher stiffness of floor slabs compared slab.
to steel struts improves the safety of
excavation.

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B. New Austrian Tunneling Method (NATM)

Where ROW is extremely restricted and it is not possible to adopt cut and cover
method, stations are constructed by NATM. In this method, two separate tunnels
consisting of one track and one platform are constructed by NATM method and are
connected by means of cross passages. This method requires overburden of about 2-
2.5 times dia of tunnel. In this method, progress is slow. This method is described in
detail in tunnelling sub-section.

C. Earth retaining structures for underground stations

Following earth-retaining structures are used to support excavation for construction

of underground stations:-

a. Soldier Piles: H/I section steel piles are

driven in the ground at an interval of 1-1.5
m and the gap between the two piles is
filled by using laggings of timber
planks/steel sheets/GI sheets. These piles
are reusable, can be easily pulled out and
results into less ground disturbance while
driving and pulling out. However, these
piles are not watertight and dewatering
measures are required. Void between
soldier piles and surrounding soil need filling.

b. Sheet Piles:Sheet piles of 'Z' or 'U' shape

are driven into soil by striking or static
vibrating. The sheet pile is interconnected
with adjoining piles to achieve
interlocking and water sealing. Sheet piles
can be used again and again and hence
becomes economical. Driving of sheet
piles require considerable efforts and
cause vibrations to ground and adjoining
structures. Sheet piles have higher stiffness than soldier piles.

c. Secant Piles: It is series of piles cutting into adjoining piles to achieve water tight
retaining structure. In this method, alternate soft piles, called female piles, of dia

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(D) 800 to 1000 mm (without reinforcement) are cast at an inter-distance of less

than D and when these piles are still green, hard piles (containing reinforcement)
are bored by cutting female piles. Thus, a series of alternate and interconnected
hard and soft pile is achieved which acts as rigid earth retaining structure. It has
all the advantages of diaphragm wall, except that it cannot be used as part of
permanent structure.

d. Diaphragm Wall: It is a rigid support system ensuring maximum safety against

settlement/lateral displacement. Typically diaphragm wall of 1 m thickness is
sufficient to retain the earth pressure in a cut cover construction. The diaphragm
wall can be used as part of permanent structure. With diaphragm wall, it is
possible to adopt top down construction method.

FIGURE 5.32: DIAPHRAGM WALL

D. Typical Underground Station

A typical underground station is three level station with entrances and ventilation
shafts at the ground level, a concourse with ticketing and AFCs at the mezzanine
level and finally platforms at the lowest level. 140 m long island platform is
proposed on the stations. Platform is 12 m wide with 2 sets of staircase/ Escalator
planned leading to either end of the station. A lift is planned in the centre. Figure
5.35 shows a typical cross section of underground station.

Two end concourses have been proposed, one at each end. The concourse is divided
into paid and unpaid area by the AFC gates. Paid area is limited to access to the stair
/ escalator and corridor connecting the two concourses, also lead to the lift which is
centrally provided.

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Since, very limited space is available on the ground at stations, all the over-ground
structures are therefore, planned as and where space is available and are therefore,

not necessarily grouped at ground level.

FIGURE 5.33: TYPICAL UNDERGROUND STATION

vii. Flexible Joint at the Junction of the Tunnel and Station/Shaft

Following three models are considered for the connection.

• Rigid connection

• Pin connection

• Free connection

The Rigid connection is recommended. There are some measures for such joint
between the tunnel and station which are as follows.

• RC segment only

• RC segment with elastic washers for 7 meters (1D long)

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• SGI segment for 7 meters (1D long)

• SGI segment with elastic washers for 7 meters (1D long)

• Flexible joint

Considering safety and cost for the construction it is recommended to apply the rigid
joint at the connection between tunnel and station. Detailed analysis such as FEM
analysis should be done for the earthquake to estimate the displacement of the
joint.

viii. Protection of Stray Current

The corrosion control system shall be designed to mitigate the potential effects of
stray currents. The consultant team recommends the following measures.

• Connections shall be provided to enable electrical bonding of the inner

reinforcement across isolation joints.

• Facilities for jointing any or all of the connections shall be provided.

• Reinforcement for segmental concrete lining shall be designed such that no

electrical continuity will exist across the circle joint.

• SGI segments shall be bonded to mitigate potential stray current effects.

• Cathodic protection should be applied to all the pipes inside the tunnel.

• Bracket for the pipes or cable should be taken care of its insulation.

ix. Ventilation

A mechanical emergency ventilation system is required in a fixed guide way transit

underground or enclosed train way that is longer than 304.8 m (1000 ft) according
to the NFPA 130, 2003 edition. RITES recommends for adopting the Saccardo
ventilation system in the project. This system is widely used in Japan, USA and
Singapore.

Saccardo ventilation system is such a longitudinal ventilation operational system as

high velocity air jet produces high volume airflow into the tunnel. This system is
especially effective to the twin tunnels with a single track because the section area

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of the tunnel is relatively small and the direction of the traffic is always same.
Moreover, the innovation of the ventilation fan is so fast that this system is getting
more effective to the ventilation of the even longer tunnels in these days.

The analysis of the ventilation for the normal and emergency condition can be made
by the Subway Environment Simulation (SES) computer program, which was
developed by the Department of Transportation of USA. However, the air velocity of
2 m/s is applied for designing the capacity of the ventilation fan in the Japanese
latest metro system. This figure complies with the NFPA 130 and a reference for the
system in the project.

x. Grade of Concrete

It is proposed to carry out construction work with design mix concrete.

Computerized Automatic Batching Plants will be installed. Following grades of
concrete are proposed for various members as per design requirement/durability
considerations.

i. Piles : M-35

ii. Pile cap and open foundation : M-35

iii. Piers : M-40/M-50

iv. All pre-cast elements for viaduct and stations: M-45

v. Tunnel segments : M-45

vi. Cantilever piers and portals: M-45 /M-50/M-60

vii. Other miscellaneous structures: M-30

For all main structures, permeability test of concrete is recommended to ensure

impermeable concrete.

xi. 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 T 13 and or
19 K 15 is recommended (confirming to IS:14268).

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5.3.3 Geo-Technical Details with New Innovative Techniques to be used for

Implementation in Civil Works, Track System
i. Coverage

Geotechnical investigation was carried out by RITES forThirty (30) boreholes drilled
throughout the Corridorwith the objective of determining subsurface profile of the
underlying strata and required strength characteristics of the underlying soil / rock
strata in order to propose the suitable substructure for elevated section, stations
buildings, other buildings and underground alignment.

Geotechnical report includes field investigation, laboratory test results of the soil
samples to evaluate the soil parameters and recommendations with regard to
suitable sub-structure which may be adopted for various elevated and underground
structures.

ii. Physiography

The headquarters of the district is the city of Thane. Other major cities in the district
are NaviMumbai, Kalyan-Dombivli, Mira-Bhayander, Bhiwandi, Ulhasnagar,
Ambarnath, Badlapur, Murbad and Shahapur.

The district is situated between 18°42' and 20°20' north latitudes and 72°45' and
73°48' east longitudes. The revised area of the district is 4,214 km². The district is
bounded by Nashik district to the north east, Pune and Ahmadnagar districts to the
east, and by Palghar district to the north. The Arabian Sea forms the western
boundary, while it is bounded by Mumbai City District and Mumbai Suburban
District to the southwest and Raigad District to the south.

The district is the northernmost part of the Konkan lowlands of Maharashtra. It

comprises the wide amphitheatre like Ulhas basin on the south and hilly Vaitama
valley on the north together with plateaus and the slopes of Sahyadri. From the
steep slopes of the Sahyadri in the east, the land falls through a succession of
plateaus in the north and centre of the district to the Ulhas valley in the south.
These lowlands are separated from the coast by a fairly well-defined narrow ridge of
hills that runs north-south to the east of the Thane creek, parallel to the sea, keeping
a distance of about 6 to 10 km from the shores. Isolated hills and spurs dot the
district area.

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iii. Rainfall and Climate

There are two distinct climates in the district, one on the western coastal plains and
the other on the eastern slopes of Sahyadri. The climate on the western coastal
plains of Thane, Vasai, Palghar and Dahanutalukas is tropical, very humid and warm.
The climate on the plains at the foot of the slopes (Kalyan, Bhiwandi, Vada,
Ulhasnagar, Ambarnath and Talasaritalukas) and on the eastern slopes of Sahyadri
(Murbad, Shahapur, Jawhar, Vikramgad and Mokhadatalukas) is comparatively less
humid. The temperature variation is more in the eastern part of the district
comparing to the western coastal areas.

The district has four seasons. Winter is from December to February, followed by
summer from March to June. The southwest monsoon season is from June to
September. October and November months constitute the post-monsoon season,
which is hot and humid in the coastal areas.

In the coastal area, the average daily maximum temperature in summer is 32.9 °C
(maximum recorded at Dahanu is 40.6 °C on 19 April 1955) and in winter average
mean daily minimum temperature is 16.8 °C (minimum recorded at Dahanu is 8.3 °C
on 8 January 1945). But in the interior parts of the district, the average daily
minimum temperature is slightly lower in the winter season and the average daily
maximum temperature is higher in the summer.

The average annual rainfall in the district is 2293.4 mm. The rainfall in the district
increases from the coastal areas to the interior. The rainfall varies from 1730.5 mm
at Mahim on the coast to 2588.7 mm at Shahapur in the interior. The rainfall during
the southwest monsoon season, June to September, constitutes about 94% of the
annual rainfall. July is the wettest month with a rainfall of about 40% of the annual
total. The variation in the annual rainfall from year to year in the district is not large.
The highest rainfall recorded in 24 hours at any station in the district was 481.1 mm
at Dahanu on 1 September 1958 CE.

iv. General Geology & Related Characteristics

The Thane district forms part of western slope of Sahayadri hill range. This hill range
passes through the eastern part of the district. Major part of the district constitutes
rugged and uneven topography, characterized by high hills and steep valleys.
Physiographically, district can be divided into two broad divisions-Undulating Hilly
Tract and Coastal Plain in western part. The area is drained by innumerable streams

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and tributaries of Vaitarna and Ulhas River. The four main tributaries of river
Vaitarna are Surya, Tansa, Deharaja and Pinjal Rivers. Ulhas River is the other
important river in the district. Most of the soils in the district can be considered as
being derived from trap (Basaltic) rocks. The soil has been classified into three broad
categories based on the characteristics and relationship with topographic set up.

1) Soil of Coastal Lands with Residual Hills - These soils are slightly deep, poorly
drained, fine soils on gentle sloping land and very fine soil on sloping land.
These soils are calcareous and occur along the coast of Vasai, Palgarh and
Dahanu.
2) Lighter Colored soils - These soils are occurring on the undulating, elongated
hills and 5 intervening valleys. These are medium to deep grayish in color,
poor in fertility, clayey to loamy in nature, shallow in depth and coarse in
texture. These soils are known as Varkas and are suitable for rice. These soils
occur on the eastern part of the district.
3) Black Colored Soil- These soils occur on plains in the middle and eastern part
of the district along the valleys.

The soils of thane district can be conveniently divides into three categories

a. Block Soil containing sand.

b. Red soil in the eastern region mostly on the slopes
c. Brownish-black soil in the patches of the valleys mostly lying between the
coastal plains and the hilly slopes of Sahayadri.

The first type of soil, which is found in Dahanu, Palghar, Vasai and Thane tahsil, is
fertile and useful for horticulture, Paddy cultivation and vegetables. Whereas, the
second type which is found in Mokhada, Talasari and some parts of other tahsils on
the Eastern slopes is useful for growing coares millets like Nagli and Varai. The third
type of soil found in Bhiwandi, Kalyan and Shahapurtahsils is useful, particularly for
Paddy cultivation.

v. Seismicity

In peninsula India the state of Maharashtra, along with Gujarat and Madhya
Pradesh, has suffered from frequent earthquakes, both deadly and damaging,
although not located on or near any plate boundaries. All the earthquakes here, as
in all of peninsula India, are interpolating events. In the 20th century alone, three
earthquakes with magnitudes greater than 6.0 were recorded here. According to

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GSHAP data, the state of Maharashtra falls in a region of moderate to high seismic
hazard. As per the 2002 Bureau of Indian Standards (BIS) map, Maharashtra also falls
in Zones II, III & IV. Historically, parts of this state have experienced seismic activity
in the M6.0-6.5 range. Approximate locations of selected towns and basic political
state boundaries are displayedin Figure 5.36.

Seismic Zones in India and Earthquake Hazard map are shown in Figure
5.37andFigure 5.38.

vi. Scope of Investigations

Field Investigation at the site were planned to determine the required strength
characteristics of the underlying soil/rock to design the foundations of the proposed
structure to be constructed. The geotechnical investigation work includes:

a. Drilling of 150mm diameter boreholes in all kind of soil including gravels and
cobbles, & 76 mm dia. drilling in Weathered Rock, Soft Rock & Hard Rock up to
depth ranging from 15m to 21m. Boreholes have been terminated after
completing at least 3 m drilling in fresh and hard Rock. These bore holes have
been drilled at an interval of about 1000m c/c distance along the alignment or at
change of strata.

FIGURE 5.34: SEISMIC ACTIVITY

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FIGURE 5.35: SEISMIC ZONES OF INDIA

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FIGURE 5.36: EARTHQUAKE HAZARD MAP

b. Conducting Standard Penetration test (SPT) at every 3.0 m interval upto BH

termination depth.

c. Collection of disturbed & undisturbed soil samples as per IS:2132.

Following laboratory tests were conducted on collected soil samples:

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TABLE 5.21: GEOLOGICAL SUCCESSION FOR SOIL

S. PARTICULARS OF RELEVANT IS DISTURBED UNDISTURBED
NO. PROPERTIES CODE SAMPLES SAMPLES
1. Sieve Analysis IS 2720 (part IV) ✓ ✓
2. Atterberg’s Limit IS 2720 (part V) ✓ ✓

Following laboratory tests were conducted on selected Rock core samples:

TABLE 5.22: GEOLOGICAL SUCCESSION FOR ROCK

S. RELEVANT IS ROCK CORE
PARTICULARS OF PROPERTIES
NO. CODE SAMPLES
1. Water Absorption IS 1330 ✓
2. Porosity IS 1330 ✓
3. Specific Gravity IS 1330 ✓
4. Uniaxial Compressive Strength IS 8764 ✓
5. Point load Index IS 8764 ✓

vii. Details of Geotechnical Investigation

A. General

In total, 30 bore holes have been drilled up to maximum 21.00 m depth along the
proposed Corridor for investigation. In which one Bore Hole has been drilled in
Kasarvadavali Depot area.

Standard Penetration Test (SPT) was conducted in the boreholes at every 3.0 m
interval and change of strata as per specifications. Standard split spoon sampler
attached to lower end of drill rods was driven in the boreholes by means of standard
hammer of 63.50 kg falling freely from a height of 75 cm. The sampler was driven 45
cm as per specifications and number of blows required for each 15 cm penetration
was recorded. The number of blows for the first 15 cm penetration was not taken
into account as it is considered seating drive. The number of blows for next 30 cm
penetration was designated as SPT ‘N’ value. Wherever the total penetration was
less than 45 cm, the number of blows & the depth penetrated is incorporated in
respective bore logs. Disturbed Soil samples obtained from standard split spoon
sampler were collected in polythene bags of suitable size. These samples were
properly sealed, labeled, recorded and carefully transported to laboratory for
testing.

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Undisturbed Soil Samples (UDS)UDS wherever could not recover due to presence of
hard strata or slipped during lifting, were duly marked in the respective bore logs.

The depth of Ground Water Table was checked/ measured in all bore holes. The
ground water table was encountered in all bore holes during the boring activity.

B. Details for Corridor

A total of 29 BHs have been drilled in the soil for corridor. Summary of the boreholes
drilled in the corridor is given in Table 5.23.

TABLE 5.23: SUMMARY OF BORE HOLES

Depth of Ground
S. Chainage
BH Nos. BH Location Borehole Water Table
No. (m)
(m) (m B.G. L)
1 BH-1 Near New Thane 430 18.00 5.40
2 BH-2 Near Kashish Park 1155 15.00 5.50
3 BH-3 Near Modella chowk 1580 15.00 6.50
4 BH-4 Near Neheru Nagar 2665 21.00 7.50
5 BH-5 Near Wagle Industrial Estate 3485 17.00 6.50
6 BH-6 Near Lokmanya Nagar Bus Depot 4395 19.50 5.50
7 BH-7 Near Shastri Nagar 5300 16.00 9.70
8 BH-8 Near Upvan Lake 6600 16.00 5.50
9 BH-9 Near Gandhi Nagar 7740 16.00 7.50
10 BH-10 Near Vasant Vihar 8850 15.00 7.50
11 BH-11 Near Khewra Circle 9620 15.00 7.00
12 BH-12 Near Patlipada 10195 19.50 6.70
13 BH-13 Near Hiranandini Estate Road 11180 15.00 4.60
14 BH-13 A Near Vijay Nagri 12800 15.00 6.70
15 BH-13 B Near Waghbil 14065 18.00 7.50
16 BH-13 C Near Hiranandini Road Enclave 15615 15.00 5.80
17 BH-13 D Near New Brahmand 16750 15.00 7.80
18 BH-14 Near Azad Nagar Bus Stop 17800 18.00 7.50
19 BH-15 Near Manorma Nagar 19235 15.00 7.50
20 BH-16 Near Kolshet Industrial Area 20000 18.00 6.00
21 BH-17 Near Old Agra Road 20790 15.00 7.50
22 BH-18 Near Balkum Naka 21500 16.00 5.50

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Depth of Ground
S. Chainage
BH Nos. BH Location Borehole Water Table
No. (m)
(m) (m B.G. L)
23 BH-19 Near Balkumpada 22300 16.50 6.80
24 BH-20 Near Saket 22850 18.00 8.30
25 BH-21 Near Rabodi 23660 16.50 5.30
26 BH-22 Near Shivaji Chowk 24485 15.00 6.50
27 BH-23 Near Thane Junction 25460 16.00 6.50
28 BH-24 Near Brahman Society Thane Junction 26585 21.00 4.50

29 BH-25 Near New Thane 27355 16.50 4.50

30 BH-D-1 Depot Area 15.00 5.80

C. Details for Depots

A total of 1 BH having 15.0 m depth has been drilled in soil for the proposed depot.
Summary of the borehole drilled is given below in Table 5.24.

TABLE 5.24: SUMMARY OF BORE HOLES FOR DEPOTS

Depth of Ground
S. Chainage
BH Nos. BH Location Borehole Water Table
No. (m)
(m) (m B.G. L)
1 BH-D-1 Kasarvadavali Depot Area 15.00 5.80

viii. Engineering Parameters of Each Layer

Sub Soil Profile

The sub-soil strata at proposed alignment are generally homogeneous and

comprises of mainly three types of layers (based on field tests & laboratory test
result data). Description of engineering parameters of each layer met along the
corridor and Depot areas are tabulated below inTable 5.25;

LAYER TYPE – I: Overburden comprising of silty sandy soil with gravels and pebbles
yellowish brown in colour

LAYER TYPE– II: Moderately to highly weathered amygdaloidal basalt

LAYER TYPE –III: BedrockRock comprising fresh & hard Basalt with zeolite Type of
Foundation

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TABLE 5.25: DETAILS OF LAYER MET ALONG THE CORRIDOR

LAYER TYPE –I LAYER TYPE –II LAYER TYPE –III
BH Nos. BH Location Depth (m) Depth (m) Depth (m)
From To From To From To

BH-1 Near New Thane 0.00 4.50 4.50 15.00 15.00 18.00

BH-2 Near Kashish Park 0.00 6.00 6.00 12.00 12.00 15.00

BH-3 Near Modella chowk 0.00 3.50 3.50 12.00 12.00 15.00

BH-4 Near Neheru Nagar 0.00 6.00 6.00 18.00 18.00 21.00

BH-5 Near Wagle Industrial Estate 0.00 6.50 6.50 14.00 14.00 17.00

BH-6 Near Lokmanya Nagar Bus Depot 0.00 6.00 6.00 16.50 16.50 19.50

BH-7 Near Shastri Nagar 0.00 4.50 4.50 13.00 13.00 16.00

BH-8 Near Upvan Lake 0.00 6.00 6.00 13.00 13.00 16.00

BH-9 Near Gandhi Nagar 0.00 4.50 4.50 13.00 13.00 16.00

BH-10 Near Vasant Vihar 0.00 4.50 4.50 12.00 12.00 15.00

BH-11 Near Khewra Circle 0.00 4.50 4.50 12.00 12.00 15.00

BH-12 Near Patlipada 0.00 7.50 7.50 16.50 16.50 19.50

BH-13 Near Hiranandini Estate Road 0.00 3.00 3.00 12.00 12.00 15.00

BH-13 A Near Vijay Nagri 0.00 4.00 4.00 12.00 12.00 15.00

BH-13 B Near Waghbil 0.00 9.00 9.00 15.00 15.00 18.00

BH-13 C Near Hiranandini Road Enclave 0.00 7.50 7.50 12.00 12.00 15.00

BH-13D Near New Brahmand 0.00 4.50 4.50 12.00 12.00 15.00

BH-14 Near Azad Nagar Bus Stop 0.00 7.50 7.50 15.00 15.00 18.00

BH-15 Near Manorma Nagar 0.00 6.00 6.00 12.00 12.00 15.00

BH-16 Near Kolshet Industrial Area 0.00 4.50 4.50 15.00 15.00 18.00

BH-17 Near Old Agra Road 0.00 9.00 9.00 12.00 12.00 15.00

BH-18 Near Balkum Naka 0.00 10.50 10.50 13.00 13.00 16.00

BH-19 Near Balkumpada 0.00 10.50 10.50 13.50 13.50 16.50

BH-20 Near Saket 0.00 9.00 9.00 15.00 15.00 18.00

BH-21 Near Rabodi 0.00 10.50 10.50 13.50 13.50 16.50

BH-22 Near Shivaji Chowk 0.00 9.00 9.00 12.00 12.00 15.00

BH-23 Near Thane Junction 0.00 10.50 10.50 13.00 13.00 16.00

BH-24 Near Brahman Society Thane Jn. 0.00 4.50 4.50 18.00 18.00 21.00

BH-25 Near New Thane 0.00 4.50 4.50 13.50 13.50 16.50

BH D-1 Depot Area 0.00 4.50 4.50 12.00 12.00 15.00

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A. Introduction

The proposed alignment has been explored by drilling of 30 boreholes down to

depth of 21.0m below ground level. As the strata met mostly rocky at most of the
sites and heavy loads are expected.

B. Safe Load Carrying Capacity and Safe Uplift Capacity for Pile

Depth of foundations in soil shall be decided as per clause 7 of IS: 1904 for special
cases like; where volume change is expected / scour is expected / foundations on
sloping ground / foundation on made up or filled up ground / frost action is
expected etc. The Depth of foundation also depend upon the Rock Strata
encountered down the ground level at adequate depths and hence, calculated as
per IRC-78 2014. The safe pile load carrying capacity and safe uplift capacity for
various lengths and diameters of piles has been worked out as per IS 2911 (Part
1/Sec 2): 2010- Design and Construction of Pile Foundations equation and tabulated
below in Table 5.26 and Table 5.27.

TABLE 5.26: SAFE LOAD CARRYING & UPLIFT CAPACITY OF CORRIDOR

Length of pile Vertical Safe Vertical Safe

Pile Stem
BH Nos. BH Location below cut-off Load Capacity of Load Capacity of
Dia.D (m)
(m) Pile, (KN) Pile, (T)

1.0 15.00 2320 232

BH-1 Near New Thane
1.2 15.00 3180 318
1.0 12.00 2267 226
BH-2 Near Kashish Park
1.2 12.00 3117 311
1.0 12.00 2214 221
BH-3 Near Modella chowk
1.2 12.00 3053 305
1.0 18.00 3307 330
BH-4 Near Neheru Nagar
1.2 18.00 2214 221
Near Wagle Industrial 1.0 14.00 2267 226
BH-5
Estate 1.2 14.00 3117 311
Near Lokmanya Nagar 1.0 16.50 2532 253
BH-6
Bus Depot 1.2 16.50 3435 343
1.0 13.00 2267 226
BH-7 Near Shastri Nagar
1.2 13.00 3117 311

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Length of pile Vertical Safe Vertical Safe

Pile Stem
BH Nos. BH Location below cut-off Load Capacity of Load Capacity of
Dia.D (m)
(m) Pile, (KN) Pile, (T)

1.0 13.00 2267 226

BH-8 Near Upvan Lake
1.2 13.00 3117 311
1.0 13.00 2267 226
BH -9 Near Gandhi Nagar
1.2 13.00 3117 311
1.0 12.00 2267 226
BH-10 Near Vasant Vihar
1.2 12.00 3117 311
1.0 12.00 2267 226
BH- 11 Near Khewra Circle
1.2 12.00 3117 311
1.0 16.50 2532 253
BH-12 Near Patlipada
1.2 16.50 3435 343
Near Hiranandini Estate 1.0 12.00 2267 226
BH -13
Road 1.2 12.00 3117 311
1.0 12.00 2267 226
BH-13 A Near Vijay Nagri
1.2 12.00 3117 311
1.0 12.00 2267 226
BH-13 B Near Waghbil
1.2 12.00 3117 311
Near Hiranandini Road 1.0 12.00 2267 226
BH-13 C
Enclave 1.2 12.00 3117 311
1.0 12.00 2267 226
BH-13 D Near New Brahmand
1.2 12.00 3117 311
Near Azad Nagar Bus 1.0 15.00 2320 232
BH-14
Stop 1.2 15.00 3180 318
1.0 12.00 2267 226
BH-15 Near Manorma Nagar
1.2 12.00 3117 311
Near Kolshet Industrial 1.0 15.00 2320 232
BH-16
Area 1.2 15.00 3180 318
1.0 12.00 2267 226
BH-17 Near Old Agra Road
1.2 12.00 3117 311
1.0 13.00 2267 226
BH-18 Near Balkum Naka
1.2 13.00 3117 311
BH-19 Near Balkumpada 1.0 13.50 2267 226

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Length of pile Vertical Safe Vertical Safe

Pile Stem
BH Nos. BH Location below cut-off Load Capacity of Load Capacity of
Dia.D (m)
(m) Pile, (KN) Pile, (T)

1.2 13.50 3117 311

1.0 15.00 2320 232
BH-20 Near Saket
1.2 15.00 3180 318
1.0 13.50 2267 226
BH-21 Near Rabodi
1.2 13.50 3117 311
1.0 12.00 2267 226
BH-22 Near Shivaji Chowk
1.2 12.00 3117 311
1.0 13.00 2267 226
BH-23 Near Thane Junction
1.2 13.00 3117 311
Near Brahman Society 1.0 18.00 3307 330
BH-24
Thane Junction 1.2 18.00 2214 221
1.0 13.50 2267 226
BH-25 Near New Thane
1.2 13.50 3117 311

TABLE 5.27: SAFE LOAD CARRYING CAPACITY & SAFE UPLIFT CAPACITY OF DEPOT

Length of pile Vertical Safe Vertical Safe

Pile Stem
BH Nos. BH Location below cut-off Load Capacity Load Capacity of
Dia.D (m)
(m) of Pile, (KN) Pile, (T)

1.0 12.00 2267 226

BH D-1 Depot Area
1.2 12.00 3117 311

C. Safe Bearing Pressure for Shallow Foundation Resting on Rock

Net Safe bearing Capacity of shallow foundation at depot locations, where bed rock is
met at shallow depth has been calculated and tabulated below in Table 5.28.

TABLE 5.28: SBC OF SHALLOW FOUNDATION (DEPOT LOCATION)

Qc (Average UCS Nj (Empirical coefficient
BH No. Qs (Safe bearing
Depth of of the rock cores in depending upon the
pressure in T/sqm)
foundation (m) T/sqm) spacing of discontinuities)
D-1 4.50 360 0.20 72

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ix. Conclusions & Recommendations

Thirty boreholes have been drilled down to maximum depth of 21.00 m below ground
level for sub soil/Rock exploration. Following is recommended for different type of
foundations:

• Since heavy loads are to be transferred to sub soil strata at viaduct part of alignment
therefore Pile Foundations have been recommended for the proposed viaduct

• The design safe load carrying capacity of Deep Foundation has been giveninTable
5.26above.

• The load capacities of piles are based on empirical correlation’s and should be
confirmed by conducting pile load test as per IS: 2911 (Part 4) on test piles before
execution of working piles.

• Since the proposed site is situated in seismic Zone III of the seismic zonation map of
India, suitable seismic coefficient commensurate to seismic Zone III (IS: 1893) should
be adopted in the design of the structures.

5.4 GEOMETRIC DESIGN OF CORRIDOR INCLUDING PLAN/PROFILE

5.4.1. Alignment Design Considerations

Following considerations have been kept in view, while designing the alignment.

a. The alignment has been proposed to cover the high-density traffic corridor and
origination/destination centers.

b. The elevated alignment has been generally proposed along the median of the
road.

c. Track Centre of 4.1 m has been proposed for elevated section for superstructure.

d. Underground alignment has been designed with a view to avoid high rise
buildings having deep foundations.

e. To minimize the construction cost, underground stations have been proposed to

be constructed by Cut and Cover method.

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f. Traffic diversion will be required where elevated stations are proposed along the
road.

g. Effort has been made to minimize disruption to road traffic during construction
phase.

h. Effort has been made to position the ramps and depots on Government land.

5.4.2. Thane Ring Corridor: New Thane – Waghbil – Thane Junction

A. Horizontal Curvature

The proposed alignment negotiates frequent horizontal curves to follow the existing
road median. At some places there are sharp turns and curves along the road and
this necessitates provision of sharp curves on metro alignment also.

Total 82 nos. horizontal curves have been provided on the entire length of the
alignment. The minimum radius of curves is 200 m in underground section and 120
m in elevated section. About 51.17% alignment is on straight & about 47.83% of
alignment is on curves. The abstract and details of curves are indicated in Table
5.29and5.30respectively.

TABLE 5.29: ABSTRACT OF HORIZONTAL CURVES

Curve
S. No. No. of Occurrences Length Percentage
Radius
1 ≤150 31 5570.59 42.51
2 >150 <300 25 3699.48 28.23
3 ≥300 ≤ 500 17 2815.94 21.49
4 >500 ≤ 800 6 629.70 4.80
5 >800 ≤ 1000 0 0.00 0.00
6 >1000 3 389.83 2.97
Total 82 13105.544 100.00

B. Gradients

While designing vertical alignment, efforts have been made to avoid frequent
gradients. The number of gradients has been kept to minimum, however, due to
ground profile, difference in rail level of viaduct over mid section and station
location, horizontal alignment and switch over ramps, gradients are inevitable.
Efforts have been made to provide the gradients as flat as possible, subject to
ground profile.

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TABLE 5.30: DETAILS OF HORIZONTAL CURVES

Curve Chainage Intersection Angle Transition Length Tangent Curve Total Curve Straight
Direction Radius
No From To D M S In Out Length Length Length Between
1 95.00 516.02 Right 200 106 10 19.2 50 50 292.49 321.02 421.02 --
2 756.29 901.43 Left -125 43 21 47.16 50 50 75.31 45.14 145.14 240.27
3 946.27 1087.54 Right 125 41 30 1.8 50 50 73.06 41.27 141.27 44.84
4 1122.63 1248.48 Right 130 33 15 19.8 50 50 64.25 25.86 125.86 35.09
5 1273.81 1399.06 Left -310 13 32 34.08 50 50 62.85 25.25 125.25 25.33
6 1425.12 1550.86 Right 230 18 30 56.88 50 50 63.28 25.73 125.73 26.07
7 1762.87 1890.61 Left -250 17 29 7.8 50 50 64.24 27.73 127.73 212.01
8 1998.98 2128.88 Left -125 36 22 21.36 50 50 66.61 29.90 129.90 108.38
9 2227.82 2358.17 Left -200 23 0 40.32 50 50 65.82 30.36 130.36 98.94
10 2452.55 2578.45 Left -360 12 2 40.92 50 50 63.12 25.90 125.90 94.38
11 2603.60 2832.78 Right 125 82 4 30.36 50 50 134.61 129.18 229.18 25.14
12 3329.51 3462.81 Right 350 13 22 52.68 50 50 66.88 33.30 133.30 496.73
13 3753.68 3821.84 Right 1200 2 10 32.88 20 20 34.08 28.16 68.16 290.87
14 3957.27 4016.34 Left -1500 1 21 45 17 17 29.54 25.07 59.07 135.43
15 4087.26 4220.76 Right 250 19 4 51.24 50 50 67.20 33.50 133.50 70.92
16 4492.95 4629.22 Right 250 19 27 41.04 50 50 68.63 36.27 136.27 272.20
17 4877.62 5025.61 Left -125 44 33 0.36 50 50 76.98 47.99 147.99 248.40
18 5149.70 5312.25 Left -125 51 21 8.64 50 50 85.78 62.55 162.55 124.09
19 5638.03 5894.65 Right 125 94 25 21.36 50 50 161.59 156.62 256.62 325.78
20 5955.46 6092.48 Left -250 19 33 47.16 50 50 69.02 37.01 137.01 60.81
21 6150.30 6296.37 Right 125 44 1 14.88 50 50 75.85 46.07 146.07 57.82
22 6337.74 6559.99 Right 125 78 34 15.96 50 50 128.61 122.25 222.25 41.37
23 6560.03 6708.15 Left -125 44 34 58.08 50 50 77.06 48.12 148.12 Nil
24 6889.63 6998.78 Right 600 6 21 39.24 40 40 54.62 29.14 109.14 181.49
25 7031.70 7159.18 Left -350 12 24 36 50 50 63.93 27.48 127.48 32.93

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Curve Chainage Intersection Angle Transition Length Tangent Curve Total Curve Straight
Direction Radius
No From To D M S In Out Length Length Length Between
26 7750.41 8087.33 Left -135 121 27 44.64 50 50 268.77 236.92 336.92 591.23
27 8128.67 8255.02 Right 210 20 30 0.36 50 50 63.69 26.36 126.36 41.33
28 8339.59 8430.51 Left -800 4 12 53.28 30 30 45.48 30.92 90.92 84.57
29 8456.84 8586.98 Right 350 13 4 15.24 50 50 65.28 30.14 130.14 26.32
30 8659.62 8809.00 Left -230 24 27 7.92 50 50 75.57 49.38 149.38 72.64
31 8835.11 8961.79 Right 190 23 4 20.64 50 50 63.97 26.68 126.68 26.11
32 9103.36 9205.08 Left -650 5 21 56.88 38 38 50.89 25.71 101.71 141.57
33 9237.74 9363.72 Left -280 15 19 30.36 50 50 63.27 25.98 125.98 32.66
34 9429.58 9582.73 Right 125 47 9 52.2 50 50 80.05 53.15 153.15 65.86
35 9876.04 10006.30 Left -150 30 23 36.24 50 50 66.29 30.27 130.27 293.31
36 10551.29 10741.13 Right 125 64 3 16.2 50 50 103.74 89.84 189.84 544.99
37 10938.99 11140.15 Left -125 69 10 14.88 50 50 111.91 101.16 201.16 197.86
38 11216.02 11400.56 Left -250 30 30 2.88 50 50 94.05 84.55 184.55 75.87
39 11694.24 11956.84 Right 1200 11 21 0.36 20 20 131.72 222.61 262.61 293.67
40 11985.76 12132.18 Right 125 44 6 50.4 50 50 76.06 46.42 146.42 28.92
41 12175.00 12292.80 Left -500 8 12 11.16 45 45 58.97 27.80 117.80 42.82
42 12456.32 12588.93 Right 200 23 23 43.8 50 50 67.00 32.61 132.61 163.52
43 12679.43 12804.56 Right 240 17 33 39.6 50 50 62.93 25.13 125.13 90.50
44 12829.56 12970.62 Left -125 41 26 33 50 50 72.94 41.06 141.06 25.00
45 13125.51 13251.27 Left -400 11 15 10.8 46 46 63.03 33.76 125.76 154.89
46 13276.47 13540.59 Right 125 98 5 3.84 50 50 170.09 164.12 264.12 25.19
47 13793.02 13918.65 Left -160 27 2 44.16 50 50 63.67 25.63 125.63 252.43
48 14152.98 14272.07 Right 480 8 25 57.36 46 46 59.63 27.09 119.09 234.34
49 14348.13 14560.95 Right 125 74 22 30.36 50 50 120.88 112.82 212.82 76.06
50 14924.19 15042.19 Left -410 10 2 4.2 46 46 59.11 26.01 118.01 363.23
51 15092.57 15355.21 Right 125 97 16 51.6 50 50 168.38 162.65 262.65 50.38
52 15595.91 15747.76 Left -125 46 24 37.08 50 50 79.27 51.85 151.85 240.70

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Curve Chainage Intersection Angle Transition Length Tangent Curve Total Curve Straight
Direction Radius
No From To D M S In Out Length Length Length Between
53 15773.05 15898.25 Right 260 16 20 31.2 50 50 62.92 25.20 125.20 25.29
54 15934.58 16060.22 Left -150 28 32 1.32 50 50 63.80 25.64 125.64 36.33
55 16085.28 16210.91 Right 160 27 2 43.44 50 50 63.67 25.63 125.63 25.06
56 16308.26 16434.22 Left -125 34 29 25.44 50 50 64.42 25.96 125.96 97.35
57 16487.67 16616.50 Right 125 36 4 49.08 50 50 66.02 28.83 128.83 53.45
58 16805.57 16937.12 Left -125 37 13 28.56 50 50 67.53 31.55 131.55 189.07
59 16970.15 17096.39 Left -250 17 16 55.92 50 50 63.47 26.24 126.24 33.02
60 17121.53 17246.09 Right 175 24 14 37.32 50 50 62.96 24.56 124.56 25.14
61 17294.39 17510.64 Right 125 76 7 21 50 50 123.65 116.26 216.26 48.30
62 17651.32 18005.01 Left -125 139 7 13.08 50 50 363.33 253.69 353.69 140.67
63 18247.90 18375.99 Right 150 29 29 42.36 50 50 65.12 28.10 128.10 242.89
64 18738.94 18902.36 Left -125 51 35 28.32 50 50 86.32 63.42 163.42 362.94
65 19358.82 19475.94 Right 400 10 6 39.96 46 46 58.67 25.12 117.12 456.47
66 20029.08 20814.65 Right 450 94 5 43.08 46 46 507.17 693.57 785.57 553.14
67 21341.66 21471.30 Right 300 15 7 23.88 50 50 65.09 29.64 129.64 527.01
68 21583.43 21711.34 Left -300 14 31 28.2 50 50 64.21 27.91 127.91 112.14
69 22547.83 22674.16 Left -250 17 17 39.84 50 50 63.53 26.34 126.34 836.49
70 23097.96 23249.91 Right 125 46 26 6.36 50 50 79.33 51.95 151.95 423.80
71 23275.15 23382.64 Left -600 6 15 50.76 40 40 53.79 27.49 107.49 25.24
72 23655.05 23783.27 Left -180 24 32 9.24 50 50 64.85 28.23 128.23 272.41
73 23945.89 24074.87 Right 250 18 3 20.16 50 50 64.88 28.97 128.97 162.62
74 24161.17 24288.65 Left -250 17 27 7.56 50 50 64.11 27.47 127.47 86.31
75 24633.31 24748.48 Right 550 7 11 1.32 45 45 57.64 25.17 115.17 344.66
76 24775.00 24901.13 Left -210 20 27 42.12 50 50 63.57 26.13 126.13 26.52
77 24977.15 25082.41 Right 605 6 6 17.64 40 40 52.67 25.26 105.26 76.02
78 25240.08 25492.86 Right 200 58 3 14.04 50 50 136.35 152.79 252.79 157.67
79 25612.44 25744.68 Right 350 13 16 28.56 50 50 66.34 32.24 132.24 119.58

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Curve Chainage Intersection Angle Transition Length Tangent Curve Total Curve Straight
Direction Radius
No From To D M S In Out Length Length Length Between
80 25936.72 26079.19 Left -300 17 23 38.76 50 50 71.66 42.48 142.48 192.04
81 26510.68 26636.34 Left -360 12 1 23.16 50 50 63.00 25.66 125.66 431.48
82 27139.05 27271.67 Left -350 13 18 46.44 50 50 66.53 32.62 132.62 502.71

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A total 86 number of change of gradients has been provided in the entire Corridor.
Flattest gradient is level provided for 29.44% of the alignment. Steepest gradient is
3.7% provided for ramp at Thane Junction Railway Station. The abstract and details
of gradients are given in Table 5.31 and 5.32respectively.

TABLE 5.31: ABSTRACT OF GRADIENTS

No’s of
S. No. Description Length (m) Percentage
Occurrences
1 Level (0%) 26 8056 29.40
2 >0% to 1% 15 5073 18.51
3 >1% to 2% 9 2255 8.23
4 >2% to 3% 23 7172 26.18
5 >3% 13 4844 17.68
TOTAL 80 27400 100.00

TABLE 5.32: DETAILS OF GRADIENTS

Chainage Rail Level
S. No. Length Gradient Remarks
From To From To
1 0 156 156 -7.200 -7.200 0.00 Level
2 156 1602 1446 -7.200 33.600 2.82 Rise
3 1602 2000 398 33.600 33.600 0.00 Level
4 2000 2200 200 33.600 38.700 2.55 Rise
5 2200 2428 228 38.700 38.700 0.00 Level
6 2428 2900 472 38.700 52.900 3.01 Rise
7 2900 3087 187 52.900 52.900 0.00 Level
8 3087 3178 91 52.900 50.600 2.53 Fall
9 3178 3335 157 50.600 55.300 2.99 Rise
10 3335 3515 180 55.300 55.600 0.17 Rise
11 3515 3712 197 55.600 50.300 2.69 Fall
12 3712 4184 472 50.300 59.000 1.84 Rise
13 4184 4415 231 59.000 59.000 0.00 Level
14 4415 4798 383 59.000 47.500 3.00 Fall
15 4798 5457 659 47.500 67.300 3.00 Rise
16 5457 5644 187 67.300 67.300 0.00 Level
17 5644 5835 191 67.300 73.000 2.98 Rise
18 5835 6155 320 73.000 63.400 3.00 Fall
19 6155 6500 345 63.400 64.000 0.17 Rise
20 6500 6671 171 64.000 59.500 2.63 Fall
21 6671 6904 233 59.500 59.500 0.00 Level
22 6904 7494 590 59.500 41.800 3.00 Fall
23 7494 7581 87 41.800 43.700 2.18 Rise

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Chainage Rail Level

S. No. Length Gradient Remarks
From To From To
24 7581 7765 184 43.700 43.700 0.00 Level
25 7765 8045 280 43.700 35.300 3.00 Fall
26 8045 8317 272 35.300 35.300 0.00 Level
27 8317 8773 456 35.300 49.000 3.00 Rise
28 8773 9192 419 49.000 49.000 0.00 Level
29 9192 9338 146 49.000 47.700 0.89 Fall
30 9338 10113 775 47.700 47.700 0.00 Level
31 10113 10274 161 47.700 44.200 2.17 Fall
32 10274 10497 223 44.200 43.700 0.22 Fall
33 10497 11077 580 43.700 26.300 3.00 Fall
34 11077 11571 494 26.300 38.500 2.47 Rise
35 11571 11776 205 38.500 38.500 0.00 Level
36 11776 12097 321 38.500 28.700 3.05 Fall
37 12097 12650 553 28.700 28.700 0.00 Level
38 12650 12938 288 28.700 20.000 3.02 Fall
39 12938 13485 547 20.000 16.100 0.71 Fall
40 13485 13605 120 16.100 19.700 3.00 Rise
41 13605 13805 200 19.700 19.700 0.00 Level
42 13805 13975 170 19.700 14.600 3.00 Fall
43 13975 14465 490 14.600 11.000 0.73 Fall
44 14465 14630 165 11.000 16.000 3.03 Rise
45 14630 14817 187 16.000 16.000 0.00 Level
46 14817 14930 113 16.000 12.600 3.01 Fall
47 14930 15510 580 12.600 15.600 0.52 Rise
48 15510 15953 443 15.600 13.100 0.56 Fall
49 15953 16267 314 13.100 16.700 1.15 Rise
50 16267 16677 410 16.700 29.000 3.00 Rise
51 16677 16909 232 29.000 29.000 0.00 Level
52 16909 17475 566 29.000 46.000 3.00 Rise
53 17475 17910 435 46.000 46.000 0.00 Level
54 17910 18560 650 46.000 26.500 3.00 Fall
55 18560 18750 190 26.500 26.500 0.00 Level
56 18750 19050 300 26.500 17.500 3.00 Fall
57 19050 19165 115 17.500 18.000 0.43 Rise
58 19165 19272 107 18.000 14.800 2.99 Fall
59 19272 19650 378 14.800 13.500 0.34 Fall
60 19650 19855 205 13.500 17.600 2.00 Rise
61 19855 20198 343 17.600 17.600 0.00 Level
62 20198 20571 373 17.600 28.800 3.00 Rise
63 20571 20778 207 28.800 28.800 0.00 Level
64 20778 21055 277 28.800 20.500 3.00 Fall

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Chainage Rail Level

S. No. Length Gradient Remarks
From To From To
65 21055 21250 195 20.500 20.500 0.00 Level
66 21250 21540 290 20.500 11.800 3.00 Fall
67 21540 21845 305 11.800 13.100 0.43 Rise
68 21845 22042 197 13.100 19.000 2.99 Rise
69 22042 22220 178 19.000 19.000 0.00 Level
70 22220 22465 245 19.000 14.900 1.67 Fall
71 22465 22760 295 14.900 20.800 2.00 Rise
72 22760 22860 100 20.800 17.800 3.00 Fall
73 22860 23110 250 17.800 17.800 0.00 Level
74 23110 23220 110 17.800 15.700 1.91 Fall
75 23220 23450 230 15.700 13.700 0.87 Fall
76 23450 23672 222 13.700 19.100 2.43 Rise
77 23672 24126 454 19.100 19.100 0.00 Level
78 24126 24346 220 19.100 16.900 1.00 Fall
79 24346 24546 200 16.900 12.900 2.00 Fall
80 24546 24651 105 12.900 14.000 1.05 Rise
81 24651 24960 309 14.000 10.400 1.17 Fall
82 24960 25414 454 10.400 -6.400 3.70 Fall
83 25414 26140 726 -6.400 -6.400 0.00 Level
84 26140 26500 360 -6.400 -4.600 0.50 Rise
85 26500 27020 520 -4.600 -7.200 0.50 Fall
86 27020 27487.565 467.565 -7.200 -7.200 0.00 Level
* Note : All the change points are provided with Vertical curves

C. Special Span & Portals

The elevated corridor can be served through regular spans of 25 - 31m

exceptdiversion of the elevated alignment from centre of road to off the road and
vice-versa, where portal arrangement will be required. Special span arrangement
has also been suggested for Mumbai Metro Line-4/5 and NH/SH crossings. Details
of locations having special spans and portal arrangement are given in Table 5.33
and Table 5.34 respectively.

TABLE 5.33: LOCATION OF SPECIAL SPANS

S. Chainage
Location Configuration Special span
No From To
Modella Chowk, Mumbai
1 1200 1308 34m + 48m + 34m = 108m
Metro Line-4 Crossing
Dongripada, Mumbai
2 10983 11091 34m + 48m + 34m = 108m
Metro Line-4 Crossing

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S. Chainage
Location Configuration Special span
No From To
Balkum Naka, Mumbai
3 20555 20721 34m + 2x48m + 34m = 164m
Metro Line-5 Crossing
Shivaji Chowk, New Kalwa
4 24232 24340 34m + 48m + 34m = 108m
Bridge Crossing

TABLE 5.34: LOCATION OF PORTALS

S. Chainage Length
Location Purpose
No. From To (m)
Before Raila Devi Station, the
1 Raila Devi 1320 1355 35 alignment is diverted from west
side to east side of the road.
Before Raila Devi Station, the
2 RailaDevi 1425 1475 50 alignment is diverted from off road
to median.
Before Wagle Circle Station, the
3 Wagle Circle 2610 2670 60 alignment is diverted off the road
from median.
Before Wagle Circle Station, the
4 Wagle Circle 2770 2830 60 alignment is diverted from off road
to median.
Before Shivai Nagar Station, the
5 Shivai Nagar 5310 5445 135 alignment is diverted from off road
to median.
After Shivai Nagar Station, the
6 Shivai Nagar 5685 5715 30 alignment is diverted off the road
from median.
After Shivai Nagar Station, the
7 Shivai Nagar 5800 5845 45 alignment is diverted from off road
to median.
Before Neelkanth Terminal Station,
Neelkanth
8 6240 6320 80 the alignment is diverted from off
Terminal
road to median.
Before Neelkanth Terminal Station,
Neelkanth
9 6580 6705 125 the alignment is diverted from off
Terminal
road to median.
After Gandhi Nagar Station, the
10 Gandhi Nagar 7760 7810 50 alignment is diverted off the road
from median.
After Gandhi Nagar Station, the
11 Gandhi Nagar 7900 8065 165 alignment is diverted from off road
to median.
Before Manpada Station, the
12 Manpada 9460 9540 80 alignment is diverted off the road
from median.

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S. Chainage Length
Location Purpose
No. From To (m)
Before Vijay Nagari Station, the
13 Vijay Nagari 12260 12295 35 alignment is diverted off the road
from median.
After Vijay Nagari Station, the
14 Vijay Nagari 12880 12960 80 alignment is diverted from off road
to median.
Before Waghbil Station, the
15 Waghbil 13360 13460 100 alignment is diverted off the road
from median.
Before New Patlipada Station, the
16 Patlipada 15930 16010 80 alignment is diverted off the road
from median.
After Rabodi Station, the alignment
17 Rabodi 23180 23240 60
is diverted from off road to median.

D. Break-up of Alignment Length

Break-up of alignment length for Thane Ring Corridor is given in Table 5.35.

TABLE 5.35: BREAK-UP OF ALIGNMENT LENGTH

Chainage (m) Length Method of Construction/
S. No. Description
From To (m) Structure Type
1 Underground 0.0 317.0 317.0 TBM/ Cut & cover/NATM
Switch over Ramp Underground to Elevated
2 317.0 1181.0 864.0
(-)8.0mto(+)7.5m Ramp
3 Elevated 1181.0 24917.0 23736.0 Box/I/U- Shape Girder
Switch over Ramp Elevated to Underground
4 24917.0 25342.0 425.0
(+)7.5m to (-)8.0m Ramp
5 Underground 25342.0 27400.2 2058.2 TBM/ Cut & cover/NATM
6 Depot Entry 0.0 1177.7 1177.7 Box/I/U- Shape Girder
Total 28577.8

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5.5 IDENTIFICATION OF EXISTING SERVICES/ UTILITIES

5.5.1 Introduction

• Large number of sub-surface, surface and overhead utility services viz. sewers, water
mains, storm water drains, gas pipe lines, telephone/ communication cables,
Overhead power transmission lines, power cables, traffic signals, etc. exists all along
the proposed ring alignment.

• These utility services are essential and have to be maintained in working order
during different stages of construction, by temporary/permanent diversions and
relocation or by supporting in position. Any interruption to these will have serious
repercussions on the most sensitive suburban services and direct impact on the
public besides set back in construction and project implementation schedule &
costs. Therefore, meticulous detailed survey and planning will be required to
protect/divert the utility services.

• Accordingly, overhead utilities were identified during physical survey of corridor.

Moreover, liaison with concernedutility owners was made for identification and
mapping of various underground utilities. No trenching / GPR survey etc. was
conducted for underground utilities.

5.5.2 Agencies for Utility Services

For identification of likely utilities in the proposed metro Corridor, liaison was made
with following Organizations/Departments (Table 5.36):-

TABLE 5.36: UTILITY RESPONSIBILITY DEPARTMENTS

S. No. Organization/ Department Utility Services
1 Thane Municipal Corporation (TMC) Sewer lines and Water lines
2 PWD/Bridges, Thane City Road Bridges
3 Western Indian Railways Telecommunication and signal cables
4 Mahanagar Gas Limited, Thane Gas Pipelines
5 BPCL Gas Pipelines
6 MSEDCL HT cables, junction boxes etc.
7 BSNL Optical Fibre Cable
8 MTNL Optical Fibre and Copper Cables
9 RELIANCE Communication Optical Fibre Cable
10 Vodafone Optical Fibre Cable
11 Airtel Optical Fibre Cable
12 Tata Telecommunication Optical Fibre Cable

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5.5.3 Guidelines for Diversion of Underground Utilities

While planning for diversion of underground utility services viz. sewer lines, water
pipelines, cables, etc., during construction of MRTS, following guidelines have been
adopted:

• Utility services have to be kept operational during the entire construction period and
after completion of project. All proposals should therefore, ensure their
uninterrupted functioning.

• Sewer lines and water supply lines are mainly affected in underground cut and cover
construction. These services are proposed to be maintained by temporarily
replacing them with CI/Steel pipelines and supporting them during construction,
these will be encased in reinforced cement concrete after completion of
construction and retained as permanent lines.

• Where permanent diversion of the affected utility is not found feasible, temporary
diversion with CI/Steel pipes without manholes is proposed during construction.
After completion of construction, these will be replaced with conventional pipes and
manholes.

• 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 of piles in the foundation may be
suitably adjusted to ensure that no foundation needs be constructed at the location.
The utility service can also be encased within the foundation piles.
5.5.4 Sewer Lines and Water Pipe Lines

The storm water drains and water pipe lines generally exists either side of under
main carriageway or at some places on the central verge, as a result of subsequent
road widening. However, majority of sewer lines are running in the centre of the
road.

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The major sewer, storm water drains and water pipe lines mains running across the
alignment and likely to be affected due to location of column 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 has been made in the project cost
estimate towards diversion of utility service lines. Details of sewer lines & storm
water drains and water pipe lines affected are indicated in Table 5.37and5.38.

5.5.5 Gas Pipe Lines

Few gas pipe lines with varying diameters belonging to Mahanagar Gas Limited and
BPCL, are running along and across the roads. Though, the alignment is planned
almost along the road, en-route few pipelines running across and along the
alignment likely to be affected by the alignment are detailed in Table 5.39 and Table
5.40.

5.5.6 Telecom Cables, OFC, Ducts, HT Lines and Trench

At several places, telecom cables and OFC of Vodafone, Reliance, Airtel, Tata, MTNL
and BSNL, HT lines of MSEDCL and Telecommunication/signal cables of Indian
Railwaysare also running along and across the proposed corridor and few of them
are likely to be affected. The list of such cables along with their locations and
diversion proposals are shown in Table 5.41 to5.49.

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TABLE 5.37: WATER PIPE LINES OF TMC

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
1 I 1300 1500 200 RHS 3OO BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
2 I 1250 1300 50 LHS 1OO BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
3 I 1300 2150 850 LHS 4OO BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
4 I 1600 2000 400 RHS 5OO BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
5 I 2100 2180 80 RHS 3OO BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ALIGNMENT
6 I 3420 3420 100 4OO BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
7 I 3420 3600 180 LHS 5OO BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
8 I 3600 3850 250 LHS 6OO BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
ROAD
9 I 3850 3850 30 6OO BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
10 I 3850 4150 300 RHS 5OO BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
ROAD
11 I 4150 4150 30 5OO BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
12 I 3420 3850 430 LHS 4OO BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
13 I 3850 3850 30 15O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
14 I 3420 3850 430 RHS 15O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
15 I 3850 3850 30 15O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
16 I 4500 4500 100 20O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
17 I 4540 4540 100 35O BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
18 100 ALIGNMENT 20O BGL-1.0M DUCTILE IRON
I 4540 4540 PERPENDICULAR ELEVATED YES
CROSSING
19 100 ALIGNMENT 35O BGL-1.0M MILD STEEL
I 4620 4620 PERPENDICULAR ELEVATED YES
CROSSING
20 I 4890 4890 100 ALIGNMENT 15O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
CROSSING
ALIGNMENT
21 I 4880 4880 100 20O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT 15O,
22 I 5050 5050 100 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING 3 NO,S
23 I 5250 5750 500 LHS 25O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
24 I 5750 5750 30 30O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING LHS
25 I 5250 5680 430 RHS 20O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
26 I 5250 5680 430 RHS 15O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
27 I 5650 6650 1000 RHS 25O BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
28 I 6300 6520 220 LHS 25O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
29 I 6520 6650 130 LHS 20O BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
30 I 6650 6650 30 25O BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
31 I 6650 6720 70 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
32 I 6650 6720 70 RHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
33 I 6650 6730 80 LHS 300 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
ROAD
34 I 6720 6720 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
35 I 6730 7930 1200 LHS 300 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
36 I 6720 6890 170 RHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
37 I 6890 6890 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
38 I 6890 6930 40 LHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
39 I 6930 7550 620 LHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
40 I 7550 7550 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
41 I 7550 7930 380 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
42 I 6850 7930 1080 LHS 500 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
43 I 7930 8030 100 LHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
44 I 7930 8350 420 LHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
45 I 7930 8450 520 LHS 250 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
46 I 8450 8950 500 LHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
47 I 7930 8390 460 RHS 450 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
48 I 8390 8950 560 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
49 I 9000 9000 15 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING(RHS)
50 I 9000 9100 100 RHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
51 I 9000 9420 420 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
52 I 9420 9420 30 500 BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
ROAD
53 I 9420 9420 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
54 I 8990 9400 410 LHS 400 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
55 I 9420 9700 280 RHS 200 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
DIAGONALY
56 I 9740 9740 100 ALIGNMENT 100 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
57 I 9950 9950 100 150 & 200 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
58 I 9980 10250 270 RHS 100 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ALIGNMENT
59 I 10490 10490 100 350 BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
60 I 11100 12100 1000 LHS 1016 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
61 I 11100 12100 1000 RHS 600 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
62 I 11100 11300 200 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
63 I 11300 11450 150 RHS 350 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
64 I 11640 11820 180 RHS 350 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
65 I 11820 13020 1200 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
66 I 13020 13550 530 RHS 200 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
67 I 12100 12830 730 RHS 400 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
68 I 12830 13550 720 RHS 300 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
69 I 12100 12250 150 LHS 400 BGL-1.0M MILD STEEL PARALLEL ELEVATED NO
70 I 12240 13020 780 LHS 200 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
71 I 12240 13020 780 LHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
72 I 16980 16980 30 100 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
73 I 17000 17300 300 RHS 100 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
74 I 17120 17120 30 100 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
75 I 17120 17500 380 LHS 600 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
76 I 17300 17300 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
77 I 17940 17940 100 500 & 1016 BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
78 I 17950 17950 100 300 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
79 I 18120 18300 180 LHS 450 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ALIGNMENT
80 I 18640 18640 100 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
81 I 19150 19150 100 200 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
82 I 19170 19170 100 1016 BGL-1.0M MILD STEEL PERPENDICULAR ELEVATED YES
CROSSING
ALIGNMENT
83 I 19150 19150 50 450 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING(RHS)
ALIGNMENT 100
84 I 21150 21150 100 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING 2 NO'S
85 I 23150 23380 230 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
86 I 23380 23380 30 300 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
87 I 23380 23580 200 LHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
88 I 23380 23690 310 RHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
ROAD
89 I 23690 23690 30 300 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
90 I 23690 23850 160 LHS 300 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ROAD
91 I 24850 24850 30 150 BGL-1.0M DUCTILE IRON PERPENDICULAR ELEVATED YES
CROSSING
92 I 24280 24620 340 RHS 150 BGL-1.0M DUCTILE IRON PARALLEL ELEVATED NO
ALIGNMENT
93 I 25480 25480 100 300 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING
94 50 ALIGNMENT 300 BGL-1.0M DUCTILE IRON
I 25550 25550 PERPENDICULAR U/G NO
CROSSING(RHS)
95 I 25550 25830 280 LHS 100 BGL-1.0M DUCTILE IRON PARALLEL U/G YES
ALIGNMENT 150
96 I 25830 25830 100 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING 3 NO'S
ALIGNMENT
97 I 25720 25720 100 150 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING
ALIGNMENT
98 I 26000 26000 50 100 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING(RHS)
100
99 I 26000 26200 200 RHS BGL-1.0M DUCTILE IRON PARALLEL U/G YES
2 NO'S
ALIGNMENT
100 I 26100 26100 100 100 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING
ALIGNMENT 100
101 I 26430 26430 100 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING 2 NO'S
ALIGNMENT
102 I 26530 26530 100 150 BGL-1.0M DUCTILE IRON PERPENDICULAR U/G NO
CROSSING
103 I 26700 27020 20 ON ALIGNMENT 100 & 150 BGL-1.0M DUCTILE IRON PARALLEL U/G YES
ALIGNMENT
104 I 27190 27190 320 2000 BGL-1.0M MILD STEEL PERPENDICULAR U/G NO
CROSSING
105 100 ALIGNMENT 150 BGL-1.0M DUCTILE IRON
I 27220 27220 PERPENDICULAR U/G NO
CROSSING

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TABLE 5.38: SEWER PIPE LINES OFTMC

S. Chainage Chainage DIA/SIZE Depth Metro Diversion
Corridor Length (M) LHS/RHS Type Position
No. From (M) To (M) (MM) (BGL) in M Alignment Reqd
1 I 1300 2180 880 LHS 12OO BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
2 I 2700 3420 660 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
3 I 3420 3420 30 ROAD CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
4 I 3420 4410 990 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
5 I 4410 4410 30 ROAD CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
6 I 4900 4900 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
7 I 5050 5050 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
8 I 5250 6100 850 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
9 I 6500 6910 410 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
10 I 6910 6910 30 ROAD CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
11 I 7900 8350 450 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
12 I 8350 8350 30 ROAD CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
13 I 8350 9700 1350 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
14 I 9950 9950 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR ELEVATED YES
15 I 11100 12100 1000 LHS 60O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
16 I 16900 17600 650 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
17 I 23950 24050 150 RHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED YES
18 I 24050 24850 650 RHS 120O BGL-3.50M R.C.C. (NP3) PARALLEL ELEVATED NO
19 I 25720 25720 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
20 I 25720 25900 180 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL U/G YES
21 I 25900 25900 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
22 I 26000 26000 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
23 I 26100 26100 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
24 I 26000 26100 100 LHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL U/G YES
25 I 26500 26660 160 ALIGNMENT RHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL U/G YES
26 I 26660 26660 50 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
27 I 26770 26770 100 ALIGNMENT CROSSING 45O BGL-3.50M R.C.C. (NP3) PERPENDICULAR U/G NO
28 I 26770 26950 180 ALIGNMENT RHS 45O BGL-3.50M R.C.C. (NP3) PARALLEL U/G YES

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TABLE 5.39: GAS PIPE LINE OF MAHANAGAR GAS LIMITED (MGL)

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
1 I 1250 1250 30 ALIGNMENT CROSSING 300, 125 BGL-1.0M SP,PP PERPENDICULAR ELEVATED YES
2 I 1270 1970 740 LHS 200, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
3 I 1970 1970 30 ROAD CROSSING (RHS) 200, 125 BGL-1.50M SP,PP PERPENDICULAR ELEVATED YES
4 I 1970 2760 750 RHS 200, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
5 I 2760 2760 30 ROAD CROSSING (LHS) 200, 125 BGL-1.50M SP,PP PERPENDICULAR ELEVATED YES
6 I 2760 2975 220 LHS 200, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
7 I 4140 4140 30 ROAD CROSSING (LHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
8 I 4140 4410 270 LHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
9 I 4410 4410 30 ROAD CROSSING (RHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
10 I 5300 5300 30 ROAD CROSSING (LHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
11 I 5300 5360 60 LHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
12 I 5360 5950 590 LHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
13 I 6550 6720 190 LHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
14 I 6720 6720 30 ROAD CROSSING (RHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
15 I 6720 6840 120 LHS & RHS 90, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
16 I 6840 6840 30 ROAD CROSSING 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
17 I 6840 7100 270 LHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
18 I 6840 6930 90 RHS 125 BGL-1.0M PP PARALLEL ELEVATED NO
19 I 7100 7100 30 ROAD CROSSING 90 BGL-1.50M PP PERPENDICULAR ELEVATED YES
20 I 7100 7240 110 LHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
21 I 7240 7850 310 LHS 125 BGL-1.0M PP PARALLEL ELEVATED NO
22 I 8100 8190 90 RHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
23 I 8190 8190 30 ROAD CROSSING (LHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
24 I 8190 8340 150 LHS & RHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
25 I 8350 8380 30 RHS 125 BGL-1.0M PP PARALLEL ELEVATED NO
26 I 8380 8380 30 ROAD CROSSING 125 BGL-1.50M PP PERPENDICULAR ELEVATED YES
27 I 8380 8640 240 RHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
28 I 8640 8970 260 RHS 90 BGL-1.0M PP PARALLEL ELEVATED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
29 I 8970 8970 30 ROAD CROSSING 125 BGL-1.50M PP PERPENDICULAR ELEVATED YES
30 I 8970 9030 60 RHS 125 BGL-1.0M PP PARALLEL ELEVATED NO
31 I 9030 9430 450 ROAD CENTRE 63 BGL-1.0M PP PARALLEL ELEVATED YES
32 I 9430 9430 15 RAD CROSSING (LHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
33 I 9435 9435 15 ROAD CROSSING (RHS) 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
34 I 9430 9540 110 ROAD CENTRE 63 BGL-1.0M PP PARALLEL ELEVATED YES
35 I 9540 9620 80 ROAD CENTRE 125 BGL-1.0M PP PARALLEL ELEVATED YES
36 I 9950 9950 30 ALIGNMENT CROSSING 125 BGL-1.0M PP PERPENDICULAR ELEVATED YES
37 I 11050 11290 150 LHS 200, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
38 I 11290 11290 30 ROAD CROSSING (RHS) 125 BGL-1.50M PP PERPENDICULAR ELEVATED YES
39 I 11290 12080 830 LHS 200, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
40 I 12080 12080 30 ROAD CROSSING (RHS) 150, 125 BGL-1.50M SP,PP PERPENDICULAR ELEVATED YES
41 I 12080 12340 210 RHS 150, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
42 I 12080 12340 210 LHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
43 I 12340 12340 30 ROAD CROSSING 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES
44 I 12340 12390 50 LHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
45 I 12340 12390 50 RHS 150, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
46 I 12390 12390 30 ROAD CROSSING 90 BGL-1.50M PP PERPENDICULAR ELEVATED YES
47 I 12390 12720 360 LHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
48 I 12720 12720 30 ROAD CROSSING 90 BGL-1.50M PP PERPENDICULAR ELEVATED YES
49 I 15470 15680 230 RHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
50 I 15680 15680 30 ROAD CROSSING 90 BGL-1.50M PP PERPENDICULAR ELEVATED YES
51 I 15680 16100 420 RHS 90 BGL-1.0M PP PARALLEL ELEVATED NO
52 I 16160 16160 50 ALIGNMENT CROSSING 63 BGL-1.0M PP PERPENDICULAR ELEVATED YES
53 I 16160 16200 60 RHS 63 BGL-1.0M PP PARALLEL ELEVATED NO
54 I 16930 17600 650 LHS 125 BGL-1.0M PP PARALLEL ELEVATED NO
55 I 22670 22670 100 ALIGNMENT CROSSING 125 BGL-1.0M PP PERPENDICULAR ELEVATED YES
56 I 23200 24050 660 LHS 300, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO
57 I 24050 24050 30 ROAD CROSSING 63 BGL-1.50M PP PERPENDICULAR ELEVATED YES

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (MM) (BGL) in M Alignment Reqd
58 I 24050 24330 280 LHS 300, 125 BGL-1.0M SP,PP PARALLEL ELEVATED NO

TABLE 5.40: GAS PIPE LINE OF BPCL

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (INCH) (BGL) in M Alignment Reqd
1 I 22680 22680 50 ALIGNMENT CROSSING 18 BGL-2.0M SP PERPENDICULAR ELEVATED YES
2 I 27220 27220 50 ALIGNMENT CROSSING 18 BGL-2.8M SP PERPENDICULAR U/G YES

TABLE 5.41: RAILWAY SIGNAL CABLES

S. Chainage Chainage Length Depth Metro Diversion
Corridor LHS/RHS DIA/SIZE Type Position
No. From (M) To (M) (M) (BGL) in M Alignment Reqd
1 I 0 200 200 ALIGNMENT LHS 12 CORE X 1.50 SQMM, 40 NO'S BGL-1.2M CORE PARALLEL U/G YES
2 I 0 200 200 ALIGNMENT LHS 4 QUAD X 0.90 SQMM, 25 NO'S BGL-1.2M QUAD PARALLEL U/G YES
3 I 25400 27230 1830 ALIGNMENT LHS 12 CORE X 1.50 SQMM, 40 NO'S BGL-1.2M CORE PARALLEL U/G YES
4 I 25400 27230 1830 ALIGNMENT LHS 4 QUAD X 0.90 SQMM, 25 NO'S BGL-1.2M QUAD PARALLEL U/G YES
5 I 27230 27270 40 ALIGNMENT LHS 12 CORE X 1.50 SQMM, 40 NO'S BGL-1.2M CORE PARALLEL U/G YES
6 I 27230 27270 40 ALIGNMENT LHS 4 QUAD X 0.90 SQMM, 25 NO'S BGL-1.2M QUAD PARALLEL U/G YES

TABLE 5.42: RAILWAY TELECOMCABLES

S. Chainage Chainage Length Depth Metro Diversion
Corridor LHS/RHS DIA/SIZE Type Position
No. From (M) To (M) (M) (BGL) in M Alignment Reqd
20 & 50 PAIR CABLE, JELLY
1 I 0 200 200 ALIGNMENT LHS BGL-0.8M PARALLEL U/G YES
2 NO'S FILLED
20 PAIR CABLE, JELLY
2 I 25400 27270 1830 ALIGNMENT LHS BGL-0.8M PARALLEL U/G YES
2 NO'S FILLED

TABLE 5.43: OPTICAL FIBRE CABLE OF MSEDCL

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (SQMM) (BGL) in M Alignment Reqd
1 l 1350 2800 1450 LHS 300 BGL-1.0M 1-22 KV PARALLEL ELEVETED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (SQMM) (BGL) in M Alignment Reqd
2 l 1350 2200 850 LHS 300 BGL-1.0M 4-11 KV, 5-22 KV PARALLEL ELEVETED NO
3 l 2200 2600 400 LHS 300 BGL-1.0M 6-11 KV, 5-22 KV PARALLEL ELEVETED NO
4 l 2600 2800 200 LHS 300 BGL-1.0M 6-11 KV, 7-22 KV PARALLEL ELEVETED NO
5 l 1350 1950 600 RHS 300 BGL-1.0M 4-22 KV PARALLEL ELEVETED NO
6 l 1990 2750 760 RHS 300 BGL-1.0M 2-11 KV, 3-22 KV PARALLEL ELEVETED NO
7 l 1950 2750 800 RHS 300 BGL-1.0M 6-11 KV, 4-22 KV PARALLEL ELEVETED NO
8 l 2750 2950 200 LHS 300 BGL-1.0M 6-11 KV, 4-22 KV PARALLEL ELEVETED NO
9 l 2950 2950 30 ROAD CROSSING 300 BGL-1.0M 6-11 KV, 4-22 KV PERPENDICULAR ELEVETED YES
10 l 3430 3870 440 LHS 300 BGL-1.0M 2-415 KV PARALLEL ELEVETED NO
11 l 3870 3870 30 ROAD CROSSING 300 BGL-1.0M 2-415 KV PERPENDICULAR ELEVETED YES
12 l 3870 4080 210 LHS 300 BGL-1.0M 2-415 KV PARALLEL ELEVETED NO
13 l 3980 4080 100 RHS 300 BGL-1.0M 2-415 KV PARALLEL ELEVETED NO
14 l 4080 4080 30 ROAD CROSSING 300 BGL-1.0M 2-415 KV PERPENDICULAR ELEVETED YES
15 l 4080 4160 80 LHS 300 BGL-1.0M 2-415 KV PARALLEL ELEVETED NO
16 l 4160 4160 30 ROAD CROSSING 300 BGL-1.0M 1-11 KV PERPENDICULAR ELEVETED YES
17 l 4160 4410 250 RHS 300 BGL-1.0M 1-11 KV PARALLEL ELEVETED NO
18 l 4410 4410 30 ROAD CROSSING 300 BGL-1.0M 1-11 KV PERPENDICULAR ELEVETED YES
ALIGNMENT
19 l 4500 4500 100 300 BGL-1.0M 2-415 KV PERPENDICULAR ELEVETED YES
CROSSING
ALIGNMENT
20 l 4550 4550 100 300 BGL-1.0M 2-415 KV PERPENDICULAR ELEVETED YES
CROSSING
ALIGNMENT
21 l 4870 4870 100 CROSSING BOTH 300 BGL-1.0M 2-22 KV PERPENDICULAR ELEVETED YES
SIDE
ALIGNMENT
22 l 5050 5050 100 CROSSING BOTH 300 BGL-1.0M 2-415 KV PERPENDICULAR ELEVETED YES
SIDE
23 l 5200 5850 650 LHS 300 BGL-1.0M 3-22 KV PARALLEL ELEVETED NO
24 l 6500 6860 360 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (SQMM) (BGL) in M Alignment Reqd
25 l 6860 6860 30 ROAD CROSSING 300 BGL-1.0M 1-11 KV, 2-22 KV PERPENDICULAR ELEVETED YES
26 l 6860 7930 1070 LHS 300 BGL-1.0M 1-11 KV, 4-22 KV PARALLEL ELEVETED NO
27 l 6900 7930 1030 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
28 l 7930 8320 390 RHS 300 BGL-1.0M 1-11 KV, 8-22 KV PARALLEL ELEVETED NO
29 l 7930 8320 390 LHS 300 BGL-1.0M 8-22 KV PARALLEL ELEVETED NO
30 l 8320 8320 30 ROAD CROSSING 300 BGL-1.0M 8-22 KV PERPENDICULAR ELEVETED YES
31 l 8320 9700 1380 RHS 300 BGL-1.0M 12-22 KV PARALLEL ELEVETED NO
32 l 8320 9700 1380 RHS 300 BGL-1.0M 6-22 KV PARALLEL ELEVETED NO
ALIGNMENT
33 l 9950 9950 100 300 BGL-1.0M 12-22 KV PERPENDICULAR ELEVETED YES
CROSSING
ALIGNMENT
34 l 10490 10490 100 300 BGL-1.0M 12-22 KV PARALLEL ELEVETED NO
CROSSING
35 l 11000 11500 500 LHS 300 BGL-1.0M 18-22 KV PARALLEL ELEVETED NO
36 l 11100 11300 200 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
37 l 11320 12100 780 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
ALIGNMENT
38 l 11490 11490 100 300 BGL-1.0M 16-22 KV PERPENDICULAR ELEVETED YES
CROSSING
39 l 11500 12100 600 LHS 300 BGL-1.0M 20-22 KV PARALLEL ELEVETED NO
40 l 12100 13500 1400 RHS 300 BGL-1.0M 1-22 KV LT LINE PARALLEL ELEVETED NO
41 l 12900 12900 30 ROAD CROSSING 300 BGL-1.0M 1-22 KV LT LINE PERPENDICULAR ELEVETED YES
42 l 12900 13500 600 LHS 300 BGL-1.0M 1-22 KV LT LINE PARALLEL ELEVETED NO
43 l 15470 16100 630 RHS 300 BGL-1.0M 1-22 KV LT LINE PARALLEL ELEVETED NO
44 l 16120 16400 280 LHS 300 BGL-1.0M 1-22 KV LT LINE PARALLEL ELEVETED NO
ALIGNMENT
45 l 16400 16400 100 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
CROSSING
ALIGNMENT
46 l 16920 16920 100 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
CROSSING
47 l 16920 17600 680 LHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
48 l 16920 17650 730 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (SQMM) (BGL) in M Alignment Reqd
ALIGNMENT
49 l 17950 17950 100 CROSSING BOTH 300 BGL-1.0M 1-415 KV PERPENDICULAR ELEVETED YES
SIDE
50 l 18100 18280 180 LHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
ALIGNMENT
51 l 18480 18480 100 300 BGL-1.0M 2-22 KV PERPENDICULAR ELEVETED YES
CROSSING
ALIGNMENT
52 l 18700 18700 100 300 BGL-1.0M 2-22 KV PERPENDICULAR ELEVETED YES
CROSSING
ALIGNMENT
53 l 19150 19150 100 CROSSING BOTH 300 BGL-1.0M 1-11 KV, 2-22 KV PERPENDICULAR ELEVETED YES
SIDE
ALIGNMENT
54 l 21150 21150 100 CROSSING BOTH 300 BGL-1.0M 1-22 KV PERPENDICULAR ELEVETED YES
SIDE
ALIGNMENT
55 l 22150 22150 100 CROSSING BOTH 300 BGL-1.0M 2-22 KV PERPENDICULAR ELEVETED YES
SIDE
ALIGNMENT
56 l 22770 22770 100 300 BGL-1.0M 2-22 KV PERPENDICULAR ELEVETED YES
CROSSING
57 l 22900 23200 300 LHS 300 BGL-1.0M 4-22 KV PARALLEL ELEVETED NO
58 l 23200 23550 350 RHS 300 BGL-1.0M 4-22 KV PARALLEL ELEVETED NO
59 l 23200 23850 650 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
60 l 24000 24450 450 RHS 300 BGL-1.0M 2-22 KV PARALLEL ELEVETED NO
ALIGNMENT
61 l 25470 25470 100 300 BGL-1.0M 2-11 KV PERPENDICULAR U/G NO
CROSSING
ALIGNMENT
62 l 25620 25620 100 300 BGL-1.0M 1-22 KV PERPENDICULAR U/G NO
CROSSING
ALIGNMENT
63 l 25720 25720 100 300 BGL-1.0M 2-22 KV PERPENDICULAR U/G NO
CROSSING

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (SQMM) (BGL) in M Alignment Reqd
ALIGNMENT
64 l 25840 25840 100 300 BGL-1.0M 2-22 KV PERPENDICULAR U/G NO
CROSSING
ALIGNMENT
65 l 25900 25900 100 300 BGL-1.0M 2-22 KV PERPENDICULAR U/G NO
CROSSING
66 l 25840 25900 60 LHS 300 BGL-1.0M 2-22 KV PARALLEL U/G YES
ALIGNMENT
67 l 26000 26000 100 300 BGL-1.0M 1-440 V PERPENDICULAR U/G NO
CROSSING
ALIGNMENT
68 l 26100 26100 100 300 BGL-1.0M 1-440 V PERPENDICULAR U/G NO
CROSSING
69 l 26000 26100 100 LHS 300 BGL-1.0M 1-440 V PARALLEL U/G YES
70 l 26550 26650 100 RHS 300 BGL-1.0M 1-440 V PARALLEL U/G YES
ALIGNMENT
71 l 26780 26780 100 300 BGL-1.0M 1-440 V PERPENDICULAR U/G NO
CROSSING

TABLE 5.44: OPTICAL FIBRE CABLE OF BSNL

Chainage Chainage Length Depth Metro Diversion
S. No. Corridor LHS/RHS DIA/SIZE Type Position
From (M) To (M) (M) (BGL) in M Alignment Reqd
24 FIBER, DUCT-40MM,
1 l 1270 1330 60 LHS BGL-2.0M OFC PARALLEL ELEVATED NO
2 CABLES
24 FIBER, DUCT-40MM,
2 l 1330 1450 120 LHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 24 FIBER, DUCT-40MM,
3 l 1450 1450 30 BGL-2.0M OFC PERPENDICULAR ELEVATED YES
(RHS) 1 CABLE
24 FIBER, DUCT-40MM,
4 l 1450 4400 2960 RHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE
24 FIBER, DUCT-40MM,
5 l 5350 5750 520 LHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE
24 FIBER, DUCT-40MM,
6 l 5760 7140 1380 LHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE

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Chainage Chainage Length Depth Metro Diversion

S. No. Corridor LHS/RHS DIA/SIZE Type Position
From (M) To (M) (M) (BGL) in M Alignment Reqd
ROAD CROSSING 24 FIBER, DUCT-40MM,
7 l 7140 7140 30 BGL-2.0M OFC PERPENDICULAR ELEVATED YES
(RHS) 1 CABLE
24 FIBER, DUCT-40MM,
8 l 7140 7900 740 RHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE
48 FIBER, DUCT-40MM,
9 l 11100 12200 1000 LHS BGL-2.0M OFC PARALLEL ELEVATED NO
1 CABLE

TABLE 5.45: OPTICAL FIBRE AND COPPER CABLE OF MTNL

Chainage Chainage Length DIA/SIZE Depth Metro Diversion
S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
96F, 48F OFC CABLE & 2400,
ALIGNMENT
2000, 1600, 1200, 800, 600, BGL- OFC AND
1 I 1320 1320 50 CROSSING PERPENDICULAR ELEVATED YES
400, 200, 100, 50, 20, 10 0.60M COPPER
LHS
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
2 I 1320 2750 1430 LHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
3 I 1320 4410 3090 RHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
4 I 2750 4410 1660 LHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
ROAD 2000, 1600, 1200, 800, 600, BGL- OFC AND
5 I 4410 4410 30 PERPENDICULAR ELEVATED YES
CROSSING 400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
6 I 5250 6900 1650 RHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
7 I 5250 9700 4450 LHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
8 I 6920 7900 980 RHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
9 I 7920 9700 1780 RHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
ALIGNMENT 96F, 48F OFC CABLE & 2400,
CROSSING 2000, 1600, 1200, 800, 600, BGL- OFC AND
10 I 9950 9950 100 PERPENDICULAR ELEVATED YES
LHS ON 400, 200, 100, 50, 20, 10 0.60M COPPER
BOTH SIDE COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
11 I 11100 12100 1000 LHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
12 I 11100 12100 2400 RHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2400, BGL- OFC AND
13 I 12100 13500 1400 LHS PARALLEL ELEVATED NO
2000, 1600, 1200, 800, 600, 0.60M COPPER

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
400, 200, 100, 50, 20, 10
COPPER CABLES, DUCT-40MM
96F, 48F OFC CABLE & 2000,
1600, 1400, 1200, 800, 400, BGL- OFC AND
14 I 15450 16120 950 LHS PARALLEL ELEVATED NO
200, 100, 50, 20, 10 COPPER 0.60M COPPER
CABLES, DUCT-40MM
1200, 400, 200, 100, 50, 20,
BGL-
15 I 15450 16580 2150 RHS 10 COPPER CABLES, DUCT- COPPER PARALLEL ELEVATED NO
0.60M
40MM
96F, 48F OFC CABLE & 2000 BGL- OFC AND
16 I 16950 17600 650 LHS PARALLEL ELEVATED NO
COPPER CABLES, DUCT-40MM 0.60M COPPER
96F, 48F OFC CABLE & 2000 BGL- OFC AND
17 I 16950 17600 650 RHS PARALLEL ELEVATED NO
COPPER CABLES, DUCT-40MM 0.60M COPPER
ALIGNMENT
CROSSING 96F, 48F OFC CABLE & 2000 BGL- OFC AND
18 I 17950 17950 100 PERPENDICULAR ELEVATED YES
ON BOTH COPPER CABLES, DUCT-40MM 0.60M COPPER
SIDE
ALIGNMENT
96F, 48F OFC 2 NO CABLES &
CROSSING BGL- OFC AND
19 I 19180 19180 100 1200, 800, 400, 200 COPPER PARALLEL ELEVATED NO
ON BOTH 0.60M COPPER
CABLES, DUCT-40MM
SIDE
96F, 48F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
20 I 23150 24300 1120 LHS PARALLEL ELEVATED NO
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 46F OFC CABLE & 2400,
ALIGNMENT
2000, 1600, 1200, 800, 600, BGL- OFC AND
21 I 24300 24300 50 CROSSING PERPENDICULAR ELEVATED YES
400, 200, 100, 50, 20, 10 0.60M COPPER
LHS
COPPER CABLES, DUCT-40MM
22 I 24340 24340 100 ALIGNMENT 96F, 46F OFC CABLE & 2400, BGL- OFC AND PERPENDICULAR ELEVATED YES

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
CROSSING 2000, 1600, 1200, 800, 600, 0.60M COPPER
400, 200, 100, 50, 20, 10
COPPER CABLES, DUCT-40MM
96F, 46F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
23 I 24340 24850 420 LHS PARALLEL U/G YES
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
96F, 46F OFC CABLE & 2400,
2000, 1600, 1200, 800, 600, BGL- OFC AND
24 I 24340 24850 420 RHS PARALLEL U/G YES
400, 200, 100, 50, 20, 10 0.60M COPPER
COPPER CABLES, DUCT-40MM
ALIGNMENT 100, 50 COPPER CABLES, BGL-
25 I 25480 25480 100 COPPER PERPENDICULAR U/G NO
CROSSING DUCT-40MM 0.60M
ALIGNMENT
200, 100, 50, 20, 10 COPPER BGL-
26 I 25850 25850 50 CROSSING COPPER PARALLEL U/G YES
CABLES, DUCT-40MM 0.60M
RHS
ALIGNMENT
200, 100, 50, 20, 10 COPPER BGL-
27 I 25900 25900 50 CROSSING COPPER PARALLEL U/G YES
CABLES, DUCT-40MM 0.60M
RHS
200, 100, 50, 20, 10 COPPER BGL-
28 I 26000 26150 100 RHS COPPER PARALLEL U/G YES
CABLES, DUCT-40MM 0.60M
ALIGNMENT 800, 400, 200, 100, 50, 20, 10 BGL-
29 I 26150 26150 100 COPPER PERPENDICULAR U/G NO
CROSSING COPPER CABLES, DUCT-40MM 0.60M

TABLE 5.46: OPTICAL FIBRE CABLE OF RELIANCE

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
24 FIBER, DUCT-40MM,
1 l 1270 2310 1035 LHS BGL-1.0M OFC PARALLEL ELEVATED NO
2 CABLES
2 l 2310 2310 30 ROAD CROSSING 24 FIBER, DUCT-40MM, BGL-1.0M OFC PERPENDICULAR ELEVATED YES

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
(RHS) 2 CABLES
ROAD CROSSING 24 FIBER, DUCT-40MM,
3 l 6920 6920 30 BGL-1.0M OFC PERPENDICULAR ELEVATED YES
(LHS) 2 CABLES
24 FIBER, DUCT-40MM,
4 l 6920 7530 610 LHS BGL-1.0M OFC PARALLEL ELEVATED NO
2 CABLES
24 FIBER, DUCT-40MM,
5 l 11000 12100 1000 LHS BGL-1.0M OFC PARALLEL ELEVATED NO
2 CABLES
ALIGNMENT 24 FIBER, DUCT-40MM,
6 l 17950 17950 100 BGL-1.0M OFC PERPENDICULAR ELEVATED YES
CROSSING 2 CABLES
ALIGNMENT 24 FIBER, DUCT-40MM,
7 l 19170 19170 100 BGL-1.0M OFC PERPENDICULAR ELEVATED YES
CROSSING 2 CABLES
48 FIBER, DUCT-40MM,
8 l 24320 24320 30 ROAD CROSSING BGL-1.0M OFC PERPENDICULAR ELEVATED YES
3 CABLES

TABLE 5.47: OPTICAL FIBRE CABLES OF VODAFONE

Chainage Chainage Length DIA/SIZE Depth Metro Diversion
S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
288 FIBER, DUCT-40MM,
1 l 1270 1360 90 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
2 l 1360 1360 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
3 l 1360 2090 730 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
4 l 2090 2090 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
5 l 2090 2180 90 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
288 FIBER, DUCT-40MM,
6 l 2090 2310 220 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
7 l 2310 2310 30 ROAD CROSSING 288 FIBER, DUCT-40MM, BGL-0.60M OFC PERPENDICULAR ELEVATED YES

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
8 l 2310 2750 440 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
288 FIBER, DUCT-40MM,
9 l 2750 3430 680 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
10 l 3430 3430 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
11 l 3430 3870 440 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
12 l 3870 3870 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
13 l 3870 4410 540 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
14 l 4410 4410 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
15 l 5230 5760 530 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
16 l 6870 6870 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
17 l 6870 7900 1090 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
18 l 7900 7900 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
RHS TO LHS 1 CABLE
288 FIBER, DUCT-40MM,
19 l 7900 8130 170 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
DIAGANALLY
288 FIBER, DUCT-40MM,
20 l 8130 8160 30 ROAD CROSSING BGL-0.60M OFC PERPENDICULAR ELEVATED YES
1 CABLE
RHS TO LHS
288 FIBER, DUCT-40MM,
21 l 8160 8320 160 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
DIAGANALLY
288 FIBER, DUCT-40MM,
22 l 8320 8370 50 ROAD CROSSING BGL-0.60M OFC PERPENDICULAR ELEVATED YES
1 CABLE
RHS TO LHS
288 FIBER, DUCT-40MM,
23 l 8370 8990 630 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
24 l 8990 8990 30 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
288 FIBER, DUCT-40MM,
25 l 8990 9600 700 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
26 l 9960 9960 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
288 FIBER, DUCT-40MM,
27 l 11040 12100 1030 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
288 FIBER, DUCT-40MM,
28 l 11040 11300 220 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
29 l 11300 11300 50 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING RHS 1 CABLE
288 FIBER, DUCT-40MM,
30 l 11300 12100 810 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
31 l 12100 12100 50 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING LHS 1 CABLE
288 FIBER, DUCT-40MM,
32 l 12100 126200 520 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 288 FIBER, DUCT-40MM,
33 l 12620 12620 30 BGL-0.60M OFC PARALLEL ELEVATED NO
RHS TO LHS 1 CABLE
288 FIBER, DUCT-40MM,
34 l 12620 13550 960 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
288 FIBER, DUCT-40MM,
35 l 15650 16060 410 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
36 l 16950 16950 50 ALIGNMENT 288 FIBER, DUCT-40MM, BGL-0.60M OFC PERPENDICULAR ELEVATED YES

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
CROSSING RHS 1 CABLE
288 FIBER, DUCT-40MM,
37 l 16950 17100 160 LHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
38 l 17100 17100 50 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING LHS 1 CABLE
DIAGANALLY
288 FIBER, DUCT-40MM,
39 l 17100 17120 20 ROAD CROSSING BGL-0.60M OFC PERPENDICULAR ELEVATED YES
1 CABLE
LHS TO RHS
288 FIBER, DUCT-40MM,
40 l 17120 17630 490 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
41 l 17630 17630 50 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING LHS 1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
42 l 17930 17930 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
43 l 19150 19150 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
44 l 20670 20670 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
288 FIBER, DUCT-40MM,
45 l 23150 24320 1070 RHS BGL-0.60M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
46 l 24320 24320 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
47 l 24330 24330 100 BGL-0.60M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
288 FIBER, DUCT-40MM,
48 l 24330 24850 570 RHS BGL-0.60M OFC PARALLEL U/G YES
1 CABLE
ALIGNMENT 288 FIBER, DUCT-40MM,
49 l 25490 25490 100 BGL-0.60M OFC PERPENDICULAR U/G NO
CROSSING 1 CABLE
288 FIBER, DUCT-40MM,
50 l 25950 26190 140 ALIGNMENT RHS BGL-0.60M OFC PARALLEL U/G YES
1 CABLE

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Chainage Chainage Length DIA/SIZE Depth Metro Diversion

S. No. Corridor LHS/RHS Type Position
From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
ALIGNMENT 288 FIBER, DUCT-40MM,
51 l 27200 27200 50 BGL-0.60M OFC PERPENDICULAR U/G NO
CROSSING 1 CABLE

TABLE 5.48: OPTICAL FIBRE CABLE OF AIRTEL

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
96 FIBER, DUCT-40MM,
1 l 1240 1320 80 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 96 FIBER, DUCT-40MM,
2 l 1320 1320 30 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
96 FIBER, DUCT-40MM,
3 l 1320 1400 80 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 96 FIBER, DUCT-40MM,
4 l 1400 1400 30 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
96 FIBER, DUCT-40MM,
5 l 1400 2010 530 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 96 FIBER, DUCT-40MM,
6 l 2010 2010 30 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
96 FIBER, DUCT-40MM,
7 l 2010 2590 660 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 96 FIBER, DUCT-40MM,
8 l 2590 2590 30 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
RHS TO LHS 1 CABLE
96 FIBER, DUCT-40MM,
9 l 2590 2660 70 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
10 l 2590 2760 170 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
11 l 2980 3420 440 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
12 l 3420 3420 30 ROAD CROSSING 96 FIBER, DUCT-40MM, BGL-0.70M OFC PERPENDICULAR ELEVATED YES

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
LHS TO RHS 1 CABLE
96 FIBER, DUCT-40MM,
13 l 3420 3860 440 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
14 l 5250 5300 50 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
15 l 5280 5330 20 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
16 l 5330 5330 30 ROAD CROSSING BGL-0.70M OFC PERPENDICULAR ELEVATED YES
1 CABLE
96 FIBER, DUCT-40MM,
17 l 6920 7910 990 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
18 l 7910 7910 30 ROAD CROSSING BGL-0.70M OFC PERPENDICULAR ELEVATED YES
1 CABLE
96 FIBER, DUCT-40MM,
19 l 7910 8340 430 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 96 FIBER, DUCT-40MM,
20 l 8340 8340 100 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE
96 FIBER, DUCT-40MM,
21 l 8340 8750 440 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ROAD CROSSING 96 FIBER, DUCT-40MM,
22 l 8750 8750 30 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 1 CABLE
96 FIBER, DUCT-40MM,
23 l 8750 8980 200 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
24 l 8750 8980 200 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
25 l 9000 9650 650 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT 96 FIBER, DUCT-40MM,
26 l 9950 9950 100 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
ALIGNMENT 96 FIBER, DUCT-40MM,
27 l 9965 9965 50 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
CROSSING LHS 1 CABLE
96 FIBER, DUCT-40MM,
28 l 11100 12100 1000 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
29 l 12100 12100 300 ROAD CROSSING BGL-0.70M OFC PERPENDICULAR ELEVATED YES
1 CABLE
96 FIBER, DUCT-40MM,
30 l 12100 12150 50 LHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
96 FIBER, DUCT-40MM,
31 l 12100 12710 520 RHS BGL-0.70M OFC PARALLEL ELEVATED NO
1 CABLE
ALIGNMENT
96 FIBER, DUCT-40MM,
32 l 17950 17950 100 CROSSING BOTH BGL-0.70M OFC PERPENDICULAR ELEVATED YES
1 CABLE
SIDE
ALIGNMENT 96 FIBER, DUCT-40MM,
33 l 24350 24350 100 BGL-0.70M OFC PERPENDICULAR ELEVATED YES
CROSSING 1 CABLE

TABLE 5.49: OPTICAL FIBRE CABLE OF TATATELECOM

S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion
Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
96 FIBER, DUCT-
1 l 1250 1780 550 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
110MM, 2 CABLES
ROAD CROSSING 96 FIBER, DUCT-
2 l 1780 1780 30 BGL-1.50M OFC PERPENDICULAR ELEVATED YES
RHS TO LHS 110MM, 2 CABLES
96 FIBER, DUCT-
3 l 1780 2310 510 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
110MM, 2 CABLES
ROAD CROSSING 96 FIBER, DUCT-40MM,
4 l 2310 2310 30 BGL-1.50M OFC PERPENDICULAR ELEVATED YES
RHS TO LHS 2 CABLES
96 FIBER, DUCT-
5 l 2310 2460 140 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
110MM, 2 CABLES
6 l 2310 2450 140 LHS 96 FIBER, DUCT-40MM, BGL-1.50M OFC PARALLEL ELEVATED NO

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
2 CABLES
96 FIBER, DUCT-40MM,
7 l 2450 2450 30 ROAD CROSSING BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
96 FIBER, DUCT-40MM,
8 l 2450 2490 40 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
9 l 2490 2490 30 ROAD CROSSING BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
96 FIBER, DUCT-40MM,
10 l 2490 2740 250 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
11 l 2490 4400 1910 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
12 l 2750 4400 1650 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
13 l 4400 4400 30 ROAD CROSSING BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
ALIGNMENT
96 FIBER, DUCT-40MM,
14 l 5050 5050 100 CROSSING ON BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
BOTH SIDE
96 FIBER, DUCT-40MM,
15 l 5250 7900 2690 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
3 CABLES
96 FIBER, DUCT-40MM,
16 l 5250 7900 2670 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
3 CABLES
96 FIBER, DUCT-40MM,
17 l 7900 9640 1720 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
3 CABLES
96 FIBER, DUCT-40MM,
18 l 7900 9640 1720 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
3 CABLES
ALIGNMENT
96 FIBER, DUCT-40MM,
19 l 9950 9950 100 CROSSING ON BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
BOTH SIDE

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S. Chainage Chainage Length DIA/SIZE Depth Metro Diversion

Corridor LHS/RHS Type Position
No. From (M) To (M) (M) (mm) (BGL) in M Alignment Reqd
96 FIBER, DUCT-40MM,
20 l 11050 11300 200 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
21 l 11050 11790 660 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
ROAD CROSSING 96 FIBER, DUCT-40MM,
22 l 11790 11790 30 BGL-1.50M OFC PERPENDICULAR ELEVATED YES
LHS TO RHS 2 CABLES
96 FIBER, DUCT-40MM,
23 l 11790 12140 300 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
96 FIBER, DUCT-40MM,
24 l 16900 17520 590 RHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
ROAD CROSSING 96 FIBER, DUCT-40MM,
25 l 17520 17520 30 BGL-1.50M OFC PERPENDICULAR ELEVATED YES
RHS TO LHS 2 CABLES
96 FIBER, DUCT-40MM,
26 l 17520 17600 80 LHS BGL-1.50M OFC PARALLEL ELEVATED NO
2 CABLES
ALIGNMENT
96 FIBER, DUCT-40MM,
27 l 17950 17950 100 CROSSING ON BGL-1.50M OFC PERPENDICULAR ELEVATED YES
2 CABLES
BOTH SIDE
ALIGNMENT 96 FIBER, DUCT-40MM,
28 l 19180 19180 100 BGL-1.50M OFC PERPENDICULAR ELEVATED YES
CROSSING 2 CABLES
ALIGNMENT
48 FIBER, DUCT-40MM,
29 l 24320 24320 100 CROSSING ON BGL-1.50M OFC PERPENDICULAR ELEVATED YES
3 CABLES
BOTH SIDE

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5.6 LAND REQUIREMENT FOR THE CORRIDOR, DEPOT STATIONS, PARKING, MULTI MODEL
STATIONS

5.6.1. Main Components

Land will be required for the following main components:

• MRTS Structure (including Route Alignment), StationBuilding, Platforms,

Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.

• Receiving/Traction Sub-stations

• RadioTowers

• Temporary Construction Depots and work sites.

5.6.2. Land for Elevated stretches

No land at surface is required permanently for elevated section, except for small
areas for entry/exit structures, traffic integration and other maintenance utilities at
stations. These will be located either on footpath edge or in front marginal open
setback of the building along the road. Wherever stations are proposed off the road,
land for station building is also required permanently.

5.6.3. Land for Underground stretches

No land at surface is required permanently for underground section, except for small
areas for entry/exit structures, traffic integration and ventilation shafts/other
maintenance utilities at stations. These will be located either on footpath edge or in
front marginal open setback of the building along the road. All the underground
stations are planned with island platforms.

5.6.4. Land for Switch-over Ramps

Switchover ramps are required for transition from the elevated to underground
section and vice versa. The ramp covers a stretch at ground for the whole width of
structure for two tracks. The length of ramp above ground depends on the existing
ground slope and the gradient provided on Metro alignment (normally 3% to 4%).
Thus the ramp is to be located in an area where sufficient road width is available or
in an open area.

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For Thane Ring Corridor, an area of 10620 sqmhas been proposed between
proposed Kopri sub urban station and Railadevifor locating underground to elevated
ramp. Further, an area of 4920 sqm parallel to creekhas been proposed near Thane
JaunctionRailway Station for locating elevated to underground ramp.

At depot entriesarea of 3200 sqmhas been proposed for locating elevated to At-
grade ramp at Kasarvadavali depot.

5.6.5. Land for Traffic integration

Govt. land has been proposed for integration with Rail system, Metro corridor and
Bus system.

5.6.6. Land for Maintenance Depot

About 20.7 Hectares (including 4.5 Hectares for Property Development)State Govt.
land for Depot has been proposed for corridor near Kasarvadavali.

5.6.7. Land for TSS, RSS, ASS and DG Sets

Total of two RSS have been proposed on the corridor at Gandhi Nagar and Shivaji
Chowk. An area of 3000 sqm has been proposed for each RSS. ASS and DG Sets are
required at all stations.

5.6.8. Summary of Land Requirement

Abstract of land requirements for different components of corridoris given in Table

5.50.

TABLE 5.50: LAND & STRUCTURES REQUIREMENT (IN HA)

Ownership Purpose Permanent Land Temporary Structures
Land (Floor area)
Alignment / Stations, ancillary 0.4368 0 0.1115
Central buildings & Misc.
Govt Parking cum PD 0 0 0
Total 0.4368 0 0.1115
Alignment / Stations, ancillary
5.6470 0 1.8363
buildings & Misc. RSS, etc
Depot 0 0 0
State Govt
Parking cum PD 0.7150 0 0
Casting Yard 0 50 0
Total 6.3620 50 1.8363

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Ownership Purpose Permanent Land Temporary Structures

Land (Floor area)
Alignment / Stations, ancillary
2.5748 0 1.9355
buildings & Misc., RSS, etc
Private Depot& entry/exit 18.6343 0 0
Parking cum PD 0.64 0 0
Total 21.8491 0 1.9355
Grand Total 28.6479 50 3.8833

5.7 OWNERSHIPS DETAILS OF THE LAND REQUIRED FOR THE CORRIDOR

5.7.1. Permanent Land Requirement

Land is required permanently for entry/exit, Viaduct, stations and ramps

etc.Permanent requirement of Land for stations for Corridor is tabulated in Table
5.51.Permanent requirement of Land for running section, ramps etc. for Corridor is
tabulated in Table 5.52.

5.7.2. Temporary Land Requirement

Land is required temporarily at the time of construction of viaduct, underground

stations by cut & cover, TBM shafts etc. Temporary requirement of Land for Corridor
is tabulated in Table 5.53.

5.7.3. Temporary Construction Yard

During construction period, huge quantities of construction materials like reinforcing

bars, cement, steel sections, shutters, pre-cast segments etc. are to be stored and
sufficient land is required for storage of these materials.

Also, large numbers of pre-cast tunnel segments are required for construction of
tunnels for which a large Open area is required for setting up of casting yard. As far
as possible, this area will be in temporary construction depot.

Since the area of land being acquired permanently at most of the stations is bare
minimum, the land required for construction depots purpose is identified
throughout the corridor, in the vicinity of the stations on temporary acquisition
basis. These sites will be obtained on lease temporarily for the construction period.
After completion of construction, these will be handed over back to the land owning
agency.

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About 50 Hac land for Thane Ring Corridorhas been proposed for construction yards
along the corridor. At the time of construction, depending upon the need, area
requirements, the location and size can be reassessed and temporary land
acquisitions can be madeaccordingly.

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TABLE 5.51: PERMANENT LAND REQUIREMENT FOR STATION

Ownership Properties No. of Floor
S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
Station Construction
1 In Mental Hospital Area TJN-1 27302 108 7788 Govt. (State) 8G+0,2G+2 10 3425
(New Thane)

Near TMC Office on SG Station Construction

2 TJN-4 1610 1650 436 Govt. (State) G+2 1 1770
Barve Road (Raila Devi)
Station Construction
Near Abhyudaya Co. op
3 TJN-6 4249 4395 820 Private (Lokmanya Nagar Bus 5G+1 5 724
Bank on Road No.22
Depot)
Station Construction
Near Lokmanya Bus
4 TJN-7 4400 4414 412 Govt. (State) (Lokmanya Nagar Bus G+0 1 144
Depot Area
Depot)
Station Construction
5 Near N S Industry TJN-10 5477 5597 743 Private G+0,7G+1,2G+2 10 2942
(Shivai Nagar)

Near Neelkanth Girija Station Construction

6 TJN-14 6738 6812 1162 Private Nil 0 0
on Pokharan Road No.2 (Neelkanth Terminal)

Near Neelkanth Girija Station Construction

7 TJN-14A 6812 6894 2217 Govt. (State) Nil 0 0
on Pokharan Road No.3 (Neelkanth Terminal)

Near Glaxo Smith Kline Station Construction

8 TJN-15 7598 7745 457 Private Nil 0 0
on Pokharan Road No.2 (Gandhi Nagar)
Station Construction (Dr.
Near Kashinath
9 TJN-17 8996 9068 442 Private Kashinath Ghanekar Nil 0 0
Ghatekar Natyagraha
Natyagraha)

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Ownership Properties No. of Floor

S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
Near Renault Service
Station Construction
10 Station on Waghbil TJN-20 11584 11733 842 Private 7G+0,3G+1,G+2 11 2358
(Dongripada)
Road

Near Shriji Splender on Station Construction

11 TJN-28 16696 16847 991 Private G+0 1 190
Brahmand Road (Patlipada)

Near Radodi Vahan

Station Construction
12 Police on Saket Balkum TJN-32 23834 23911 444 Private Nil 0 0
(Shivaji Chowk)
Road

Near Radodi Vahan

Station Construction
13 Police on Saket Balkum TJN-33 23838 23984 3132 Govt. (State) Nil 0 0
(Shivaji Chowk)
Road

Near Existing Thane Station Construction

14 TJN-38 25781 25976 4368 Govt. (Central) 8G+0,2G+1 10 1115
Junction (Thane Junction)

Near Existing Thane Station Construction G+1,G+2,2G+3,

15 TJN-39 25781 25900 2096 Private 7 5597
Junction (Thane Junction) 2G+4, G+5

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TABLE 5.52: PERMANENT LAND REQUIREMENT FOR RUNNING SECTION

Ownership Properties No. of Floor
S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
2G+0, 25G+0
1 In Mental Hospital Area TJN-2 318 1180 16804 Govt. (State) Ramp Construction approx (Hutment) 29 10198
& 2G+1

Near Chhatrapati Shivaji

2 TJN-3 1221 1354 323 Private Viaduct Construction 2G+0,G+1 3 171
Dwar

3 Near Wagle Circle TJN-5 2684 2800 1155 Private Viaduct Construction 2G+0,G+2 3 1184

4 Near Sai Sailyam Society TJN-8 5300 5322 395 Govt. (State) Viaduct Construction Nil 0 0

5 Near Sai Sailyam Society TJN-9 5322 5355 249 Private Viaduct Construction Nil 0 0

Near Shree Siddhi

6 TJN-11 5727 5857 1031 Private Viaduct Construction G+0,4G+1,G+3,G+5 7 3188
Vinayak Eng.

7 Near Cosmos Hill TJN-12 5993 6069 220 Private Viaduct Construction Nil 0 0

8 On Upvan Lake Road TJN-13 6452 6667 1887 Govt. (State) Viaduct Construction G+0 1 118

Near Glaxo Smith Kline

9 TJN-16 7822 7932 1394 Govt. (State) Viaduct Construction Nil 0 0
on Pokharan Road No.3

Near Glaxo Smith Kline

10 TJN-16A 7974 8075 296 Private Viaduct Construction Nil 0 0
on Pokharan Road No.4

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Ownership Properties No. of Floor

S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
On existing Patlipada
11 Flyover,Ghodbunder TJN-18 11128 11293 478 Private Viaduct Construction Nil 0 0
Road

Near Ritu Nissan

12 TJN-19 11347 11584 481 Private Viaduct Construction 4G+0,9G+1 13 1147
Ghodbunder Road

Near Hotel Jalaja on

13 TJN-21 11875 12095 504 Private Viaduct Construction 4G+0,2G+1 6 449
Waghbil Road

Near Tata Consultancy

14 Survices on Waghbil TJN-22 15209 15426 2273 Private Viaduct Construction 7G+0 7 341
Road

Opposite Rodas Enclave

15 TJN-23 15550 15744 580 Private Viaduct Construction Nil 0 0
on Parklane

16 Near Harab on Parklane TJN-24 15916 16123 2039 Private Viaduct Construction Nil 0 0

17 Near TMC Garden TJN-25 16157 16287 235 Private Viaduct Construction G+0 1 183

18 Near TMC Garden TJN-26 16396 16470 1346 Private Viaduct Construction Nil 0 0

19 Near TMC Garden TJN-27 16470 16575 1713 Govt. (State) Viaduct Construction Nil 0 0

Near Canopus Cabra

20 TJN-29 16925 16952 92 Private Viaduct Construction Nil 0 0
Galaxy on Brahmand

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Ownership Properties No. of Floor

S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
Road
Near Orchids
21 international school on TJN-30 17346 17483 306 Private Viaduct Construction 2G+0 2 16
Brahmand Road

Near J Kumar Site office

22 TJN-31 23743 23838 848 Govt. (State) Viaduct Construction Nil 0 0
on Saket Balkum Road

Near Umrao Patil

23 TJN-34 23984 24300 4735 Govt. (State) Viaduct Construction G+0 1 103
Garden

Near Commissnor
24 TJN-35 24348 24836 6526 Govt. (State) Viaduct Construction 10G+0 10 533
office,Shivaji Chowk

25 Near Ambedkar Society TJN-36 24881 24934 143 Private Viaduct Construction G+0 1 865

Near NG Bedekar 25G+0 Approx.

26 TJN-37 24965 25102 8183 Govt. (State) Ramp Construction 26 2072
College of Commerce (Hutment) & G+1

Depot Entry & Exit

27 Kasarvadavali Depot 649 1178 6343 Private Nil 0 0
(Kasarvadavali)

28 Kasarvadavali Depot 1178 2328 180000 Private Depot (Kasarvadavali) Nil 0 0

Near TMC Office on SG

29 Parking-1 1610 1650 650 Govt. (State) Parking (Raila Devi) Nil 0 0
Barve Road

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Ownership Properties No. of Floor

S.No. Location Plot No. Chainage (m) Area(sqm) Purpose
(Govt./Pvt.) Affected Properties Area(sqm)
From To
Near Abhyudaya Co.op Parking (Lokmanya Nagar
30 Parking-2 4340 4389 2100 Private Nil 0 0
Bank on Road No.22 Bus Depot)

Opposite Vijay Group

31 Parking-3 13715 13765 2000 Private Parking (Waghbil) Nil 0 0
on Waghbil Road

Near brahmand PH.II Parking (Azad Nagar Bus

32 Parking-4 17689 17747 3000 Govt. (State) Nil 0 0
CHS Ltd. Stop)
Near Saket Shoping
33 Center On Saket Balkum Parking-5 22948 23018 3500 Govt. (State) Parking (Rabodi) Nil 0 0
Road
Near Radodi Vahan
34 Police on Saket Balkum Parking-6 23863 23960 2300 Private Parking (Shivaji Chowk) Nil 0 0
Road
Near Glaxo Smith Kline
35 RSS-1 7540 7600 3000 Private RSS (Gandhi Nagar) Nil 0 0
on Pokharan Road No.2

Near J Kumar Site office

36 RSS-2 23770 23821 3000 Private RSS (Shivaji Chowk) Nil 0 0
on Saket Balkum Road

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 Chapter – 6
STATION PLANNING
 Detailed Project Report for Thane Metro Rail
Final DPR Chapter 6: Station Planning

6. STATION PLANNING
6.1. STATION PLANNING - BASED ON SITE CONDITIONS

The proposed Metro Rail System has been planned to serve major passenger
catchment areas/ destinations and to enable convenient integration with other
modes of transport. Stations have been located by an interactive process
influenced by ridership forecasts, existing major settlements, major roads,
interchange requirements with other modes of transport, station spacing,
alignment, utilities, traffic and pedestrian requirements, station spacing, etc. The
stations locations along with their chainages and inter-station distance are
presented in Table 6-1.

TABLE 6-1: INTER-STATION DISTANCE AND TYPE OF PROPOSED STATIONS

Chainages Inter-station Cumulative Elevated/
SN Station Name
(m) Distance (m) Distance (m) Underground
1 New Thane 0 - 0 Underground
2 Raila Devi 1664 1664 1664 Elevated
3 Wagle Circle 2903 1239 2903 Elevated
Lokmanya Nagar Bus
4 4291 1388 4291 Elevated
Depot
5 Shivai Nagar 5520 1229 5520 Elevated
6 Neelkanth Terminal 6774 1254 6774 Elevated
7 Gandhi Nagar 7634 860 7634 Elevated
Dr. Kashinath Ghanekar
8 9032 1398 9032 Elevated
Natyagraha
9 Manpada 9792 760 9792 Elevated
10 Dongripada 11622 1830 11622 Elevated
11 Vijay Nagari 12372 750 12372 Elevated
12 Waghbil 13611 1239 13662 Elevated
13 Waterfront 14685 1074 14685 Elevated
14 Patlipada 16734 2049 16734 Elevated
15 Azad Nagar Bus Stop 17581 847 17581 Elevated
16 Manorma Nagar 18616 1035 18616 Elevated
17 Kolshet Industrial Area 19954 1338 19954 Elevated
18 Balkum Naka 21118 1164 21118 Elevated
19 Balkumpada 22098 980 22098 Elevated
20 Rabodi 22986 888 22986 Elevated
21 Shivaji Chowk 23873 887 23873 Elevated
22 Thane Junction 25841 1968 25841 Underground

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6.1.1. STATION AREA CHARACTERISTICS

The catchment areas for all stations, issues and concerns, potential improvements
are summarized below:

FIGURE 6-1: THANE METRO RING CORRIDOR AND STATION LOCATIONS

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6.1.2. THANE METRO RING CORRIDOR

1. New Thane Station
New Thane is the first station of the proposed Metro Corridor. It is an underground station
near proposed Kopri Sub Urban Station and lies in Mental Hospital area. This will be an
interchange station of proposed Metro and existing Sub-urban rail system. The catchment
area of station include Anand Nagar, Lok Kedar Cooperative Housing Society, Lok Everest
Housng Society, Spandan Hospital, etc.
Issues & Concerns Potential for Improvements
• The station area is in Mental Hospital • Parking areas and dedicated bays for
land. At present no infrastructure pick up/ drop facilities for PT/IPT.
facilities are available • Dedicated pedestrian friendly facilities
• Station Area needs to be redeveloped like footpath and cycle tracks.
• Connectivity Roads to station area

Proposed location for the station Residential area near station location

Station Location in Mental Hospital Surrounding areas near location

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2. Raila Devi Station

Raila Devi is an elevated station near Modella Chowk along the proposed Metro Corridor.
The major catchments areas around the station location are Padwal Nagar, Raghunath
Nagar, D’Souza Wadi. Kamgar Colony, Wagle Estate Post Office, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities results in • Parking areas and dedicated bays for pick
pedestrian vehicular conflict up/ drop facilities for PT/IPT
• On street Parking reduces effective • Dedicated pedestrian friendly facilities
carriage way width like footpath and cycle tracks
• Lack of PT/IPT stops and dedicated bays for • On Street Parking and encroachments
Buses and Auto may be removed

Proposed station location on SG Barve road Modella Chowk & Check Naka

SG Barve road SG Barve road connecting Modella Chowk

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3. Wagle Circle Station

Wagle Station is the third station along the proposed corridor. It is proposed near Wagle
Circle and is an elevated station surrounded by industrial area. The catchment area of station
includes Shanti Nagar, Wagle Industrial Area, Shree Nagar, Kailash Nagar, CP Talav, Brodma,
Sathe Nagar, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities • Dedicated NMT friendly facilities
• On-street parking causes reduction in • Parking areas and dedicated bays for
efficient roadway width pick up/ drop facilities
• PT/IPT stops do not have dedicated bays • Planning of dispersal facilities through
which causes reduction of carriageway feeder modes will cater to a larger
catchment.

Location of proposed station Station location on Road no. 22

SG Barve road connecting Wagle Circle Surrounding areas near station location

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4. Lokmanya Nagar Bus Depot Station

This is an elevated station near Lokmanya Nagar and is the fourth station along the
proposed Metro Corridor. This station will have Multi Modal integration integration with
the existing TMT Bus Depot to have integration between both the modes. The catchment
area of station are Lokmanya Nagar, Lokmanya Nagar Bus Depot, Karvalo Nagar,
Panchpakhdi, Yashodhan Nagar, Ambewadi, etc.
Issues & Concerns Potential for Improvements
• Lack of footpaths resulting in pedestrian • Dedicated pedestrian friendly facilities
spillover on road • Parking areas and dedicated bays for
• On-street parking causes reduction in pick up/ drop facilities
efficient roadway width • Integration of Metro and Bus Stop
• PT/IPT stops do not have dedicated bays

Proposed location for the station TMT Bus Depot

Station Location on Road No. 22 Surrounding areas near station location

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5. Shivai Nagar Station

It is the fifth station along the proposed Metro Corridor on Pokhran Road No. 1. It is an
elevated station near Shivai Nagar. The station caters to the areas of Shivai Nagar, Devdaya
Nagar, Shanti Industrial Estate, Deshpande Industrial Estate, etc.
Issues & Concerns Potential for Improvements
• Lack of footpaths resulting in pedestrian • Dedicated bays for pick up/ drop facilities
spillover on road further adding to for all mode
pedestrian vehicular conflict • Dedicated pedestrian friendly facilities
• On-street parking causes reduction in
efficient roadway width
• PT/IPT stops do not have dedicated bays
which causes reduction of carriageway

Surrounding areas near Station Location Pokhran Road No.1

Station Location on Pokhran Road No.1 Land use around station location

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6. Neelkanth Terminal Station

It is the sixth station and an elevated station along the proposed Metro Corridor on Pokhran
Road No.2. The catchment area of station are Neelkanth Terminal area, Laxmi Narayan
residency, Bethany Hospital, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities results in pedestrian • Parking areas and dedicated bays
vehicular conflict for pick up/ drop facilities for PT/IPT
• Lack of PT/IPT stops and dedicated bays for Buses • Dedicated pedestrian friendly
and Auto affect the connectivity of the location facilities
• Pedestrian Safety is a concern

Pokhran Road no.2 Approach road near the proposed Station

Surrounding areas near the proposed Station Station Location on Pokhran Road no.2

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7. Gandhi Nagar Station

It is an elevated station near Gandhi Nagar area on Pokhran Road No.2 and is the seventh
station along the proposed Metro Corridor. The catchment area of station are Gandhi Nagar,
Jawahar Nagar, Vasant Vihar, Dharamvir Nagar, Bhim Nagar, Kapurbawdi, SV Nagar, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities • Parking areas and dedicated bays for pick
• Lack of PT/IPT stops and dedicated bays for up/ drop facilities.
Buses and Auto affect the connectivity of the • Planning of dispersal facilities through
location feeder modes will cater to a larger
• Pedestrian Safety is a concern catchment.
• Dedicated pedestrian facilities

Proposed location of the station Smt. Gladys Alvares Road near station
Location

Water Tank on Smt. Gladys Alvares Road Surrounding areas near location

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8. Dr. Kashinath Ghanekar Natyagraha Station

This is an elevated station along the proposed Metro Corridor. The catchment area of
station are Manpada, Pawar Nagar, Kokanipada, Lok Gram, Vasant Nagar etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities • Dedicated NMT friendly facilities
• On-street parking causes reduction in • Parking areas and dedicated bays for pick
efficient roadway width up/ drop facilities
• PT/IPT stops do not have dedicated bays • Planning of dispersal facilities through
which causes reduction of carriageway feeder modes will cater to a larger
catchment.

Location of proposed station Smt. Gladys Alvares Road near proposed

Location

Vehicular movement near proposed Surrounding areas near location

Location

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9. Manpada Station
This is an elevated station and lies between Tikuji Ni Wadi & Smt. Gladys Alvares Road.
The catchment area of station are Bhavani Nagar, Dharamvir Nagar, Kokanipada,
Manpada, Hill Garden etc.
Issues & Concerns Potential for Improvements
• Lack of connectivity to station location • Dedicated pedestrian friendly facilities
• PT/IPT stops do not have dedicated bays • Dedicated bays for pick up/ drop facilities
which causes reduction of carriageway • Planning of dispersal facilities through
feeder modes will cater to a larger
catchment and help maximize ridership of
the proposed system

Approach road near the station Proposed station Location

Link Road connecting station location Mixed Land use around station location

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10. Dongripada Station

This is the tenth station and an elevated station of the proposed Metro Corridor on NH-48.
The station will have integration with Dongripada Station of Mumbai Line-4. The catchment
area of station includes Dongripada, Patlipada Hiranandani etc.
Issues & Concerns Potential for Improvements
• Located along National Highway • Dedicated bays for pick up/ drop facilities
• Connectivity and passenger interchange for IPT
to planned considering the Line 4 and high • Continuous encroachment free footpath
speed traffic movement facilities
• PT/IPT stops do not have dedicated bays • Dedicated bays for pick up/ drop facilities
• Encroachments and On-street parking • Grade separated pedestrian for crossing
due to adjacent land uses causes and passenger dispersal
reduction in efficient roadway width

Surrounding area near location Ghod Bunder road near the proposed
Location

Proposed location for the station Vehiculer movement on Ghod Bunder road

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11. Vijay Nagari Station

This is an elevated station along the proposed Metro Corridor near Waghvali Naka and Vijay
Group. The catchment area of station are Waghbil, Waghvali Naka, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities results in • Proper parking areas and dedicated bays
pedestrian vehicular conflict for pick up/ drop facilities for PT/IPT
• Lack of PT/IPT stops and dedicated bays • Dedicated pedestrian friendly facilities like
for Buses and Auto affect the connectivity footpath and cycle tracks
of the location
• Pedestrian Safety is a concern

Proposed location for the Station Wagbil Road along proposed Station

Wagbil Road Existing surrounding areas

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12. Waghbil Station

This is the twelfth station of the proposed Metro Corridor. It is an elevated station near
Waghbil Gaon. The catchment area of station are Waghbil Gaon, Gondhalwadi, Kavesar etc.
Issues & Concerns Potential for Improvements
• At present no access to station location • Access to station location to be planned
• Parking areas and dedicated bays for pick
up/ drop facilities
• Planning of dispersal facilities
• Dedicated pedestrian facilities

Proposed location of the station Wagbil Road

Wagbil Road near proposed station Surrounding areas near proposed location

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13. Waterfront Station

This is an elevated station along the proposed Metro Corridor near Hiranandani Estate Bus Stop and
Waghbil Gaon. The station caters to Hiranandani Estate, Rodas Enlave, Bayers House, etc.
Issues & Concerns Potential for Improvements
• Located along DP road • Road network to be developed
• At present no road connectivity to station • Dedicated NMT friendly facilities
location • Parking areas and dedicated bays for pick up/
drop facilities
• Planning of dispersal facilities through feeder
modes will cater to a larger catchment.

Location of proposed station Link road near the proposed station location

Surrounding areas near location Approach road near location

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14. Patlipada Station

This is the fourteenth station and an elevated station along the proposed Corridor lying near
Brahmand- Patlipada Link Road. The catchment area of station are Brahmand, Varcha Gaon, Kolshet
Gaon, Kiran Mill Colony, etc.
Issues & Concerns Potential for Improvements
• At present no road connectivity to station • Road network to be developed
location • Parking areas and dedicated bays for pick up/
drop facilities for PT/IPT
• Dedicated pedestrian friendly

Proposed location near Brahmand Proposed location of station

Patlipada Link Road

Surrounding areas near location Dumping site near station location

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15. Azad Nagar Bus Stop Station

This is an elevated station along the proposed Metro Corridor on Brahmand Road near
Azad Nagar Bus Stop. The catchment area of station are Azad Nagar, Brahmand Phase 3,
Varcha Gaon, Kolshet Gaon, Indofill Industries Limited, etc.
Issues & Concerns Potential for Improvements
• Lack of passenger dispersal facilities • Parking areas and dedicated bays for pick
• PT/IPT stops do not have dedicated bays up/ drop facilities.
• Located Along DP Road • Planning of dispersal facilities through
feeder modes
• Dedicated pedestrian facilities

Surrounding areas along the station Proposed station location

Land use near location Proposed location near Brahmand Road

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16. Manorma Nagar Station

This is the sixteenth station and an elevated station along the proposed Metro Corridor near Manorma
Nagar area. The catchment area of station are Manorma Nagar, Sandoz Baug, Dhokali, New Ganesh
Nagar, etc.
Issues & Concerns Potential for Improvements
• Encroachments along the Station Area - needs to • Dedicated NMT friendly facilities.
be removed • Parking areas and dedicated bays for pick up/
• At present no Road connectivity drop facilities.
• Located Along DP Road • Planning of dispersal facilities

Location of proposed station on DP road Akbar Camp Road near proposed location

Surrounding areas near location Link road connecting station location

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17. Kolshet Industrial Area Station

This is an elevated station near Bayer Crop Science Limited and Balkum Pipeline Road. The
catchment area of station are Balkum Nagar, Ashok Nagar and surrounding areas etc.
Issues & Concerns Potential for Improvements
• At present no Road connectivity • Adequate connectivity to be planned
• Located along proposed DP Road • Dedicated NMT friendly facilities.
• Parking areas and dedicated bays for pick
up/ drop facilities.
• Planning of dispersal facilities through
feeder modes will cater to a larger
catchment.

Location of proposed station on DP road Approach road near the proposed station

Surrounding areas near location Existing green field at station location

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18. Balkum Naka Station

This is an elevated station along the proposed Metro Corridor on Balkum Road near Dadlani
Park and Valu City. The catchment area of station are Ashok Nagar, Balkum Nagar, Raheja
Complex, Ganesh Bawadi,etc.
Issues & Concerns Potential for Improvements
• Poor connectivity to Station Area • Adequate connectivity to be planned
• No basic infrastructure available for • Dedicated NMT friendly facilities.
vehicular and passenger access and • Parking areas and dedicated bays for pick
dispersal up/ drop facilities.
• Planning of dispersal facilities through
feeder modes will cater to a larger
catchment.

Location of proposed station on DP road Existing green field at station location

Surrounding areas near location Proposed station location area

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19. Balkumpada Station

This is the nineteenth station and an elevated station near Pipeline road and Balkumpada area. The
station caters to Balkumpada, Majiwada, Yashaswi Nagar, Lodha Complex, Siddharth Nagar, etc.
Issues & Concerns Potential for Improvements
• No basic infrastructure available for vehicular • Adequate connectivity to be planned
and passenger access and dispersal • Dedicated NMT friendly facilities.
• Located Along DP Road • Parking areas and dedicated bays for pick up/
drop facilities.
• Planning of dispersal facilities through feeder
modes will cater to a larger catchment.

Location of proposed station on Saket road Saket Road crossing proposed DP Road

Saket Road Surrounding areas near location

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20. Rabodi Station

This is an elevated station near Saket- Kalwa Road. The catchment area of station includes Saket
Tower, Vrindavan Society, Shreerang Society, Rabodi, Kharegaon etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities • Adequate connectivity to be planned
• PT/IPT stops do not have dedicated bays • Dedicated NMT friendly facilities.
• Poor road infrastructure • Parking areas and dedicated bays for pick
up/ drop facilities.
• Planning of dispersal facilities through
feeder modes will cater to a larger
catchment.

Location of station on proposed DP Road Approach road near the proposed station

Land use along station location Surrounding areas near location

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21. Shivaji Chowk Station

This is the twenty first station along the proposed Metro Corridor near Thane Central Jail. It
is an elevated station. The catchment area of station are Shivaji Chowk, Manisha Nagar,
Sahyadri Society, Kalwa Naka Bus Stop, Kranti Nagar, Kalwa, etc.
Issues & Concerns Potential for Improvements
• Lack of pedestrians facilities • Adequate connectivity to be planned
• PT/IPT stops do not have dedicated bays • Dedicated NMT friendly facilities.
• Poor road infrastructure • Parking areas and dedicated bays for pick
up/ drop facilities.
• Planning of dispersal facilities through
feeder modes will cater to a larger
catchment.

Location of proposed station Surrounding areas near proposed station

Land use along station location Saket Balkum Road near the proposed
station

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22. Thane Junction

This is an underground station near existing Thane Sub-Urban station and CIDCO Bus Stop. This station
will have interchange with Thane Junction and CIDCO Bus Stand. The catchment area of station are
existing Thane Sub Urban Station, CIDCO Bus Stop, Naupada, Kopri, Gawate Wadi, Vitawa, etc.
Issues & Concerns Potential for Improvements
• Lack of NMT facilities. • Dedicated bays for pick up/ drop facilities.
• On-street parking causes reduction in efficient • Planning of dispersal facilities
roadway width. • Seamless integration fbetween proposed metro,
• PT/IPT stops do not have dedicated bays Railway station and CIDCO Bus Stand
which causes congestion at carriageway.
• Limited ROW - pedestrian vehicular conflict

Existing Bus stand near Thane station Proposed location & Bus Shed near location

Existing situation of proposed station location Existing auto stand & pedestrian pathway near
exiting Thane station

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6.1.3. STATION PLANNING

i. Planning Parameters

NBC (National Building Code) & NFPA 130 (Standard for Fixed Guide way Transit
and Passenger Rail Systems) are used for station designing & planning.

ii. Station Planning – Coverage

The station planning is determined by the following factors:

• Operational requirements.
• Station entry/exit location
• Utilities such as fire fighting systems, ventilation, water requirements etc
• Structural requirements
• Flexibility in design to allow stations to respond to site specific requirements

The essential quality in a good station layout is the provision of adequate space for
efficient movement of passengers between ground level entrances on to the trains
and vice versa in the most direct, simple and logical way.

iii. Salient Features of a Typical Station

Station entrances provide the link between station concourse and the surrounding
streets. Station entrances are located with particular reference to passenger
catchment points and also cater for inter modal interchange which includes buses,
IPTs, pick/drop by private mode etc. Important criteria that has been applied in the
development of station planning include:

• Sizing of Station Passenger Facilities

• Stipulated Design Standards
• Emergency Evacuation
• Passenger circulation, comfort, ease of use, safety and security
• Operational accommodation (Back of House Areas)
• Electrical and Mechanical Plant and Equipment space requirements

Concourse forms the interface between streets and the platform. This is where all
the passenger amenities are provided.

Office accommodation, operational areas and plant room space are provided in the
non-public areas of the station.

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The platform level has been designed for adequate assembly space for passengers
for both normal operating conditions and a recognized abnormal scenario
(emergency).

The location of DG set, Bore Well Pump House, Underground / overhead tank,
chiller plant and Pump Houses are preferably proposed to be located in one area at
ground level wherever possible.

iv. Planning Norms & Standards

Station Design is dependent on the peak hour traffic load for each station. The
platform length is planned for 6 cars/train. The evacuation time for the movement
of all passengers in an emergency from platform level to the point of safety is as
per NBC 2016 and NFPA 130 Guidelines in the stations. The station planning is also
in compliance to the “Guidelines and Space Standards for Barrier Free Built
Environment for Disabled and Elderly persons” published by the Ministry of Urban
Affairs and Employment India in 1998.

v. Entry/Exit

Entrances to stations have adequate capacity to satisfy predicted passenger flows

and emergency evacuation requirement. The position of entrances is determined
by the juxtaposition of building location of roadway footpath width, space
availability and flow directions of passenger traffic.

The numbers and width of staircases/ escalators are determined by checking the
capacity/available width against peak passenger flows rates for both normal and
emergency conditions such as delayed train service, fire etc.

vi. Concourse Planning Standards

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

determined by site constraints and passenger access requirements. The stations are
divided into public and non-public areas (those areas where access is restricted).
The public areas are further subdivided into paid and unpaid areas. The concourse
contains automatic fare collection system (AFC) in a manner that divides the
concourse into two distinct areas called Paid and Unpaid areas. The 'unpaid area' is
where passengers gain access to the system, obtain travel information and
purchase tickets. On passing through the ticket gates, the passenger enters the
'paid area’, which includes access to the platforms. The concourse is planned in

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such a way that maximum surveillance can be achieved by the ticket hall supervisor
over ticket machines, automatic fare collection (AFC) gates, stairs and escalators.
Ticket machines and AFC gates are positioned to minimize cross flows of
passengers and provide adequate circulation space. Sufficient space for queuing
and passenger flow has been proposed in front of the ticketing counters and AFCs
gates. The “Non Public Areas” comprise of the Back of House (BOH) areas. The BOH
areas consists of System Rooms, Operations, Staff Facilities, Water Supply and
Drainage System and Miscellaneous requirements. Passenger handling facilities
comprise of stairs/escalators, lifts, ticketing counters/automatic ticket vending
machines and ticket gates required to process the peak traffic from street to
platform and vice-versa. These facilities are provided in the concourse and they
also act as a medium to transfer between Paid and Unpaid areas (these facilities
also enable evacuation of the station under emergency conditions, within a set safe
time limit). Uniform number of these facilities has been provided for system wide
uniformity, although the requirement of the facilities actually varies from station to
station based on the peak hour passenger load.

vii. Operational Rooms for Public Use

Ticketing Gates

The 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 requiring less man power. The requirement of the
number of gates is based on the peak hour passenger traffic at the station. Uniform
space has been provided at all stations where gates can be installed in the unpaid
area of the concourse. Ticketing gates provides a means of transfer between paid
and unpaid area of the concourse. Ticketing gates’ requirement has been calculated
taking the gate capacity as 28 persons per minute per gate (85% of the Maximum
Practical Capacity which is taken as 35 persons per minute per gate). In the design
year output capacity of 35 passengers is assumed because of passenger’s familiarity
with the system. At least two ticketing gates are provided at any elevated station.

• The gate design will depend upon;

• Check in and checkout (distance fare): implying bi-directional gates
• Fare media: smart card, magnetic or paper ticket.
• The most popular gates are with sliding glass panels (“pavel” design)
• Special gates are designed for;

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• Widened ticket gates for Disabled persons access,

• Customers with luggage,
• Customers with strollers

The total number of gates also includes one service gate, one emergency exit door
in case of breakdown, one separate gate for disabled in Elevated stations.

Ticket Counters and Ticket Vending Machines (TVMS)

It is proposed to deploy manual ticket issuing counters in the beginning of the

operation of the line. At a later stage, automatic TVMs would be used, for which
space provision will be made at the concourse. The number of TVMs required is
governed by the peak hour passenger traffic, the fare policy and the ticketing.
Depending on the composition of monthly pass/smart card users and single ticket
users, the number of TVMs could change. Adequate provision has been kept at the
stations for the TVM and Ticket counters in the unpaid area of the concourse and is
suitably located for the ease of usability of the passengers. As a general thumb rule,
it is proposed to provide 5 to 7 TVM's for stations with high traffic and 2 to 5 TVM's
for other stations(Figure 6.2)

FIGURE 6-2: TICKET VENDING MACHINES AT STATIONS

Shinjuku Station - Tokyo MTR Wall Mounted TVM – Paris

Ticket Office

The number of Ticket Offices is determined by the passenger traffic and the
operation policy. A minimum of 2 ticket office per station in the stations with high
traffic, and 1 ticket office per station in the stations with low traffic have been
planned (Figure 6.3)

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FIGURE 6-3: TICKET OFFICE AT STATIONS

viii. Platform Planning Standards

The length of the Platform is 140meter. This allows for the length of 6 car train and
a stopping tolerance for the rail corridor Platforms. The nominal platform width
measured from the platform edge to any continuous (longer than 2000 mm) fixed
structure shall be a minimum of 3000 mm. The minimum distance from the
platform edge to any isolated obstruction e.g. columns, shall be 2500 mm (an
isolated obstruction shall not be longer than 2000 mm). This clearance shall be
maintained for safety reasons, irrespective of passenger flows. The platform width
greater than the minimum may be required at stations with large passenger flows.
The platform edge shall have a safety margin of 600 mm wide with a non-slip
surface and a yellow warning strip of 100 mm wide of contrasting texture. The
platform ends shall be provided with a 1200 mm wide security gate and be installed
with a Pressure Mat Alarm system.

Platform widths Calculation:

The platform width shall be determined by the peak minute flow, allowing for two
missed headways. The crush load is taken as the sectional load between two
stations. For an island platform, the area between the boundaries of the two
platforms is included in the calculation.

The process to derive the platform width calculations are detailed below:

Disruption of time of service = Two missed headways

Peak Minute Peak Direction Boarding = Peak hour Peak direction boarding/50. The
peak minute flow taken in the calculations is assumed to be 20% higher from the
average minute flow as derived from the hourly passenger volume. This takes into
account the peaking minute during the peak hour flow of the passengers.

Platform congregation during disrupted time of service: Peak minute Peak direction
boarding X Disrupted Time

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Platform Width = {Platform Occupant Load} X 0.2/Platform length

Markings on the platform and ramps to assist and control the flow of passengers
for boarding and alighting with a step free access from/to the trains shall be
provided. Tactile Markings shall also be provided for guiding paths and warning
strips for vision impaired persons to ease the travel for Persons with Disabilities.
The built platforms shall also provide for bright colour contrast for low vision
persons; large lettering and information displays and digital signage; lifts with
lowered control panel with Braille and raised control buttons and auditory signals,
wide doors and grip rails on the sidewalls of the elevator car; resting areas for
senior citizens and disabled persons; well-lit platform corridors along with public
announcement system. Inside the coaches, there will be designated spaces for
wheelchair users, audio announcement with dynamic display and sensory door
closing mechanisms. Space occupied by stairs, escalators, structure, seating,
platform supervisor’s accommodation etc. is not be included as part of the platform
area. Platforms shall have a clear head room of at least 3000 mm to structures and
platform signs to a width of at least 2000 mm from the platform edge over their
entire length. Suspended signs, fittings, and fixtures shall have a minimum
clearance of 2100 mm above finished floor.

ix. Emergency Evacuation Standards

The Requirement is to evacuate people from a station platform to the point of

safety, initially the next level below or above and then on to street level without
hindrance.

The principles to be followed are:-

The maximum distance on the platform to a point at which means of egress route
leaves the platform shall not exceed 100 m. The provision in the station layouts
from the remote point on the platform to an exit route has been kept within 50
meter.

The time required walking from the farthest point on a platform to the escalator or
stair landing is considered to be half a minute. Walking speed as per NFPA 130 has
been taken as 37.8 meter/minute.

A Check shall be made to ensure that sufficient capacity exists at the level to which
passengers are evacuated as being a place of ultimate safety so that people can
move freely away from stairs and escalators as they arrive. The emergency is
assumed to be occurring in one direction of travel only at any given point of time.

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For ensuring adequacy of platform area, stair widths and requirement of additional
emergency evacuation stairs, a maximum accumulation of passengers in the station
has been considered to be comprising waiting passengers at the platform (including
two missed headways) and section load (or full train load if the section load
exceeds a full train load) expected to be evacuated from the peak direction at the
station in case of an emergency. Also, waiting passengers congregated during this
disrupted time of service (two missed headways) in the off-peak direction to be
added in the evacuation from the platform to concourse in case of underground
stations and concourse to ground in both underground as well as elevated stations.

x. Operational Rooms (BOH Areas)

Back of House (BOH) areas comprise of "Public" and “Non Public Areas”. The BOH
areas consist of System Rooms, Operations, staff facilities, Water Supply and
Drainage System and Miscellaneous requirements.

Some of the areas and their functions are detailed below:

Station Control Room

The station control room is required to control and monitor the stations’
equipment (fire-fighting systems, ventilation, etc.). It is generally located in the
concourse of each station. It is recommended that the operator can easily access
any part of the station from this office. This room is fitted with a dialog box for
passenger information.

Ticket Office
The Ticket Office can also be used to inform passengers. If the main Ticket Office is
located next to the Station master control room, it will be fitted with a self-closing
door between these two rooms. The room will require special protection (as
armored glass, metal doors, etc.).

TVM back-store room

For security reasons, the Ticket Vending Machines should be equipped with a back
store room. The TVM back-store room is preferably located near the Ticket
Counters.

Security/Police Room
This room is located in each station and is used by the security staff. It is preferable
that this room is located at the concourse, in the public operation area allowing

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watching over the public. This room could be fitted with specific equipment in
relation to the role of security staff.

Water Storage

The Design of the Water tank is based upon the assumption of 35 liter/person for
raw and treated water. The capacity of the Water Tank is provided as 50 cum
approximately(as per NBC 2016) for each elevated station and that for the UG
station, it is taken as 2 lakh litres. However, when commercial areas are present
within metro stations, firefighting facilities shall need augmentation as per NBC
2016.

xi. Escalator Design

The following regulations and standards shall form the basis for the design of
escalator system.

• American National Standard Institute (ANSI)

• American Society of testing Materials (ASTM)
• International Electro technical Commissions (IEC)
• Indian Standard (IS)
• European Norm (EN)
• National Electrical manufacturers Association (NEMA)
• National Fire Protection Association (NFPA)
• Underwriters Laboratories, Inc. (UL)

Design Criteria

The escalators will be heavy duty “public” service escalators capable of operating
safely, smoothly and continuously in either direction, for a period of not less than
20 hours per day, seven days per week, (except special holiday which may be
operated 24 hours a day) within the environmental conditions prevailing within the
well way and at the location where the escalators are installed. The maximum
allowable passenger load of each step should not be less than load equivalent of
three 65 kg person per step. The escalators will be equipped with energy saving
system. Speed of escalators will be in the range of 0.6-0.75 m/s for normal
operation. The energy saving system will reduce speed of escalators to standby
speed mode of 0.20 m/s during low traffic hour. The number of flat steps at the
upper landing should be in proportion to the vertical rise of the escalator. For 6.1 m
to 18.3 m rise, minimum four flat steps should be provided and for a rise up to 6.1

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m manufacturers’ standards should be used (2-3 flat steps).The design of the

escalators which act as emergency stairways should meet all the criteria
requirements in NFPA 130. The design of the escalators will be such that they can
be used as fixed staircases under a condition of power failure, activation of stop
button or activation by safety/protection devices. When the escalators are
stationed, no slipping, jerking, sliding and vibration should occur. Escalators will be
equipped with protective barriers, where necessary.

Interfacing requirements:

The following escalators interface will be monitored by the SCADA and abnormal
conditions will be alarmed:

• Incoming power lines healthy.

• Direction status.
• Running
• Fault
• Emergency
• Elevator Requirements
• Standards, Codes and Regulations
xii. Elevator Design

The following regulations and standards will form the basis for the design of
elevator system.

• American National Standard Institute (ANSI)

• American Society of testing Materials (ASTM)
• International Electro technical Commissions (IEC)
• Indian Standard (IS)
• European Norm (EN)
• National Electrical manufacturers Association (NEMA)
• National Fire Protection Association (NFPA)
• Underwriters Laboratories, Inc. (UL)

Design Criteria
Lifts will be of the goods/passenger public service type and rated at minimum 180
starts per hour. Lifts will be of proven technology and designed to have low energy
consumption, low operational costs and will provide environment friendly
passenger service. Lifts will be rope traction type capable of operating safely and
smoothly without jerking under all loading conditions, for a period of not less than
20 hours per day (except special holiday which may be operated 24 hours a day),

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seven days per week within the environmental conditions prevailing within the
hoist-way and at the location where the elevators are installed. Lift will be capable
of carrying minimum loading of 750 kg, and may be sized for comfortably taking an
injured person on a stretcher with room for the stretcher bearers to place the
stretcher in the lift without difficulty. The design of the lift will take into
consideration fire prevention, elimination of dust and dirt traps, and easy access for
cleaning and routine maintenance. The drive machine, its associated machinery and
all necessary control equipment of lifts at stations will be installed within the lift
shaft without any lift machine room. Intercom will be provided inside the lift car to
communicate with the Station Operation Room of the station where lifts are
installed. The leveling accuracy at the landing served, under no load and full load
condition in either up and down direction, will be made within + 5 mm. The speed
of lift will be capable of reaching the uppermost discharge point in not more than
one minute. The time will be calculated from the time the doors are fully closed at
the lowest discharge point to the time that they begin to open at the uppermost
discharge point. The minimum speed will be not less than 1.0 m/s irrespective of
the travel distance. Lifts will be equipped with facilities for physically challenged
people, in accordance with the relevant standards.

Interfacing Requirements:

The following shall be monitored by the SCADA and abnormal conditions will be
alarmed:

• Incoming power lines healthy.

• Direction status.
• Running
• Fault
• Emergency Status.
xiii. Stairs Requirements

• A central handrail is provided where stair width is 4.5 m or more.

• Risers per flight: 3 minimum, 12 maximum
• All Steps in a flight of Stairs have the same dimensions
• Tread width :300mm; Rise : 150mm
• Length of intermediate landing: lesser of 2m or width of stairs
• Handrail: 0.9m high, 50mm diameter, 45mm clearance to wall.
• Step noses will be rounded and color contrasted
• Minimum Stair width for assembly building: 2000mm

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xiv. Commercial Areas for Retail Shops/Kiosks/ATM's

Retail shops in the stations could provide additional financial income. The expected
level of passenger traffic in the stations provides great potential for a high
commercial value for the retail shops. Here the station area is small so such
Kiosk/shops may me provided outside the station where parking provision exist.

xv. Roof and Elevations

The roof is the most visible part of the station from the surroundings. At
approximately 18 to 26 m height, the roof will be the iconic signature of the station
identity. It has to reflect the modern and contemporary values of the new line,
while being human scaled and properly sized to offer visual comfort for users.

Two types of roof (Figure 6.4) concept for elevated stations are proposed;

The single shell: A set of triangle modules of 15 m span, slightly inclined on the top,
and chasing the soft northern light, while being closed to the south side, to protect
from the sunlight and harsh shower of monsoon season.

In addition, the modular pattern could be easily adapted to the curvy layout of
many of elevated structures.

FIGURE 6-4: ROOF TYPES

Natural ventilation on platforms and concourse area is ensured through louvers

embodied in the lateral side of each module.

In the spare space between two modules, a glazed façade could be erected to
protect laterally from the elements. Further detailing during implementation can
improve some of the opacity of the glazed panels to the natural light and air flows.

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FIGURE 6-5: LOUVERS FOR VENTILATION

Glazed
panels

Louvers

xvi. PLANNING OF METRO STATIONS

The conceptual station planning are the adaptations of the typical stations finalized
keeping in view the projected traffic, station requirements, site conditions, minimal
land acquisition, method of construction and overall cost optimization. Since land is
at a premium throughout the corridor, the process of reconciling the land that is
actually required for the station development has had a major influence upon the
design process and important elements of the stations such as entry/exits,
concourse, platforms etc have been designed and marked for each station to
overcome land acquisition problems. But, wherever the vacant land parcels have
not been found available, land acquisition has been proposed for placing the
necessary utilities/facilities. The most important design consideration is to provide
a safe and comfortable environment to passengers during both normal and
emergency operation. The stations have been provided with an internal
environment suitable for a world class Light Rail system by incorporating the
experience of international best practices. The stations have been planned in such a
way that they are easily operated, maintained and can be upgraded in future.
Accommodation for staff and plant rooms is provided at both platform and
concourse levels within areas that are entirely separate from the public access. The
internal arrangement for the stations is evolved in such a way that Back of House
accommodation is organized, so that the rooms of a similar operational use are
placed along a common corridor and plant accommodation is clearly distinct from
habitable rooms.The detailed descriptions for the elevated station typology are
detailed in subsequent section.

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xvii. Typical Elevated Station: 140m x 21.95m Cantilevered Structure

The size of the elevated station has been kept as 140m x 21.95m. The stations are
generally located on the road median. Total length of the station is 140m. All the
stations are two-level stations. The passenger areas on concourse level is
concentrated in the middle of the station, with 2 staircases, escalators & elevators
leading from either side of the road. The total width of the station is restricted to
21.95m. It is planned to be a cantilevered structure thereby keeping flexibility for
provision of a wider carriageway in future below the concourse with 3m wide
central median. Passenger facilities like ticketing, information, etc. as well as
operational areas are provided at the concourse level. Typically, the concourse is
divided into public and non-public zones. The non-public zone or the restricted zone
contains station operational areas such as Station Control Room, UPS &battery
room, signaling equipment room, communication equipment room, TSS Room,
auxiliary substations, security room, refuse store& cleaners Room, staff room, etc.
The public zone is further divided into paid and unpaid areas. Public toilets,
communication closets have been provided in the Platform Level.

Since the station is generally in the middle of the road, minimum vertical clearance
of 5.5m has been provided under the concourse. Concourse floor level is about 8m
above the road. Consequently, platforms are at a level of about 14.74m from the
road.

With respect to its spatial quality, an elevated MRT structure makes a great impact
on the viewer as compared to an at-grade station. The positive dimension of this
impact has been accentuated to enhance the acceptability of an elevated station
and the above ground section of tracks. Structures that afford maximum
transparency and are light looking have been envisaged. A slim and ultra-modern
concrete form is proposed, as they would look both compatible and modern high-
rise environment as well as the lesser-built, low-rise developments along some parts
of the corridor.

In station 3m wide staircase is provided on either side of the platform along with
two escalators on each side of the platform. Provision of 1 lift has been proposed.

Platform roofs that can invariably make a structure look heavy; have been proposed
to be of steel frame with aluminium cladding to achieve light look. Platforms would
be protected from the elements by providing an overhang of the roof and sidewalls
would be avoided, thereby enhancing the transparent character of the station

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building. The rest of the station structure is supported on a single column, which lies
unobtrusively on the central verge. The section and plans for this typology is
presented in Figures 6-6. The room schedule for this typology is given in Table 6-2

TABLE 6-2: ROOM SCHEDULE FOR ELEVATED STATION(140MX21.95M)

Room No. Room Name Room Size (m) Area Provided (Sq.m)
Station Control
A-0.1 10.44 3.68 38.50
Room
A02.1 Excess Fare Office 3.75 2.0 7.50
A02.2 Excess Fare Office 3.75 2.0 7.50
A03.1 Ticket Office 2.81 6.12 17.22
A03.2 Ticket Office 2.81 7.95 22.33
Signaling
C-01 5.38 5.84 28.01
Equipment Room

Communication
C-03 9.23 7.95 73.37
Equipment Room

Auxiliary
P-01,02 VARIES VARIES 250.95
Substation
UPS Battery S & T
P-03 7.97 5.45 43.53
Room
- Clean Gas Room 5.84 3.00 17.50
O-02 Paid Area VARIES VARIES 858.19
O-03.1 Unpaid 269.80
O-03.2 Unpaid 269.80
O-04 Security Room 4.0 2.725 10.92
O-08.1 F Toilet Female 3.19 3.57 10.73
O-08.2 F Toilet Female 2.75 3.57 10.43
O-08.1 M Toilets Male 3.56 4.69 16.74
O-08.2 M Toilets Male 3.56 4.69 16.74
O-09.1 Toilets (H) 2.76 2.28 6.30
O-09.2 Toilets (H) 2.76 2.28 6.30
O-11.1 Janitor's Room 3.19 2.17 6.90
Cleaners Room &
O-12 & O-14 2.70 3.87 10.44
Refuse Store
O-13 Staff Room 3.90 3.87 15.093
O-18.1 Platform A 446
O-18.2 Platform B 446
PD-1 VARIES VARIES 48.83
PD-2 VARIES VARIES 106.70

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xviii. Typical Underground Station: 190m x 23.55m

The typical Underground station having size 190m x 23.55m overall. The station
have been planned for 6 car coach having the platform length 140m. The
construction of station will be of cut and cover method. The room schedule for this
typology is given in Table 6-3

TABLE 6-3: ROOM SCHEDULE FOR UNDERGROUNDSTATION (190mx23.55m)

Room No. Room Name Room Size (m) Area Provided
A-0.1 Station Control Room 7.20 6.225 44.82
A02.1 Excess Fair Office 2.50 2.50 6.25
A02.2 Excess Fair Office 2.50 2.50 6.25
A03.1 Ticket Office 2.50 4.50 11.375
A03.2 Ticket Office 2.50 4.320 10.80
A04.1 Secure Suite 3.50 2.84 9.94
A04.2 Secure Suite 2.70 6.40 17.28
A05.1 Ticket Office Store & Safe 2.50 2.34 5.925
A05.2 Ticket Office Store & Safe 2.50 1.85 4.625
O-08 M Toilet(Male) 3.105 4.10 12.71
O-08 F Toilet(Female) 2.50 4.10 10.25
O-08.1 M Staff Toilet(Male) 1.80 3.15 5.67
O-08.1 F Staff Toilet(Female) 2.50 2.75 6.875
O-09 Toilet for Physically Disabled 1.80 3.00 5.40
O-10 F Locker Room 2.80 3.70 10.36
O-10 M Locker Room 2.80 2.50 7.00
O-11 Janitor’s Room 3.20 1.90 6.08
O-16.1 Fire Escape Staircase 8.10 3.90 31.6
O-16.2 Fire Escape Staircase 8.10 3.90 31.6
O-17.1 Fireman Staircase 2.30 5.50 12.65
O-17.2 Fireman Staircase 1.50 11.36 17.04
O-19.1 Refuse Area 3.765 5.625 21.17
P-03 UPS Room 10.195 6.34 64.63
C-01 Signalling Room 3.20 4.40 14.08
C-03 Communication Room 9.785 5.625 38.16
O-16.1 Fire Escape Staircase 8.10 3.90 31.6
O-16.2 Fire Escape Staircase 8.10 3.90 31.6
M-03/M-04 Water Pump Room 3.00 6.375 19.12
M-09.1 Mechanical Equipment Varies Varies 487.19
M-09.2 Mechanical Equipment Varies Varies 523.01

A typical elevated station of Thane Metro is presented in Figure 6-6.

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FIGURE 6-6: TYPICAL ELEVATED STATION

CROSS SECTION

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Typical Underground station of Thane Metro is presented in Figure 6.7.

FIGURE 6-7: TYPICAL UNDERGROUND STATION

ROAD LEVEL PLAN

CONCOURSE LEVEL PLAN

PLATFORM LEVEL PLAN

CROSS SECTION

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6.1.4. STATIONS ON SITE

1. NEW THANE

2. RAILA DEVI

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3. WAGLE CIRCLE

4. LOKMANYA NAGAR BUS DEPOT

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5. SHIVAI NAGAR

6. NEELKANTH TERMINAL

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7. GANDHI NAGAR

8. DR. KASHINATH GHANEKAR NATYAGRAHA

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9. MANPADA

10. DONGRIPADA

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11. VIJAY NAGARI

12. WAGHBIL

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13. WATERFRONT

14. PATLIPADA

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15. AZAD NAGAR BUS STOP

16. MANORMA NAGAR

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17. KOLSHET INDUSTRIAL AREA

18. BALKUM NAKA

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19. BALKUMPADA

20. RABODI

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21. SHIVAJI CHOWK

22. THANE JUNCTION

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6.2. STATION AREA PLANNING FOR NON-MOTORIZED VEHICLE AND PEDESTRIANS

FACILITIES

The following pedestrian facilities and non motorized vehicles facilities have been
planned near the station influence area.

The circulating area adjoining the station building is proposed to be properly

designed to ensure rapid/efficient dispersal of passengers, avoiding conflict
between pedestrians and vehicular traffic.

The station entry/exit have been planned keeping in view the major growth
centers/activity areas. The entry/exit has been designed to integrate the station
with existing/ proposed bus stops/bus bays, pick-drop zones and IPT services within
walking distance.

Pick and drop zones and bays for feeder modes like buses, IPT have been proposed
near the station.

Dedicated linkages have been proposed like subways, skywalks, covered walkways
etc. at interchange stations which reduces the passenger travel time and pedestrian
load on the roads.

All the footpaths in the metro station influence zone have been planned to be
upgraded to desired level of comfort and also proposed new within the stations
vicinity areas. The existing road shoulder areas and service lanes also have been
augmented/ strengthened in the design wherever possible to utilize the complete
ROW to cater to the future traffic volume

A minimum of 1.8m wide footpath has been proposed on the local roads whereas a
continuous footpath of 2 m width on the major roads to provide accessibility to
people on wheel chairs.

The vendors if any on the footpaths shall be removed and desired accessibility to
metro stations will be provided. Junctions and intersections have been proposed
with proper pedestrian crossings. In the design, table top crossings has been
proposed wherever possible, otherwise ramps with gentle slope ranging from 1:5-
1:7 have been designed for pedestrians.

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FIGURE 6-8: PEDESTRIAN FACILITIES PROVIDED NEAR THE PROPOSED STATIONS

Ramp from footpath to carriageway for

Table top crossing for pedestrians
easy movement

Footpath and Cycle Track Facilities Footpath for Pedestrian Movement

For non-motorized vehicles like bicycle, rickshaw etc, separated NMV lane have
been planned within the station influence area for smooth circulation based on the
availability of land.

The design has been incorporated with a 2-m continuous strip of cycle track on both
sides of the road around stations in accordance to available RoW.

The cycle track will be differentiated by colour, markings and material for
uninterrupted movement.

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FIGURE 6-9: NMT FACILITIES AT STATION AREA

Cyclist friendly junction design Lane Marking for Cyclists

6.3. ACCESSIBILITY FOR DIFFERENTLY ABLED

Space Standards for Barrier Free Built Environment for Disabled and Elderly
Persons-1998 and revised in 2013 by Ministry of Home and Urban Affairs and other
international best practices have been considered.

User-friendly mass transport system can ensure accessibility to persons with

differently abled, people travelling with small children or carrying luggage and the
elderly persons. The following measures will be considered while planning of metro
stations for such persons:

A metro route map in Braille/raised numbers shall be maintained at the

enquiry/ticketing window. In each car, there shall be an announcement and
provision of a visual display of the names of stations en route.

Tactile Guiding Paver (Line-Type) and Tactile Warning Paver (Dot-Type) shall be
installed from station entry up to the platform boarding/alighting place for visual
impaired persons wherever is needed.
At least one of the ticket gates shall allow a wheelchair user through and have a
continuous line of guiding paver for people with visual impairments.

Public dealing counters (Information or help desks) shall be close to the terminal
entrance, and highly visible. They shall be clearly identified and accessible to both
those who use wheelchairs and those who stand.

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Staircase, lift and ramp shall be planned for persons with learning differently abled,
intellectual differently abled, and elderly persons. Location shall be clearly visible
from the pedestrian route. Lifts shall have both visual and audible floor level
indicators.

In emergency situations, audible alarms with ‘voice instructions’ 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). Figure 6.10 shows various differently abled features as proposed in the
station.

FIGURE 6-10:VARIOUS DIFFERENTLY ABLED FEATURES IN/AROUND STATIONS

Tactile Guiding Tiles for Way finding Station Entry symbols for all users

Signage for accessible washroom Way finding signage

6.4. PARKING ON STATIONS

Dedicated parking provision for station are key factors in determining success of a
Metro system. Parking provisions along pedestrian facilities like footpath and feeder
systems would encourage more commuters to use the transit system who could
safely park their vehicles at the nearest station, walk to the station or rely on feeder

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connectivity. The tentative station wise parking facility area for personal vehicles
and bicycle as planned along corridor is presented in Table 6.4.

TABLE 6-4: DETAILS OF PARKING FOR THANE METRO CORRIDOR

S. No. Station/Location Parking Area in Sqm
NEW THANE TO NEW THANE (Ring Corridor)
1 Raila Devi 650
2 Lokmanya Nagar Bus Depot 2100
3 Waghbil 2000
4 Azad Nagar Bus Stop 3000
5 Rabodi 3500
6 Shivaji Chowk 2300
Total along the Corridor 13550

Various modes of transportation like feeder buses, auto rickshaw/taxi and bicycles
can provide first mile as well as last mile connectivity other than walking to the
station. For catchment area of about 0.5-1 km from the proposed network,
commuter can easily access it by walk. People residing in the next 1 km can reach
the station by cycles, 2-Wheeler and auto-rickshaws. Areas beyond the 2-km
catchment will require regular feeder bus services to reach the metro station.
Adequate arrangements have been provided for receiving and dispatch of PT/ IPT at
all stations. Parking for these stations have been already located in the Alignment
Plan.

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INTERMODAL INTEGRATION
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 7: Intermodal Integration

7. INTERMODAL INTEGRATION
7.1 INTERMODAL INTEG RATION WITH EXISTING MODES

The concept of inter-modal integration with the modes is to provide last mile
connectivity to the commuters residing/working in the MRTS influence zone. The
MoHUA has also laid down policy guidelines to include this important aspect of last
mile connectivity in the DPRs for the MRTS systems. This connectivity is expected to
be achieved through proper access to the metro stations by city buses,
intermediate public transport (auto rickshaws and cycle rickshaws) and pedestrian
facilities etc.

Inter-modal integration explores the coordinated use of two or more modes of

transport for efficient, speedy, safe, pleasant and comfortable movement of
passengers in urban areas. It provides convenient and economical connection of
various modes to make complete journey from origin to destination.

The inter-modal integration with existing modes have been planned at MRTS
stations for efficient passenger movement. The proposals have been formulated for
facilitating traffic dispersal and circulation facilities based on the following
considerations:

• Dedicated linkages have been proposed like subways, skywalks, covered

walkways etc upto existing bays which will reduce the passenger travel time
and pedestrian load on the roads.

• Availability of total carriageway and footpath widths required to cater to the

proposed traffic volumes to be augmented through strengthening of road
shoulder areas and relocation of vendors/hawkers, on-street parking and all
encroachments from the service/ access roads.

• Designated space for embarking and disembarking for vehicular traffic (pick-
drop zones) and existing modes like Buses, IPTs and NMT have been
proposed.

• Proper design of circulation area has been planned to adjoin the station
building to ensure rapid/ efficient dispersal of the passengers and avoiding
conflicts between pedestrian and vehicular traffic.

Based on above, intermodal integration plans for selected metro stations of have
been prepared and presented in Annexure 7.1 to 7.5.

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7.2 FEEDER S ERVICES PLANN ING AT STAT ION S

7.2.1 Feeder Modes

The planning of seamless transport integration facilities at the influence zones of

various metro stations is of utmost importance. Feeder services to the proposed
MRTS network are essential for convenient and quick transfer of passengers. As all
commuters will not be living within walking distance of the proposed network,
proper planning for feeder services will be necessary.

Various modes of transportation like feeder buses, auto rickshaw/taxi and bicycles
can provide first mile as well as last mile connectivity to the metro station. For
catchment area of about 0.5-1 km from the proposed network, commuter can
easily access it by walk. People residing in the next 1 km can reach the station by
cycles, 2-wheeler and cycle / auto-rickshaws. Areas beyond the 2-km catchment
will require feeder buses to reach metro station.

The feeder service facilities are proposed at metro stations to connect the trip
generation/ attraction areas in the influencing zones. Figure 7.1 shows the concept
of provision of feeder services to a MRTS system. The facilities of footpaths, feeder
buses and bicycles (bike sharing) have been planned for peak hour passenger
demand.

FIGURE 7.1: CONCEPT OF FEEDER SERVICES AT MRTS STATION

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7.2.2 Feeder Bus Service

The feeder buses shall be of high quality, ultra-modern and customer oriented that
can deliver fast, comfortable and cost-effective urban mobility. Easy-to-board (low
floor), attractive and environmentally friendly mini buses with air conditioning
having capacity of 35 (seating + standing) (for minibuses) are proposed for feeder
system.

The facilities of feeder buses have been estimated for peak hours of various horizon
years 2025, 2035 and 2045. Boarding/alighting at metro stations have been used to
determine the bus fleet requirement. Boarding/alighting at metro stations in
various horizon years is given in chapter 3 of this report. Modal split of access
modes have been assumed to assess the bus fleet and bicycles requirement. The
assumed modal split is shown in Table 7.1. The feeder bus fleets requirement are
presented in Table 7.2. The total number of buses required are 72, 83 and 86 in the
year 2025, 2035 and 2045 respectively. The feeder route planning has been
identified at almost all stations as presented in Figure 7.2. Total 17 feeder routes
have been planned for Thane Metro corridor. The proposed feeder routes have
also been integrated with the nearby metro stations.

TABLE 7.1: ASSUMED MODAL SPLIT

Mode Assumed Modal Split
Car 5%
2W 15%
Auto 30%
Bus 30%
Cycle 20%

7.2.3 Public Bicycle Sharing Service

This service will be provided for the passengers for 1 km to 2 km of the Metro
stations influence area. A bicycle sharing system is the service in which bicycles are
made available for free and shared use to Metro passengers on a short-term basis.
The main purpose is to allow passengers to depart or arrive at Metro stations. The
requirement of bicycles along the Thane Metro corridor is estimated and is
presented in Table 7.3.

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TABLE 7.2: FEEDER BUS FLEET REQUIREMENT FOR THANE

Reqd No. of Buses in
Route LENGTH
Peak Hour
No.
sn Metro Station Route km 2025 2035 2045
1 New Thane R1 New Thane To Sunapur Bus Stop Via Eastern Expressway, Goregaon-Mulund Link Road 5.5 5 5 5
New Thane To Vadkarrop Via Mental Hospital Road, Lal Bahadur Shastri Marg, Raghavendra
R2
Swamiji Marg 3.6 3 4 3

2 Raila Devi R1 Raila Devi To Sunapur Bus Stop Via Balrajeshwar Road, Mulund Coloney Road 6.5 5 5 5
R2 Raila Devi To Maha Nagar Palika Via Rd No. 12, Mahanagar Palika Road 3.0 2 2 2

Lokmanya Nagar
3
Bus Depot R1 Lokmanya Nagar Bus Depot To Central Maidan Via Acharya Atre Marg 4.0 5 6 5
R2 Lokmanya Nagar Bus Depot To Savarkarnanagar Via Vithal Mandir Marg 2.0 3 3 3

4 Gandhi Nagar R1 Gandhi Nagar To Kalwa Station Via Pohkaran Road No.2, Eastern Expressway, Chahu Bhiva Marg 2.2 2 3 2
R2 Gandhi Nagar To Divya Devi Nagar Via Dividaya Society Road Phase-1 3.0 3 3 3

5 Dongripada R1 Dongripada To Bhayander Pada Via Ghodbunder Road 4.5 7 10 10

R2 Dongripada To TMC Garden Via Ghodbunder Road, Tikuji Ni Wadi Road 3.0 4 6 7

6 Waterfront (TCS) R1 Waterfront (TCS) To Anand Bus Depot Via Forest Avenue Road 3.0 7 10 12

8 Balkum Naka R1 Balkum Naka To Bhiwandi Railway Station Via Balkum Road, SH 35 2.5 1 1 2
R2 Balkum Naka To Teen Haat Naka Via Old Agra Road, Eastern Expressway 3.7 1 1 2

9 Rabodi R1 Rabodito Reti Bunder Circle Via Kalwa Bridge, Mumabi Pune Road 4.0 6 6 6
R2 Rabodi To Willman Company 2.0 3 3 3

Thane Junction To Gavanpada Publuic Garden Via Maharaja Agrasen Chowk, Advani Chowk,
10
Thane Junction R1 Chikhladevi Road 3.5 6 6 7
R2 Thane Junction To Ambedkar Nagar Via Thane Belapur Road 5.0 9 9 9
TOTAL 72 83 86

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FIGURE 7.2: PROPOSED FEEDER ROUTE MAP ALONG METRO CORRIDOR

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TABLE 7.3: BICYCLE SHARING SCHEME FOR Metro CORRIDOR

Sn Metro Station Reqd No. of Bicycles in Peak Hour
2025 2035 2045
1 New Thane 54 52 44
2 Raila Devi 38 34 33
3 Lokmanya Nagar Bus Depot 67 72 63
4 Gandhi Nagar 45 54 50
5 Dongripada 74 92 110
6 Waterfront (TCS) 56 72 82
8 Balkum Naka 16 17 18
9 Rabodi 72 76 71
10 Thane Junction 81 85 91
TOTAL 503 554 562

7.3 PHYSICAL IN FRASTRU CTURE REQU IREMENT FOR INTERMODAL

INTEGRATION

Physical infrastructure facilities have been planned to facilitate easy transfer of

commuters between different modes of transport. Seamless mobility is proposed
to remain connected between different transport modes i.e. MRTS, city bus system,
IPT, NMT and private modes i.e. cars, two wheelers etc.

• Demarcations of designated bus bays have been proposed with proper

shelter near station entry/ exits by utilizing road shoulder areas.
• Demarcations of planned IPT/private pick and drop facilities, wherever
land is available have been proposed. Most of the passengers use IPT /
taxis for short distances.
• Relocation of vendors/hawkers and removal of all encroachments from
the station precinct.
• Off – street parking lots be identified to avoid on-street parking
• Continuous, encroachment free and well-maintained footpaths of 1.8m
to 3 m width as per land availability have been planned near the station
area.
• Proper road markings, Zebra crossings, & table top crossings have been
provided near the station influence area.
The physical infrastructure requirement for intermodal integration facilities and
passenger traffic dispersal at all stations along the metro corridor have been
proposed on the basis of availability of land and suitably incorporated in station
plans.

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In case of skywalks and subways, the following facilities are suggested for
differently abled and senior citizens:

 Footbridge ramps with appropriate resting places/ landings

 Within the subway, a handrail set 850mm-900mm above the walking surface
should be provided.
 To assist visually impaired people, tactile paving/ tiles and a colour contrast
should be provided at the top and bottom of the flight of steps and these areas
should be well lit.
 Elevator/lift should be provided on both the entrances/exits and should have
minimum internal dimensions of 1400mm x 1400mm.
 All Lifts to have Braille buttons and audio announcement systems.

7.4 RECOMM ENDATIONS FOR INSTITUTIONAL, PHYSICAL, FARE,

OPERATIO NAL AND T ECHNOLOGY INTEG RATION

Some of the essential features of an integrated multi-modal urban transport

system are the physical integration of public transport services, fares, ticketing,
infrastructure provision, management, pricing, and integration of transport
authorities.

7.4.1. Physical Integration

Physical integration refers to the provision of jointly used transport facilities &
equipment to provide seamless mobility. Integration of physical space, network
planning and physical infrastructure have been planned to facilitate easy transfer of
commuters between MRTS, city bus system, feeder bus system, IPT, NMT and
private modes i.e. cars, two wheelers etc.

Augmentation of carriageway and footpath in station vicinity to cater to traffic

volumes has been proposed through strengthening of road shoulder and relocation
of vendors/hawkers, on-street parking and all encroachments.

7.4.2. Operational Integration

This involves application of management techniques to optimize the allocation of

transit resources and coordinate services. The techniques/principles of network
integration include:

• Coordinated Routing and Scheduling- in which high-capacity, such as metro

system is considered as trunk system and buses act as feeder to the metro.

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Accordingly, the integrated route network may be planned by generating

feeder bus routes for selected MRTS station.
• Rationalization of redundant sservices- wasteful duplication of transit service
by competing systems may be eliminated and resources redeployed to
reduce headways on existing routes and extend services into new areas.
• Network coordination and access- in which access facilities may be provided
for non-motorized transport (pedestrians and cyclists) and private transport
to support and enhance the public transport operations, to achieve overall
network integration.
The service integration takes into account all modes implying the services will be
complementary to each other within the station area.

7.4.3. Fare Integration

The basic principle behind fare integration is that one ticket provides access to all
modes of transport even when managed by different operators. Choice of fare
structure is a very important part of public transport planning. It directly influences
operators’ revenue. At its simplest, integration of fares, allows a person to make a
journey that involves transfers (within or between different transport modes) with
a single ticket that is valid for the complete journey, modes being buses, trains,
MRTS, taxis, parking, etc. The major benefits of fare integration are as follows:

• It encourages people to use public transport by simplifying the transfer

between transport modes and by increasing the efficiency of the services
• Provides a common ticket across the modes
• Improves the experience of seamless mobility

Smartcard ticketing systems enable commuters to carry one durable card for use
on all transit modes. A single multipurpose ticket makes using multiple transport
modes much simpler and less time consuming. In turn, this facilitates the
multimodal travel behaviour that is encouraged by operators and transport
planners. In this regard, smartcard ticketing is proposed to facilitate a genuinely
seamless multimodal transport system for Thane city.

7.4.4. Information Integration

Creating the possibility to get information about the entire journey and not having
to enquire at different sources. To take an informed decision during travel, real-
time access to information is of strategic importance.

Information integration deals with the Information on routes, schedules, fares, and
transfer points for all transit modes and services throughout the urban area, which

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is provided by a centralized source. Information services include route maps,

timetables, fare schedules, and promotion materials, uniform street signs and
vehicle identification, display at stops, transfer points and major stations, and
telephone inquiry answering service. Providing integrated information during
journey before and in between is important, to make them attractive. Information
integration for all transit modes in the city is proposed for the urban public
transport network.

7.4.5. Institutional Integration

City growth strategies are usually guided by documents like land use plans,
development plans and master plans etc. and the urban transport models are
determined by parameters like existing road network, public transport and its
related infrastructure, personal vehicles, licensing mechanism and authorities, land
ownership, fare structure of public transport, Intelligent Transport System (ITS)
mechanism, traffic enforcement agencies and traffic law enforcing mechanisms,
goods and freight movement and their operators, road safety and accident
management system etc. All these agencies which prepare these policy documents
and oversee governing these functions generally work independently and usually
there is no co-ordination between them. It is recommended that an umbrella
agency may be created to monitor and integrate these multiple bodies in order to
ensure smoother functioning of all aspects related to urban transport.

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ANNEXURE 7.1. CONCEPTUAL TRAFFIC DISPERSAL AND MANAGEMENT PLAN OF WAGLE CIRCLE

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ANNEXURE 7.2. CONCEPTUAL TRAFFIC DISPERSAL AND MANAGEMENT PLAN OF DONGRIPADA

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ANNEXURE 7.3. CONCEPTUAL TRAFFIC DISPERSAL AND MANAGEMENT PLAN OF BALKUMPADA

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ANNEXURE 7.4. CONCEPTUAL TRAFFIC DISPERSAL AND MANAGEMENT PLAN OF SHIVAJI CHOWK

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ANNEXURE 7.5. CONCEPTUAL TRAFFIC DISPERSAL AND MANAGEMENT PLAN OF RAILA DEVI

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Final DPR Chapter 8: Train Operation Plan

Chapter – 8
TRAIN OPERATION PLAN

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8. T R A I N O P E R A T I O N P L A N
8.1 SYSTEM OPERATION APPROACH

Train operation plan for proposed New Thane to New Thane(Ring Corridor) via
Dongripada & Thane Junction has been envisaged based on the ridership
assessment/ data. The design peak hour peak direction traffic (PHPDT) is 28000.The
selected system should have high reliability and adequate capacity to carry required
number of passengers to meet peak hour peak direction trips (PHPDT) demand. The
underlying operation philosophy is to provide Mass Rapid Transit Services at
economical cost with fixed Infrastructure and Rolling Stock planning.
• The frequency of Train services shall be optimized to provide sectional
capacity commensurate with the peak direction traffic demand during peak
hours.
• A minimum train service frequency shall be provided during lean period so as
to keep the option of this service attractive during lean period as well.

• The frequency of services shall be regulated to meet the growing traffic

demand in horizon years.

• Basic unit selected is two motor car and one trailer car.

The train operation plan for the proposed corridor will be based on the following
salient features:

• Running of services for 16 hours of a day (6:00 hrs to 22:00 hrs) with a station
dwell time of 20-30 seconds.

• Scheduled speed of 34 KMPH.

• Make up time of 5 to 10% with 8-12% coasting.

• No. of services to ensure comfortable journey for commuters even during

peak periods.

8.2 DESIGN TRAFFIC DEMAND

Design Peak hour peak direction traffic demands (PHPDT) for the purpose of
planning of services on the proposed corridor for years 2029, 2035, 2045 and 2051
are indicated below in Table 8.1.

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TABLE 8.1: YEAR WISE DESIGN PEAK HOUR PEAK DIRECTION TRAFFIC (PHPDT)
2029 2035 2045 2051
17000 21000 26000 28000
Based on the travel demand assessment as indicated in the table above, the train
operation plan for the corridor has been formulated.

8.3 TRAIN FORMATION

To meet the above projected traffic demand, the train operation plan has been
formulated considering the Rolling stock of 2.9 m wide coaches. The train
composition, capacity and headway required for the operation in the proposed
corridor of Thane Metro is given below:

i. Composition
The car composition to be adopted for Thane MRTS is given below-

• DMC : Driving Motor Coach

• TC /MC: Non Driving Trailer Coach/Motor Coach

• 3-Car Rake Composition: DMC-TC-DMC

• 6-Car Rake Composition: DMC-TC-MC-TC-MC-DMC

Every coach shall be fully interchangeable with any other coach of same type.

ii. Capacity
For the purpose of calculating rake requirement of rolling stock, passenger carrying
capacity is considered as below in Table 8.2.

TABLE 8.2: CARRYING CAPACITY OF COACHES

Driving Motor
Trailer Car (TC)/
Car 3 Car Train 6 Car Train
Motor Car (MC)
Description (DMC)
Dense Dense Dense Dense
Normal Crush Normal Crush Normal Crush Normal Crush
Crush Crush Crush Crush
Seated 43 43 43 50 50 50 136 136 136 286 286 286
Standing 102 204 272 110 220 293 314 628 837 644 1288 1716
Total 145 247 315 160 270 343 450 764 973 930 1574 2002
Normal - 3 Per/sqm, Crush- 6 Per/Sqm, Dense Crush – 8 Per/Sqm of standee area

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iii. Headway
To meet the above projected traffic demand, the possibility of running trains with 6
car rake composition at different headways has been examined. The traffic capacity
and demand have been matched by suitable regulation of headways.

The infrastructure and the train operation plan for the corridor are proposed to be
designed for 6 car rake composition.

Based on above, the headway and capacity provided for Thane metro corridor for
the various horizon years is as below in Table 8.3.

TABLE 8.3: TRAIN OPERATION PLAN, HEADWAY AND CAPACITY PROVIDED

ITEMS 2029 2035 2045 2051
CARS/ TRAIN 3,6 3,6 3,6 6
HEADWAY IN SEC. 212.0 225.0 200.0 200.0
TRAINS/HR 17(12,5) 16 (5,11) 18(3,15) 18
CAPACITY CONSIDERED
17038 21134 25902 28332
(6 PASSENGER/SQM)
CAPACITY CONSIDERED
21686 26887 32949 36036
(8 PASSENGER/SQM)
DESIGN PHPDT 16800 21000 26000 28000

The train operation plan is formulated such that the traffic demand for majority of
the sections of the corridor is met with the passenger loading@6 passengers/m2.
However, in the sections where the planned capacity is less than the section load,
capacity can be met by carrying standees @ 8 passengers/ m2 or higher which have
been deliberatively planned for peak hour train operation for optimum utilization of
Rolling stock

8.4 TRAIN OPERATION PLAN

Train operation for the different horizon years for New Thane to New Thane(Ring
Corridor)via Dongripada & Thane Junction has been formulated such that there is
optimum utilization of the rolling stock and the empty running of trains is reduced.

• Year 2029
Train operation plan for the corridor in year 2029 is planned with 3 & 6 car rake
composition and 212 seconds headway during peak period. The planned peak hour
peak direction traffic (PHPDT) capacity is 17038@ 6 passengers/m2 of standee area

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(Capacity of 21686@ 8 passengers/m2 of standee area under dense loading

conditions). The demand and capacity for the year 2027 is shown in Figure 8.1
below.

FIGURE 8.1: PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2027)

25000 Traffic Demand Capacity Provided @ 6Pass/ m2
Capacity Provided @ 8Pass/ m2
20000

15000

10000

5000

PHPDT Demand and Capacity Provided (Year 2027)

New Thane to New Thane(Ring Corridor)

• Year 2035
Train operation plan for the corridor in year 2035 is planned with both 3 & 6 car rake
composition and 225 seconds headway during peak period. The planned peak hour
peak direction traffic (PHPDT) capacity is 21134@ 6 passengers/m 2 of standee area
(Capacity of 26887@ 8 passengers/m2 of standee area under dense loading
conditions). The demand and capacity for the year 2035 is shown in Figure 8.2
below.

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FIGURE 8.2:PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2035)

35000 Traffic Demand Capacity Provided @ 6Pass/ m2

30000

25000

20000

15000

10000

5000

PHPDT Demand and Capacity Provided (Year 2035)

New Thane to New Thane (Ring Corridor)

• Year 2045
Train operation plan for the corridor in year 2045 is planned with 3 & 6 car rake
composition and 200 seconds headway during peak period. The planned peak hour
peak direction traffic (PHPDT) capacity is 25902@ 6 passengers/m 2 of standee area
(Capacity of 32949@ 8 passengers/m2 of standee area under dense loading
conditions). The demand and capacity for the year 2045 is shown in Figure 8.3
below.

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FIGURE 8.3: PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2045)

35000 Traffic Demand Capacity Provided @ 6Pass/ m2

Capacity Provided @ 8Pass/ m2
30000

25000

20000

15000

10000

5000

PHPDT Demand and Capacity Provided (Year 2045)

New Thane to New Thane( Ring Corridor)

• Year 2051
Train operation plan for the corridor in year 2051 is planned with 6 car rake
composition and 200 seconds headway during peak period. The planned peak hour
peak direction traffic (PHPDT) capacity is 28332@6 passengers/m2 of standee area
(Capacity of 36036@ 8 passengers/m2 of standee area under dense loading
conditions).The demand and capacity for the year 2051 is shown in Figure 8.4 below.

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FIGURE 8.4:PHPDT DEMAND AND CAPACITY PROVIDED (YEAR 2051)

40000 Traffic Demand Capacity Provided @ 6Pass/ m2

35000 Capacity Provided @ 8Pass/ m2

30000

25000
20000

15000

10000
5000

PHPDT Demand and Capacity Provided (Year 2051)

New Thane to New Thane( Ring Corridor)
Train operation with 6 car rake composition at 200 seconds headway is envisaged for
New Thane to New Thane(Ring Corridor)via Dongripada & Thane Junction to meet
the design capacity of 28000 PHPDT in the Year 2050.

8.5 SYSTEM FREQUENCY

The services for Thane Metro rail shall be operational for 16 hours of a day (6:00 hrs
to 22:00 hrs). No services are proposed between 22:00 hrs. to 6:00 hrs. which are
reserved for maintenance of infrastructure and rolling stock.

The frequency of train operation during the peak hours is presented in Table 8.3. It is
expected that the traffic demand during other time of the day i.e. off peak hours will
be less. Thus, less number of trains/hr are planned for operation during lean hours.

The hourly distribution of daily train operation between New Thane to Thane
Junction for various horizon years is enclosed in Annexure 8.1.

8.6 ROLLING STOCK REQUIREMENT

Requirement of coaches for the corridor is calculated based on following

assumptions:

(i) Coach requirement has been calculated based on headway during peak
hours.

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(ii) Schedule speed is taken as 34 KMPH for the round trip.

(iii) Turn round time is taken as 3-6 min at terminal stations.

(iv) The calculated number of rakes in fraction is rounded off to next higher
number.

(v) Traffic reserve is taken as 5% to cater to failure of train on line and to make
up for operational time lost.

(vi) Repair and maintenance has been estimated as 10% of total requirement
(Bare+Traffic Reserve).

Based on above assumptions and train operation plan, the rake requirement for the
time horizon 2027~2051 are indicated below in Table 8.4.

TABLE 8.4: ROLLING STOCK REQUIREMENT

Time Cars/ Section Bare Maint Total Total
horizon Train Headway length Rakes Traffic
Spare rake coach
in Min spare@5%
Year km Req. @10% Req. Req.
2029 3&6 3.5 29.1 42.0 3 5 50.0 150.0
2035 3 &6 3.8 29.1 52.0 3 5 60.0 180.0
2045 3&6 3.0 29.1 64.0 3 6 73.0 219.0
2051 6 3.0 29.1 35.0 2 4 41.0 246.0

8.7 Vehicle Kilometre

Based on the above planning and assuming 340 days service in a year (after
considering maintenance period) Vehicle Kilometers have been estimated. Vehicle
Kilometers for the proposed train operation for years 2027, 2035, 2045 and 2051 is
given below in Tables 8.5.

TABLE 8.5:VEHICLE KILOMETER: NEW THANE TO THANE JUNCTION

Year 2029 2035 2045 2051
Section Length 29.101 29.101 29.101 29.101
No of cars per Train 3 6 3 6 3 6 6
No of working Days in a
year 340 340 340 340
Number of Trains per day
each Way 171 51 71 153 41 202 257
Daily Train –KM 4976.3 1484.15 2066.17 4452.5 1193.14 5878.4 7478.96
Annual Train - KM (105) 16.92 5.05 7.02 15.14 4.06 19.99 25.43
5
Annual Vehicle - KM (10 ) 50.76 30.28 21.07 90.83 12.17 119.92 152.57

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Annexure-8.1
HOURLY TRAIN OPERATION PLAN FOR NEW THANE TO NEW THANE( RING CORRIDOR)
Year 2029 (3 & 6 Car) Year 2035 (3 & 6 Car) Year 2045 (3 & 6 Car ) Year 2051 ( 6 Car )
Time Headway Headway Headway Headway
Trains/hr Trains/hr Trains/hr Trains/hr
of Day (min) (min) (min) (min)
3 6 3 6 3 6
6 Car
Car Car Car Car Car Car
6 to 7 6.0 8.0 2.0 6.0 3.0 7.0 6.0 3.0 7.0 5.0 12.0
7 to 8 5.0 10.0 2.0 4.6 4.0 9.0 4.3 3.0 11.0 3.8 16.0
8 to 9 3.8 12.0 4.0 3.8 5.0 11.0 3.3 3.0 15.0 3.3 18.0
9 to
10 3.8 12.0 4.0 3.8 5.0 11.0 3.3 3.0 15.0 3.3 18.0
10 to
11 4.0 11.0 4.0 4.0 5.0 10.0 3.5 2.0 15.0 3.3 18.0
11
to12 4.0 11.0 4.0 4.0 5.0 10.0 3.8 2.0 14.0 3.8 16.0
12 to
13 4.6 10.0 3.0 4.6 4.0 9.0 4.3 2.0 12.0 3.8 16.0
13 to
14 4.6 10.0 3.0 4.6 4.0 9.0 4.3 2.0 12.0 4.0 15.0
14 to
15 4.6 10.0 3.0 4.6 4.0 9.0 4.6 2.0 11.0 4.0 15.0
15 to 3.0
16 4.0 11.0 4.0 4.0 5.0 10.0 4.0 12.0 3.8 16.0
16 to
17 4.0 11.0 4.0 4.0 5.0 10.0 4.0 3.0 12.0 3.8 16.0
17 to
18 3.8 12.0 4.0 3.8 5.0 11.0 3.3 3.0 15.0 3.3 18.0
18 to
19 3.8 12.0 4.0 3.8 5.0 11.0 3.3 3.0 15.0 3.3 18.0
19 to
20 4.0 12.0 3.0 4.0 5.0 10.0 3.5 3.0 14.0 3.3 18.0
20 to 2.0
21 5.0 10.0 2.0 4.6 4.0 9.0 4.3 12.0 4.0 15.0
21 to
22 6.0 9.0 1.0 6.0 3.0 7.0 5.0 2.0 10.0 5.0 12.0
Total No. of Train-
Trips per day in
171 51 71 153 41 202 257
either direction

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 Chapter – 9
SIGNALING AND TELECOMMUNICATION
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 9: Signalling and Telecommunication System

9. SIGN ALLING &

T EL ECOMMUNI CA TION
9.1 SIGNALLING SYSTEM

9.1.1 Design Parameters

The signaling system shall provide the means of 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. The system will
have the following design parameters:

• Design Ridership:28000 PHPDT

• Standard Gauge: 1435 mm
• Average Speed: 34 KMPH
• Corridor Length: 29 Km
• Total Stations: 22
• Train Configuration: 3 & 6 Car Rake
• Required Headway: 257 seconds

9.1.2 Options for Signalling System

Depending on type of the Railway Network, Main Line or Metro Rail, Signaling &
Train Control can be achieved by adopting any of the following Signaling System /
Technologies available:

• Automatic Signaling
• ETCS Level – 1
• ETCS Level – 2
• Distance to Go (DTG)
• Communication Based Train Control (CBTC)

While system at S.No. (i) – (iii) have been developed / used for Main Line Railway
networks, system at S.No. (iv) – (v) are for Metro Railway Networks. Therefore, to
have a fair idea of the Signaling & Train Control system for metro railway, the
relative merits & limitations of Distance to Go (DTG) and Communication based
train control system (CBTC) are discussed as below:

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a) Distance to Go (DTG) Signaling System:

Distance to Go (DTG) signaling system is mainly used for MRTS system and adopted
by most of the recently commissioned MRTS system in India viz. DMRC (Delhi
Metro) Phase-I, Phase-II, Delhi Airport Metro Express Line, BMRCL Phase-I
(Bengaluru Metro), JMRCL (Jaipur Metro) & Chennai Metro.

It has advanced features of Continuous Automatic Train Control (CATC) consisting

of sub-system like Automatic Train Supervision (ATS), Automatic Train Protection
(ATP) and Automatic Train Operation (ATO). These sub-system are briefly
described below:

 Automatic Train Supervision (ATS)

Automatic Train Supervision (ATS) is used to provide overall control of trains
operation and remote control of the station. The main function of ATS is automatic
management of train’s movement by interfacing with ATP / CBI system for route
setting, train supervision and regulation. The system supervises train movements
continuously and optimizes train movements in case of abnormalities. ATS system
also logs each train movement and displays it on traffic controller work stations
and over view display panel at the OCC and also on workstations placed in the
Station Control Room (SCR) for Station Controller

 Automatic Train Protection (ATP)

Automatic Train Protection (ATP) system (both on-board and way-side) in
conjunction with Electronic interlocking , track profile and brake characteristics of
rolling stock is provided to ensure safe as also optimal train services on the section
. ATP system includes continuous transmission of various safety parameters
(authorized speed, movement authority etc.) from track to train through coded
audio frequency track circuit. This information received from way-side ATP system
by on-board ATC system provides Cab signaling i.e display of maximum safe speed,
current speed and target speed / distance. Facilities for automatic enforcement of
temporary / permanent speed restrictions are also built in to enhance safety
during maintenance work.

 Automatic Train Operation (ATO)

Automatic Train Operation (ATO) operates the trains automatically from station to
station within the safety envelope / parameters of ATP & also controls (opens /
closes) the train doors. Train Operator (TO) is only required to Close the train doors
and press a Start button when train is ready to depart. ATO in conjunction with
ATP & ATS, can control / regulate running & dwell time at stations in accordance
with headway / timetable regulation and also regulates the automatic
reversal/turn back of trains at terminal stations.

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 Pros and Cons of DTG (Distance to Go) Signaling System:

The Distance to Go (DTG) Signaling system provides safety level of CENELEC SIL-4
(Safety Integrity Level)and permits an operational headway of 150 seconds with
Continuous Automatic Train Control. DTG works on fixed block principle. It needs
Audio Frequency Track Circuits (AFTC) for train detection and track to train
communication. The reliability of the system depends on the reliability of AFTC.

With the advent of Communication Based Train Control (CBTC) at almost same
costs, metro transport authorities / organizations are now favoring adoption of
CBTC over DTG based Signaling System for all new projects. World over, for new
MRTS projects, while adoption of DTG based system is on a decline , adoption of
CBTC based system, because of their advanced features and low life cycle costs ,
are increasing steadily. In conclusion while DTG based System can be considered
technology of the past, CBTC based system can be considered technology for the
present & future.

Considering the high cost of Distance to Go (DTG) Signaling system and advent of
new technology viz. Communication Based Train Control (CBTC), which supports
advance features such as Unattended Train Operation, moving block etc. and is
available at almost same cost, Distance to Go (DTG) Signaling system is NOT
recommended for Thane MRTS.

b) Communication based Train Control (CBTC) Signaling System:

Communication based Train Control (CBTC) Signaling System is mainly used for
MRTS networks. It is the latest Signaling and Train Control Technology catering
bidirectional working and is being adopted by modern metros around the world. It
is also being adopted by all new MRTS Networks in India viz, DMRC Phase-III, Kochi
Phase-I, BMRCL Phase-II etc.

Communication based Train Control (CBTC) Signaling System also has ATP,
ATS,ATO/UTO functionality and works on the Moving or Virtual Block principle to
reduce headways and increase transport capacity. CBTC relies on continuous two-
way digital communication between each controlled train and a wayside control
centre. On a moving block equipped railway, the line is usually divided into areas
or regions, each area under the control of a computer and each with its own radio
transmission system. Each train transmits its identity, location, direction and speed
to the area computer which makes the necessary calculations for safe train
separation (moving authority) and transmits this to the following train.

The radio link between each train and the area computer is continuous so the
computer knows location of all the trains in its area all the time. It transmits to
each train the location of the train in front and gives it a braking curve to enable it

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to stop before it reaches that train. In effect, it can be termed as a dynamic

Distance-to-Go system. Axle counters shall be used as secondary train detection
system as a fall back system.

As the CBTC based system has very few way side equipment and supports UTO,
total life cycle cost of the system shall be substantially lower than other Signaling
System due to low Maintenance & Operation (man power) costs.

 Pros and Cons of CBTC Signaling System

The Communication based Train Control (CBTC) Signaling system provides
adequate safety level of CENELEC SIL-4 (Safety Integrity Level) and permits an
operational headway of 90 seconds with continuous automatic train control. The
CBTC Technology is proven now in many Metros around the World and is also
suitable for UTO (Unattended Train Operation) / DTO (Driverless Train Operation).

After reviewing all available Signaling & Train Control Signaling Technologies,
Communication based Train Control (CBTC) system, which is the latest technology
available, is recommended for Thane MRTS.

9.1.3 Interlocking System: Computer Based Interlocking (CBI)

Station with Points and Crossings called “Main” or “CBI” stations, will have
Interlocking equipment for achieving Computer Based Interlocking (CBI) for
operation of points and crossings and setting of routes. Fixed Signals will be
provided at Entry & Exit to Interlocking stations.

 Train Depot: Signalling

All depot lines except the ones used for shunting in workshop shall be interlocked.
A workstation each shall be provided in the Depot Control Centre for electrical
operation of the points, signals and routes of the depot yard.

 Signalling at Stations with Points and Crossings

LED type signals for increased reliability and less maintenance efforts shall be
provided for Line side signals to protect the points (switches).

9.1.4 Operation Control Centre (OCC)

The OCC shall monitor and control all train operations. During abnormal working,
train operation shall fall-back to the fall-back control facilities at interlocked
Stations which shall provide the minimum facilities for smooth operations.

OCC operations shall facilitate the safe, secure and reliable operation of planned
passenger services and management of unplanned events. The OCC shall be the
primary control centre having a backup control centre (BCC) to take over the
operation if the OCC is to be evacuated due to unforeseen situation.

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The key functions of the OCC shall be, but not limited to, as under:

(i) Automatic Train Control (ATC);

(ii) Equipment Control and Monitoring System

(iii) Communication system management

(iv) Operation management functions

(v) Maintenance management functions

9.1.5 Maintenance Philosophy

For efficient operation and functioning of a metro signaling and telecom system, a
robust maintenance organization and practices are necessary. Failure in signaling
and telecom equipments have to be addressed in preventive and corrective
manner. Otherwise, disruptions in Operations and passenger dissatisfaction may
arise. The operations and maintenance practices have to be adequately planned
with proper defect liability support, spares planning, trained manpower, annual
maintenance contract of specific subsystem specifically wherever necessary etc.
The spares and maintenance personnel also have to be suitably located all along
the metro system to address the failures and remedy the same within a reasonable
time.

9.1.6 Standards
Table 9.1 shows the standards that will be adopted.

TABLE 9.1: STANDARDS TO BE ADOPTED FOR SIGNALLING SYSTEM

Description Standards
CBTC System IEEE 1474
Grade of GoA 2
Automation
Interlocking Computer Based Interlocking (CBI) adopted for station having
switches and crossing shall be Hot Standby system with object
controller conforming to SIL4 level of CENELEC standards EN
50126, EN 50128 and EN 50129.
Operation of Points With Direct current 110V D.C. point machines or 380 volts 3
phase, 50 Hz. AC point machines.
Signals at Stations Line Side signals to protect the points (switches). LED type
with point & signals for increased reliability and less maintenance efforts.
crossings
Train Protection Automatic train protection system conforming to SIL4 level of
System(ATP) CENELEC standards EN 50126, EN 50128 and EN 50129.

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Description Standards
ATS Automatic Train Supervision System, movement of all trains to
be logged on to a central computer and displayed on
workstations in operation control centre (OCC) and at SCR.
Remote control of stations from the OCC as well as local
control from the interlocked stations. ATS/ATO will conform to
SIL2 level of CENELEC standards EN 50126, EN 50128 and EN
50129.
Immunity to External All data transmission on Optical Fiber Cables/Radio. All
Interference. signaling cables will be separated from power cables. CENELEC
standards EN50121-2&4 and EN50082-2 and EN 50081-2 as
applicable for EMI/EMC.
Fail Safe Principles SIL4 safety levels as per CENELEC standard for signal
application.
Fall back system Digital Axle Counter
Other Items Suitable International Standards like CENELEC etc. shall be
followed as per good industry practices.
Maintenance Philosophy of continuous monitoring of system status and
philosophy preventive &corrective maintenance of signaling equipment
shall be followed. Card / module / sub-system level
replacement shall be done in the field and repairs under taken
in the central laboratory/manufacturer’s premises.

9.2 TELECOMMUNICATION SYSTEM

9.2.1 Introduction
The telecommunication system acts as communication backbone for Signaling and
other system and provides telecommunication services to meet operational and
administrative requirements of metro network.

9.2.2 Telecommunication System used in other Metros

The telecommunications system used in different Metros are as given Table 9.2.

TABLE 9.2: TELECOMMUNICATION SYSTEM USED IN DIFFERENT METROS

DMRC Line Digital Transmission System (DTS)
1 Optical Fiber Cable
Main Telecommunications Bearer: SDH - STM 4 155Mbps
Phase- network
I Telephone System : EPABX
Mobile Radio Communications: Digital Trunk Radio System
(TETRA)
Public Address (PA) System

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Centralized Clock System: Digital & Analog Clocks and Time

Synchronization System
Passenger Information Display System: LED based
Network Management & Station Management System
CCTV Cameras were provided later on for Security purposes
DMRC Line 2 Same as above with
Line 3 Closed Circuit Television: fixed and PTZ Camera and PIDS
Phase LED and LCD based.
II
BMRCL Phase Digital Transmission System (DTS)
I - Optical Fiber Cable
- Main Telecommunications Bearer: SDH - STM 4 155Mbps
network
Telephone System : EPABX
Mobile Radio Communications: Digital Trunk Radio (TETRA)
Public Address System
Centralized Clock System: Digital and Analog Clock System
Passenger Information Display System: LED & LCD based.
Network Management & Station
Closed Circuit Television System : Fixed and PTZ Camera
with monitors
Hyderabad Phase Digital Transmission System (DTS)
Metro I - Optical Fiber Cable
- IP based system with Layer 2 , Layer 3 and Access switches
with OF interfaces
Telephone System: EPABX
Mobile Radio Communications: Digital Trunk Radio (TETRA)
Public Address System
Centralized Clock System: Digital and Analog Clock System
Passenger Information Display System: LED & LCD based.
Central Fault Reporting system
(CFRS)
Closed Circuit Television: fixed and PTZ Camera
JMRC Phase Digital Transmission System (DTS)
I - Optical Fiber Cable
- Main Telecommunications Bearer: SDH - STM 4 155Mbps
network
Telephone System : EPABX
Mobile Radio Communications: Digital Trunk Radio (TETRA)
Public Address System
Centralized Clock System: Digital and Analog Clock System

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Passenger Information Display System: LED & LCD based.

Network Management System
Closed Circuit Television: fixed and PTZ Camera
CMRL Ph1 Digital Transmission System (DTS)
Optical Fiber Cable
Main Telecommunications Bearer: SDH - STM 16
Telephone System: Hybrid PBX
Mobile Radio Communications: Digital Trunk Radio System
(TETRA)
Public Address/Voice Alarm (PA/VA) System
Centralized Clock System: Digital & Analog Clocks and Time
Synchronization System
Passenger Information Display System: LCD based
Network Management & Station Management System
CCTV
SCADA

9.2.3 Proposed Telecommunication System and Transmission Media

The state of the art latest technology being used in different metros worldwide, is
proposed to be used for the Thane MRTS.

Digital Transmission System (DTS)

 Optical Fiber Cable – Main Telecommunication bearer
IP, GE (Giga Ethernet) based system is proposed for the entire telecom network.
OFC backbone network shall be formed by laying two outdoor single mode optical
fiber cables (to be laid on either side of tracks). The normal and protected routes
shall be arranged in two different cables for path diversity. Considering the channel
requirement and keeping in view the future expansion requirements a minimum
144 Fiber, optical fiber cable is proposed to be laid in ring configuration with path
diversity. Additional OFC can be considered to be provided if there is a demand for
leasing Fiber from Telcos / Industries, providing a source of revenue generation.

The IP network shall consist of highly reliable and fault tolerant Layer-2, Layer-3
and Access switches configured with due redundancy both at Back bone and
Access levels for the MAN/LAN. The switches shall have IP interface cards of 10
GBPS for backbone, 1 GBPS for interface with all telecommunication and non-
telecommunication sub-system and 2 MBPS and higher levels for access level. All
interfaces with other sub system shall be IP based with minimum 2 MBPS capacity.

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 Telephone Exchange
A cost effective solution of an IP PBX having at least 50 IP extensions will be
provided at each station and 500 IP extensions PBX will be provided at the central,
intermediate location on corridor and depot. The Exchanges will serve the
subscribers at all the stations, OCC and depot. It shall also caters 02 emergency
telephones on each platform for the use of passengers to contact SCR/OCC in case
of emergency. Capacity of Exchanges can be suitably augmented, if required ,
depending on available subscribers. The exchanges will be interconnected at
multiple IP interfaces (2 MBPS) through redundant optical fiber cable paths.

 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
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 as shown in Figure 9.1

The frequency band for operation of the system i.e 410-430 or 380-400 MHz may
be taken as per availability. The system shall provide 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 network through the central
control, besides intimating the approaching trains about any emergency like
accident, fire, line blocked etc., thus improving safety performance.

FIGURE 9.1: TRAIN CAB RADIO AND COMM. FACILITY FOR MAINTENANCE

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

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conveniently selected after detailed survey. In addition to the TETRA Radio

Coverage for the internal use of the Metro, the city is also having Mobile Coverage
from Private Operators.

 Public Address System

The public Address System shall be capable of digitized voice announcements and
long range PA functionality suitable for evacuation situations in emergency. The
public address is to for stations will generally operate in automatic mode providing
information for the time and destination of the next schedule train, special
upcoming event, safety and security announcement at pre determined intervals
and general information to enhance the travel experience for all users but more
specially the visually impaired.

 Centralized Clock System

The Clock System shall provide synchronized time for the whole Rail system. The
time source shall be obtained from the Cesium Master Clock and Global Positioning
System (GPS). The synchronized time information shall be displayed on slave clock
units and provided to all other sub system including Rolling Stock & signaling via
the Digital Transmission System and Track-Train Communication system as shown
in Figure 9.2.

FIGURE 9.2: MASTER CLOCK

 Passenger Information Display System

At all stations, suitable Electronic Passenger Information Display Boards preferably
LCD/LED (Flat Panel) will be provided as shown in Figure 9.3. The PIDS shall be train
actuated (controlled by signaling system) along with facility for manual inputs from
the local station as well as the central location (OCC).

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FIGURE 9.3: PASSENGER INFORMATION DISPLAY SYSTEM

Passenger Information display boards will be provided at convenient locations at

all stations to provide trilingual i.e Marathi, Hindi & English visual indication of the
status of the running trains and will typically indicate information such as
destination, platform numbers, arrival/departure time, and also special messages
in emergencies. The boards will be provided at all platforms and concourses of
terminal & junction stations as shown in Figure 9.4.

FIGURE 9.4: PIDS AT PLATFORM AND CONCOURSE

It is envisaged that 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.

 Close Circuit Television

CCTV system should ensure real time full coverage, high quality surveillance of all
public and selected areas such as tunnel cross passages, ancillary buildings, on
board conditions for secure passenger management, crowed control and other

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emergency situations. Event reloading shall be possible for post video analysis.
CCTV cameras shall also be provided in Operational rooms like OCC, SCR etc. A
proper IP based recording and storing facility to record and store events for
minimum of one month shall be ensured.

 Central Voice Recording System (CVRS)

A centralized digital voice recording system will be provided at OCC to record all
Two-way Telephone conversation, PA calls from station and OCC, Two Way Radio
Conversation of all controllers , TOs , SCRs and other users in OCC and Depot. In
addition all conversation of the Radio System including private calls of all
subscribers including Controllers, TOs shall also be recorded. Arrangement of free
space audio recording in OCC, SCRs and Driver Cab shall also be made available.

 Central Fault Reporting System (CFRS)

For efficient and cost effective maintenance of the entire communication network,
it is proposed to provide a CFRS / SCADA system which will help in reporting and
diagnosing the 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.

 Access Control and Intrusion Detection System (ACIDS)

An Access Control and Intrusion Detection System (ACIDS) shall be provided for
access management, alarm management and intrusion detection. The system shall
include but not limited to the detection sensors/equipments, control switch, card
readers, interface controllers, local and central ACS servers, display HMI, alarm
printers, etc.

In addition to Access Control System there shall be a provision of attendance

system using bio-metric (thumb or facial) access point reader at all stations, depot,
OCC/BCC and RSS.

 Office Automation & Information Technology Network (OA&IT)

The Office Automation (OA) and Information Technology (IT) network shall provide
the network infrastructure for the operators and other
administration/maintenance staff to handle office administrative works at all the
stations, depots, OCC/BCC and RSS. All the administrative works shall be carried
out on this network. This network shall be distinct from the communication
network provided for the train operations.

 Uninterrupted Power Supply

The uninterrupted power supply (UPS) of 60 KVA, 415 V ± 1%, 3 phase with Battery
bank of 800AH capacity at each interlock station and 30 KVA with Battery bank of
300AH capacity at each non-interlock station will be provided for 2 hour back up.

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The standards that will be adopted with regard to the Telecommunication system
is shown in Table 9.3. These will conform to appropriate IRS/International
standards.

TABLE 9.3: STANDARDS TO BE ADOPTED FOR TELECOMMUNICATIONS SYSTEM

Description Standards
Transmission IP, GE (Giga Ethernet) based system for the entire telecom network.
System OFC backbone network shall be formed by laying two outdoor single
mode optical fiber cables (to be laid on either side of tracks). The
normal and protected routes shall arranged in two different cables
for path diversity.
Optical Fiber cable OFC for underground environment shall be steel armoured and
manufactured from Fire Retardant/resistance, Low Smoke and zero
halogen materials. For elevated portion of corridor, it shall be steel
armored and conforming to IRS specifications.
Public Address Passenger Announcement System shall be interfaced with signaling
System system for online update of train information.
IEC 60268 as applicable or any equivalent international/National
standard.
Fire resistant Low Smoke Zero Halogen cable shall be used to
maintain the circuit integrity in case of fire.
Telephone Exchange IP based Electronic Exchange (IP PBX)
Passenger Display It shall be interfaced with signaling system for online update of train
Information System information.
IEC as applicable or any equivalent international/National standard.
Synchronized Clock GPS based, master – slave system IEC 61588 or equivalent standard
system
CCTV/ Camera CCTV network shall be as per IEEE standards.
Redundancy (Major Redundancy on Radio base station equipment including server level
System) for all communication sub-system.
Environmental All equipment rooms to be air-conditioned.
Conditions
Maintenance System to have, as far as possible, automatic switching facility to
Philosophy alternate routes/circuits in the event of failure. Philosophy of
preventive checks of maintenance to be followed. System networked
with NMS for diagnosing faults and coordination. Card/module level
replacement will be done in the field and repairs undertaken in the
central laboratory/manufacture's premises.

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9.3 PLATFORM SCREEN DOORS

Platform Screen Doors (PSD) are mainly provided at the metro stations to ensure
safety and comfort of passengers. The principle advantages of Platform Screen
Doors are:
i) It prevents accidental falls off the platform onto the lower track
area, suicide attempts and homicides by pushing.
ii) It prevents or reduce wind felt by the passengers caused by the piston
effect which could in some circumstances make people fall over.
iii) It reduces the risk of accidents, especially from service trains passing through
the station at high speeds.
iv) It improves climate control within the station especially underground stations
(heating, ventilation, and air conditioning are more effective when the station
is physically isolated from the tunnel).
v) It improves security - access to the tracks and tunnels is restricted.
vi) It lowers operating costs- eliminate the need
for motormen or conductors when used in conjunction with Unattended Train
Operation (UTO).
vii) It prevents litter build up on the track, which can be a fire risk.
viii) It improves the sound quality of platform announcements, as background
noise from the tunnels and trains that are entering or exiting is reduced.

There are some disadvantages of Platform Screen Doors, which are indicated
below:
i) Primary disadvantage is their cost; installing a system typically costs approx.
INR 3Crores per platform.
ii) When used to retrofit older systems, they limit the kind of rolling stock that
may be used on a line, as train doors must have exactly the same spacing as
the platform doors;
iii) Maintenance facilities in the depot are required to be augmented for
maintenance of platform screen doors also.

Since the advantages far outweigh the disadvantages, Platform Screen Doors
(PSD) are proposed to be provided at all the stations of Thane Metro to ensure
safety & comfort of commuters. The broad outline/details of Platform Screen
Doors (PSD) is described hereunder:

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9.3.1 System Configuration

The PSD’s comprise Platform Screen Doors (PSD), Manual Secondary Doors (MSD),
Emergency Escape Doors (EED) and Fixed Screens (FS) to form a glazed barrier
along the edge of the platform for the passenger area. The configuration and
location of the EED’s and FS will be such that the PSD’s will correspond to the
location of the train doors when the train has berthed in the Correct Stopping
Position (CSP) at the platform.

(i) Platform Screen Door (PSD)

These powered glass doors are located along the platform at the platform edge
throughout the passenger area and door locations are corresponding to the train
car passenger door locations. Opening/closing of the PSD will be after receipt of
the doors open/doors close command signals from the Signaling Link. Signaling link
enables automatic operation of PSD only when the train stops within ±300 mm
limits. The platform screen door is shown in Figure 9.5.

FIGURE 9.5: PLATFORM SCREEN DOOR

(ii) Manual Secondary Door (MSD)

These are manual glass doors located at one end of platform providing access from
the platform onto the trackside. In case of emergency evacuation from
tunnel/trackside the MSD can be opened from the trackside by using a push bar.
The door will be designed to swing open and be held at an open position of 90o.
The door will be self closing to the closed and locked position safely upon the
opening position less than 90o, without need for staff intervention. Operation of
the MSD is the same as for the EED. The manual screen door is shown in Figure 9.6.

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FIGURE 9.6: MANUAL SCREEN DOOR

(iii) Emergency Escape Door (EED)

EEDs are located around PSDs of leading and trailing passenger cars. If the train
does not stop at the correct position and opened train doors are not in front of PSD
doors, the train passengers can go to the platform after opening the EED by
pressing the emergency push bar located on the track side of the EED. Operation of
the EED is the same as for the MSD. The arrangement is shown in Figure 9.7.

FIGURE 9.7: EMERGENCY ESCAPE DOORS & FIXED SCREENS/PANELS

(iv) Fixed Screens/Panels (FP)

Platform length sections not provided with any of PSD/EED/MSD i.e. fixed panels
are provided with fixed glass screens called "Fixed Panel" (FP). Apart from acting as
a safety feature for the passengers from falling off on the tracks, PSDs also help in
reducing the power consumption for the station HVAC and reduce the track-side
noise on the platform.

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Options & Recommendations

There are mainly two options for providing Platform Screen Doors viz Full height
PSD or Half height PSD. The advantages & limitations of PSD have been brought out
above. The half height and full height PSD are shown in Figure 9.8 and Figure 9.9
respectively. To ensure the safety of the passengers, Half Height Platform Screen
Doors is proposed to be provided at all the elevated stations and Full Height
Platform Screen Doors at all the U/G stations of Thane Metro to reduce the energy
consumption at underground stations.
FIGURE 9.8: HALF HEIGHT PSD

FIGURE 9.9: FULL HEIGHT PSD

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 Chapter – 10
FARE COLLECTION SYSTEM
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 10: Fare Collection System

10. FARE COLLECTION SYSTEM

10.1. TICKETING & ACCESS CONTROL

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, easy on
accounting facilities, capable of issuing single/multiple journey tickets, amenable for
quick fare changes and require overall lesser manpower. Automatic fare collection
system meets these requirements. Fare collection technology development is as
shown in Figure 10.1.

FIGURE 10.1:FARE COLLECTION TECHNOLOGY DEVELOPMENT

Keeping in view of Metro Railways Automatic Fare Collection System, it is proposed

to provide computer based automatic fare collection system with EMV based NCMC
card, QR, RFID Paper Ticket & NFC for the Thane MRTS.

The equipments for the same may be provided at each station viz. Automatic Fare
Gates, Ticket Office Machines, Ticket Readers, Hand held device, Central and Station
Computers, Passenger Operated Machines/Ticket Vending Machines (POMs/TVMs)
and UPS.

The AFC System Central Computer (CC) has a capacity to cater for upto 256 stations.
The AFC system shall also have functionality of interface to CCHS (Central Clearing
House System) which is capable of handling upto 32 operators and 10 million
transactions with provision of integration with other transit (metro, bus etc) and
non-transit (parking, toll etc) which may be planned in future in line with the state /
national policy.

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10.2. EMV BASED OPEN LOOP AUTOMATIC FARE COLLECTION SYSTEM

An EMV (Europay, Maser and Visa) a global standard is a credit or debit card with an
embedded microchip designed to enable secure payment at compatible point of sale
(POS) terminals. EMV cards can also support contactless payment through near-field
communication (NFC) wireless connectivity. Transit Operator hires one or multiple
financial institutions to issue a prepaid EMV enabled travel card to its
commuters.The EMV based smart cards can be accepted within network of transit
operator’s terminals.

The transit operators fare acceptance terminals would need EMV enabled card
readers. The same card can be used on network of other payment methods at any
merchant outlet. Model is convenient for a commuter as Transit Card and acts as an
eWallet that can be used for all payment needs as single media. The EMV model also
aids commuters to gain loyalty points for usage of cards on transit or non-transit
network. The EMV based system is showm in Figure 10.2

FIGURE 10.2:EMV BASED PAYMENT SYSTEM

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10.3. INTRODUCTION TO NATIONAL COMMON MOBILITY CARD

Common Mobility Card (CMC) Smart Card will provide Common Fare Collection
System across different operators (both Government and Private) and different
modes of public transport and also enables account based retail applications.
Accordingly, this card does away with the need of carrying separate cards for
banking and transit requirements. Tipped as a nationwide interoperable transport
card, the card aims to be a single point of transaction, applicable in state buses,
Metro and even parking. The whole system overview is presented in Figure 10.3.

FIGURE 10.3:COMMON MOBILITY CARD IMPLEMENTATION

10.4. AFC EQUIPMENT STANDARDS

The standard equipment proposed for AFC system are given in the Table 10.1.

Table 10.1: Standards proposed for AFC System

Equipment Description

Fare media Fare Media shall be EMV based NCMC card, QR, RFID paper tickets
and NFC.

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Gates Computer controlled automatic gates at entry and exit. There will
be following types of gates:
Entry
Exit
Reversible – can be set to entry or exit
Differently abled – Wide reversible gate for differently abled people.
Station computer, All the fare collection equipments will be connected in a local area
Central computer network with a station server controlling the activities of all the
and AFC Net work machines. These station servers will be linked to the central
computer situated in the operational control centre 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 Ticket office machine may be installed in the stations for
machine (TOM/EFO) issuing EMV CSC, QR based paper tickets, recharge to EMV CSC and
validation.
Ticket reader Ticket readers are standalone devices for checking the fare media
details.

Hand held device Hand held devices are electronic ticketing machines and shall be
deployed for checking, validating and issuing the fare media to the
commuters.
Ticket Vending Ticket Vending Machines (TVMs) shall be a kiosk where a
Machine (TVM) commuter can purchase QR based paper tickets and Add
value/products to EMV CSC. These are located in the unpaid area of
the stations.
Mobile Application The AFC Provider shall be responsible for developing a mobile
feature application that shall be integrated with AFC system for the purpose
of ticketing. Mobile Application that shall be developed by AFC
Provider on to offer mobile ticketing services. As part of mobile
platform, it should offer various value added services to its
commuters like e- Commerce tie-ups, taxi sharing etc.
UPS (uninterrupted
power at stations as Common UPS of S&T system will be utilized.
well as for OCC).

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 Chapter – 11
ROLLING STOCK
 Detailed Project Report for Thane Metro
Final DPR Chapter 11: Rolling Stock

11. R O L L I N G S T O C K
11.1 SELECTION OF TECHNOLOGY

The transport demand forecast for the corridor is the governing factor for the choice
of physical parameters of the Rolling Stock viz. capacity, dimensions etc. Keeping in
view, the traffic demand of the city, 2.9m wide coaches have been selected for
adoption in Thane Metro corridor. State of the art proven technology has been
proposed for rolling stock of Thane Metro corridor.

Following important criteria is proposed for selection of rolling stock:

• Passenger comfort & safety
• Proven equipment with high reliability
• Energy efficiency
• Light weight equipment and coach body
• High rate of acceleration and deceleration
• Optimized scheduled speed
• Flexibility to meet increase in traffic demand
• Aesthetically pleasing Interior and Exterior
• Low Life cycle cost

The low life cycle cost is achieved by the way of reduced scheduled and unscheduled
maintenance and high reliability of the sub-systems.

11.1.1 The selection of following technologies is proposed to ensure low life cycle cost.

(i) 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
standard practice to adopt stainless steel
or aluminum car bodies.

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(ii) Bogies
Bolster less light weight 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 4,20,000 km. The use of air spring at secondary stage may be considered
with a view to keep the floor level of the cars constant irrespective of passenger
loading unlike those with coil spring. A smooth curving performance with better ride
index will be ensured by provision of above type of bogies.

(iii) Braking System

The brake system shall consist of –

• An electro-pneumatic (EP) service friction brake

• A fail safe, pneumatic friction emergency brake
• A spring applied air-release parking brake
• An electric regenerative service brake
• 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.

(iv) 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 traction motors required intensive maintenance because of commutators and
electro-mechanical contactors, resistors etc.

The brush less 3 phase induction motors have now replaced the D.C. series motors in
traction applications. The induction motor, for the same power output, is smaller in
size and lighter in weight and ideally suited for rail based Mass Rapid Transit
applications. 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 Thane Mass Rapid Transit System, three phase AC traction drive with VVVF
control is recommended for adoption.

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(v) Interior and gang ways

The 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 equipment 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.

(vi) Passenger Doors

For swift evacuation of the passenger in
short dwell period, four doors of adequate
width, on each side of the coach may be
considered. These doors shall be of such
dimensions and location that all the
passengers inside the train are able to
evacuate within least possible time without
conflicting movement. Automatic door
closing mechanism is envisaged from
consideration of passenger safety.

(vii) Air conditioning

With passenger loading of 6 persons/ m2 for standee area and doors being closed
from consideration of safety and with windows being sealed type to avoid
transmission of noise, the air conditioning of coaches is considered essential. Each
coach shall be provided with two air conditioning units capable of automatically
controlling interior temperature throughout the passenger area at all times under
varying ambient condition up to full load. For emergency situations such as power
failure or both AC failures etc ventilation provision supplied from battery may be
made.

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(viii) Cab Layout

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

11.1.2 Broad Features of Rolling Stock

a) Rolling Stock proposed for the Thane MRTS corridor will be similar to Delhi
Metro. The specifications of the rolling stock and its procurement may be
decided on the basis of the project implementation mechanism. The broad
features of Rolling Stock which may be followed are indicated in Table 11.1.

TABLE 11.1: BROAD FEATURES OF ROLLING STOCK

S. No. Parameter Corridor

3 Car basic unit 2 DMC 1 TC
6 Car basic unit 2 DMC,2 MC and 2 TC
1 Basic Unit
Every coach should be fully interchangeable
with any other coach of same type.
Train Composition 3 Car : DMC+TC+DMC
2
6 Car: DMC+TC+MC+MC+TC+DMC
3 Coach construction Light weight stainless steel/ Aluminum body
4 Axle load ≤16 T
5 Braking System Regenerative Braking
6 Propulsion system 3 phase drive system with VVVF control
Type of traction
7 25KV AC OHE System
supply

b) Coach Dimensions
The following broad parameters for coach dimensions are proposed to be chosen for
Thane MRTS corridor as mentioned in Table 11.2.

TABLE 11.2: COACH DIMENSIONS

Type of coach Length* Width Height

Driving Motor Car (DMC) 21.64 m 2.9 m 3.9 m
Trailer car (TC)/
21.34 m 2.9 m 3.9 m
Motor Car(MC)
*Maximum length of coach over couplers/buffers = 22.6 m

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c) 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, 6
persons in crush state of peak hour and 8 persons in dense crush state of peak hour.

The train composition is proposed as 3-Car & 6 - Car Train.The carrying capacity of
Metro Rail Vehicle is indicated in Table 11.3.

TABLE 11.3: CARRYING CAPACITY OF METRO RAIL

Driving Motor
Trailer Car (TC)/
Car 3 Car Train 6 Car Train
Motor Car (MC)
Description (DMC)
Dense Dense Dense Dense
NormalCrush NormalCrush NormalCrush Normal Crush
Crush Crush Crush Crush
Seated 43 43 43 50 50 50 136 136 136 286 286 286
Standing 102 204 272 110 220 293 314 628 837 644 1288 1716
Total 145 247 315 160 270 343 450 764 973 930 1574 2002
Normal - 3 Per/ Sqm of standee area, Crush- 6 Per/ Sqm of standee area, Dense Crush – 8
Per/ Sqm of standee area.

d) Weight
The weights of motor cars and trailers are estimated in Table 11.4, considering the
average passenger weight as 65 kg.

TABLE 11.4: WEIGHT OF MASS RAIL VEHICLES (TONS)

Description DMC TC/MC 3 Car 6 Car

Tare Weight (Max.) 40 40 120 240
Passenger
(Normal @ 3p/ m2) 9.425 10.4 29.25 60.45
(Crush @ 6p/ m2) 16.055 17.55 49.66 102.31
(Dense Crush @ 8p/ m2) 20.475 22.295 63.25 130.13
Gross
(Normal @ 3p/ m2) 49.425 50.4 149.25 300.45
(Crush @ 6p/ m2) 56.055 57.55 169.66 342.31
(Dense Crush @ 8p/ m2) 60.475 62.295 183.25 370.13

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Description DMC TC/MC 3 Car 6 Car

Axle Load @ 6p/ m2 14.01 14.39 42.42 85.58
Axle Load @ 8p/ m2 15.12 15.57 45.81 92.53

The axle load @6 persons/ m2 of standees works out in the range of 14.01T to 14.39T
per coach. Heavy rush of passengers with loading @8 standees per sq. meter can be
experienced occasionally during peak hours. It is recommended to design the
coaches 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 16 T axle load.

e) Performance Parameters
To achieve the desired schedule speed and running time between stations, the
following values of acceleration and deceleration are recommended in consideration
of riding comfort, adhesion and requirement of makeup time.

• Max. operating speed :90 KMPH

• Max. Acceleration :1.0 m/s2
• Max. Deceleration :1.1 m/s2 (Normal brake)
• More than 1.3 m/s2(Emergency brake)
The velocity time operation curve is shown in Figure 11.1.

FIGURE 11.1: SIMPLIFIED VELOCITY – TIME OPERATION CURVE

Traction in constant speed Decelerating

Accelerating

Velocity 

-1.1m/s2
2
1.0m/s

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11.2 ROLLING STOCK REQUIREMENT

Rolling Stock requirement for different horizon years has been calculated based on
the train operation plan. The calculation for the rake requirement of the corridor for
different horizon years has been given in Train Operation Plan. The coach
requirement for the corridor of Thane Metro is given in Table 11.5:

TABLE 11.5: COACH REQUIREMENT FOR THANE METRO CORRIDOR

Corridor 2029 2035 2045 2051

New Thane to New Thane (Ring Corridor) 150 180 219 246

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 Chapter – 12
POWER SUPPLY SYSTEM
 Detailed Project Report for Thane Metro Rail
Final DPR Chapter 12: Power Supply System

12. P O W E R S U P P L Y S Y S T E M
12.1 CHOICE OF ELECTRIC TRACTION SYSTEM

Traditionally, electric traction has been used to meet the requirement of high
acceleration, pollution free services and to achieve the optimum performance in
urban, Sub-urban and main line rail transport system. Selection of an appropriate
technology for traction system may be based on following factors:

• Cost of the technology

• Previous experience & proven-ness
• Maintenance requirements
• Energy Efficiency
• Aesthetics, Economic viability & Sustainability

The Cost of traction power system depends upon the following factors:

• Maximum power demand of load

• Level of redundancy & reliability
• Land Cost particularly for Traction Sub-station and Sectioning Posts
• Availability of technology and equipment at Competitive price

There are three standard and proven systems of electric traction for use in
suburban and metro lines:

• 25 KV AC system
• 1500 V DC Third Rail/ Overhead Catenary System
• 750 V DC Third Rail System

The merits and demerits of these systems are discussed below:

12.1.1 25 KV AC System
25 KV AC traction system has been adopted
by Delhi, Jaipur, Chennai and Hyderabad
metro rail corporations as well as Indian
Railways. The system has the potential to
carry large traffic (60,000-100,000) PHPDT
and possibility of linking to mainline
railways, if required.

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In comparison to DC systems, the regeneration capacity for 25 KV AC system is

more and the line losses are less. In case of 25KV AC traction, 100% recovery of
regenerated energy is possible compared to 60% in case of 750 V DC if no special
measures are taken to recover the regenerated energy. Energy saving on account
of regenerative breaking is about 25-35% of traction energy in case of 25kV ac
traction as compared to about 20% in case of 750V dc traction.

Suitable measures are required for mitigation of electro-magnetic interference

(EMI) caused by single-phase 25kV AC traction currents. 25kV AC train will require
the heavy transformers to be carried in the motor coach which will increase the
weight and hence there will be an increase in the energy consumption.

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 costs. Overall cost of land and equipment’s for
25kV ac traction system is significantly lower compared to that for 1500V dc or
750V dc traction system. In addition, it is widely used traction system on Indian
Railways with availability of proven indigenous technology for all the components
of 25 kV ac systems.

12.1.2 1500 V DC Third Rail/ Overhead Catenary System

1500V DC Third Rail/ Overhead Catenary System have been adopted by few metros
to overcome the limitation imposed by 750V DC system for catering to traffic of
60,000-80,000 PHPDT.

The 1500V DC third rail system has been adopted in Chinese Metros by Guangzhou
Metro and Shenzhen Metro during last decade from aesthetics and reliability
considerations. It can meet higher traffic needs with 5.4m tunnel diameter. There
is not much experience over use of 1500V DC third rail system and also it has major
constraints on requirement of power block for any kind of attention to track,
signaling, other equipment and side evacuation.

The 1500V DC Overhead Catenary System requires use of catenary masts on

elevated viaducts thereby affecting aesthetics of the city. Overhead catenary may
be prone to lightning and thunderstorm. In addition, suitable measures are
required to manage the stray currents which may cause corrosion of metallic
structures. Mumbai suburban section of Western Railway and Central Railway
which was provided with 1500 V DC catenary, has been converted to 25 kV AC
system due to limitation of this system to handle increase in the traffic demand.

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12.1.3 750 V DC Third Rail System

750 V DC third rail system which has been
extensively used in metros and more than
60% of existing metro systems in the
world utilize 600-750V DC third rail
system. However, the traffic handling
capacity of this system is limited to 60,000
PHPDT.

In India Kolkata, Kochi and Bangalore Metro have 750V DC traction system
introduced in 1984 and 2011 respectively. Kolkata Metro was built with the
primitive technologies i.e. use of Steel third rail with top contact, non-air
conditioned rakes with tunnel air conditioning and non-regeneration. Bangalore
Metro is using the advanced technology with Al composite third rail, air
conditioned coaches and VVVF control of traction motor with regenerative braking.

750 V DC third rail system offers the best aesthetic solution because of the
absence of any overhead conductors and supporting structures. The 750V DC third
rail needs very little maintenance since by virtue of its solid rigid design it is able to
withstand passing of current collector devices of the train without any significant
wear & tear. However, maintenance of substation costs more as they are more in
numbers.

Because of lower voltage, the 750V DC traction power system handles much higher
operating current resulting into higher voltage drop and line losses along the third
rail distribution system. This necessitates closer spacing of sub-stations, leading to
higher cost of construction. The presence of live third rail at ground may be
hazardous to safety of commuters and maintenance personnel if they fail to adopt
safety precautions.

In a third rail system, where the running rails are used as a return path, a part of
the stray current leaks into the track structure. This current is called Stray current.
The stray current corrosion is often encountered in dc-electrified systems and
therefore, suitable measures are required for protection against corrosion of
metallic components in the track-structures as well as metallic reinforcement and
metal pipes etc in the vicinity of metro alignment. The civil structure should be
compatible with 750V DC third rail system in view of mitigation of stray current.

12.1.4 Selection of appropriate Traction system for Thane Metro

The selection of proper traction system has a significant impact on capital cost,
operational cost, traffic growth, operational flexibility and expandability of the

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system in future. It is also linked to the ultimate capacity being planned.

Appropriate selection of traction system at design stage is essential to achieve
optimum performance of a MRTS system.

25 KV AC is most economical followed by 1500 V DC and 750 V DC traction systems

both from initial cost point of view as well as energy efficiency. But from the
aesthetic point of view, 750 V DC Third rail system is better. 25 KV AC system has
an ability to carry a high traffic at a reduced cost with higher efficiency of
operation. Considering the ultimate traffic demand and the techno economic
advantages offered by 25 kV AC system, it is proposed to adopt 25 kV AC system
for Thane MRTS.

The elevated and at grade sections of the corridor will be provided with flexible
OHE (Overhead Equipment) whereas the underground sections will be provided
with the rigid overhead catenary system.

12.2 PROJECTED POWER DEMAND

Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & 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.

The power supply system is proposed to be designed for 28000 PHPDT (peak hour
peak direction trips) for New Thane to Thane Junction (Ring Corridor).

The Power supply system design has been conceptualized considering 6 car rake
composition and train operation at 200 seconds headway. The designed system
shall ensure high reliability and adequacy of the system to meet unforeseen
growth in traffic demand.

The ultimate (design) power requirement for this corridor will be conceptualized
considering following norms, directives/ guidelines:

• Train operation with 6 car rakes with carrying capacity of 1574 passengers
(standing @ 6 passengers/ m²).
• Peak period headway of 200 seconds.
• Specific energy consumption of rolling stock – 75 KWh/ 1000 GTKM
• Regeneration @ 30%
• At grade/ Elev. station load – initially 200 kW, ultimate design 300 kW
• Underground station load – initially 2000 kW, ultimate design 2500 kW

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• Depot auxiliary load – initially 1500 kW, ultimate design 2000 KW

• Power factor of load – 0.9
• Transmission losses @ 5%

Keeping in view of the above norms, power demand estimation for the proposed
corridor of Thane Metro is given in Table 12.1.

TABLE 12.1 : POWER DEMAND ESTIMATION (MVA)

Load Year
2029 2035 2045 2051
Traction 14.95 18.32 22.50 24.66
Auxiliary 11.08 11.08 12.10 13.13
Total 26.03 29.40 34.60 37.78

The calculations for the traction and auxiliary power demand estimation are shown in
Annexure 12.1. However, this requirement has been worked out based on the conceptual
design and therefore, needs to be reaffirmed and fine-tuned by conducting necessary
simulation study during detailed design stage of project implementation.

12.3 SOURCES OF POWER SUPPLY

Need For High Reliability of Power Supply

New Thane to New Thane( Ring corridor) are being designed to cater to about
28000 passengers per direction during peak hours (PHPDT) when trains are
expected to run at high frequency of 200 seconds. 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 already 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.

In order to ensure high reliability of power supply, feed from more than one RSS
have been planned for the proposed corridor. Under normal circumstances, each
RSS will feed specific sections of the corridor. In case of emergency condition i.e.
when one RSS fails, the other RSS will feed the section of the RSS under outage.
Therefore, it is essential that all the sources of supply and connected transmission

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& distribution networks are reliable and have adequate built in redundancies.

Sources Of Power Supply

Thane City has 220kV, 132kV, 33kV power transmission and distribution network
to cater to various types of demand in the vicinity of the proposed corridor.
Keeping in view of the reliability requirements and considering the complete
length of corridor, two Receiving Sub-stations are proposed to avail power supply
for traction as well as auxiliary services from the Maharashtra Power Transmission
Company Limited (MSETCL) grid sub-stations at 220 kV voltage through cable
feeders. The details are presented in Table 12.2.

Table 12.2: Sources of Power Supply (Proposed)

RSS OF METRO AUTHORITY APPROX. DIST.
GRID SUB-STATION
PROPOSED GSS TO RSS

SHIVAJI CHOWK RSS

400KV MSETCL SUBSTATION, 5 KM
(220/33 KV)
KALWA
MSED 220KV SUB-STATION, GANDHI NAGAR RSS
6 KM
THANE (220/33 KV)

The HT power supply from grid substations at 220kV will be stepped down to 25kV
single phase supply for traction purpose and 33kV supply for auxiliary power
supply at the Receiving cum Traction Substations (RSS/ TSSs) of MRTS authority.
The traction power will be fed to 25kV OHE system through cable feeders and the
auxiliary power will be distributed along the alignment through 33kV Ring main
cable network for feeding auxiliary loads. These cables will be laid in dedicated
ducts/ cable brackets along the viaduct/ tunnel.

The entire power supply system & auxiliary power supply system will be monitored
and controlled from a centralized Operation Control Center (OCC) using a SCADA
system.

The summary of expected power demand at various sources is given below in

Table 12.3.

In normal conditions, RSS 1 will feed the section from New Thane to Waghbil and
RSS 2 will feed from Waghbil to Thane Junction including Depot. In case RSS 1 fails,
the feed can be extended from RSS 2 and vice-versa. Thus in case of failure of one
RSS, single RSS will feed the complete length of the corridor.

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Table 12.3 : Power Demand Projection for various sources

Name of Peak Demand – Normal(MVA) Peak Demand – Emergency (MVA)
RSS 2029 2035 2045 2051 2029 2035 2045 2051
RSS 1 (New Thane to Waghbil)
Traction 8.15 9.48 11.64 12.75 13.83 18.32 22.50 24.66
Auxiliary 4.90 4.90 5.37 5.83 11.08 11.08 12.10 13.13
Total 12.05 14.38 17.00 18.59 24.91 29.40 34.60 37.78
RSS 2 (Waghbil to Thane Junction)
Traction 6.80 8.84 10.86 11.90 13.83 18.32 22.50 24.66
Auxiliary 6.18 6.18 6.74 7.29 11.08 11.08 12.10 13.13
Total 12.86 15.03 17.60 19.20 24.91 29.40 34.60 37.78

The equipment rating of the RSS cum TSS will be determined considering the
normal as well as emergency situation. When one RSS fails, the traction & auxiliary
supply will be maintained by extending feed from adjoining RSS. However, in case
of total grid failure, all trains may come to a halt but emergency lighting, fire,
hydraulics and other essential services can be catered to by stand-by UPS/ DG sets.
Therefore, while the proposed scheme is expected to ensure adequate reliability, it
would cater to emergency situations as well.

Based on emergency demand expected at each RSS, 2 traction transformers of

220/25kV, 25MVA (ONAN) capacity each are proposed. Similarly,2 nos. Auxiliary
transformers (220/33 kV) of 15 MVA( ONAN) capacity each are proposed to be
provided at all the RSSs. Indoor type Gas Insulated Substation (GIS), which offers
the advantage of considerable saving in space requirement shall be proposed in
case of constraint in land availability.

33kV and 25kV switchgear shall be rated for 1250 A being standard design. 33kV
XLPE insulated FRLS cable ring network is proposed for Auxiliary ring main network,
which shall be adequately rated to transfer requisite auxiliary power during normal
as well as emergency situations. Adequate no. of cables is also required for
transfer of traction power from Metro’s RSS to nearest feeding point of 25kV OCS.

The rating of major equipments have been worked out based on the conceptual
design and therefore, these capacities needs to be reaffirmed and fine tuned by
conducting necessary simulation study during detailed design stage of project
implementation.

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12.4 TRACTION POWER SUPPLY

12.4.1 25 KV Rigid OHE System ( for Underground section)

The proposed 25kV Rigid OHE system in underground section is similar to the one
installed in underground sections of Delhi Metro. 25kV Rigid OHE system (Figure
12.1) comprises a hollow Aluminum Conductor Rail of adequate cross section with
150 sq.mm copper contact wire held with elastic pinch. The Al conductor rail is
supported by an insulator and cantilever arrangement attached to drop-down
supports fixed to tunnel roof. The supports are located at every 10 metre and
there is no tension in the conductors and hence, no tensioning equipment is
required in tunnel. The design of 25kv rigid OHE system shall be in accordance to
electrical clearances and contact wire height as per IEC 60913 and EN50122, which
is summarized below:

• Contact wire height = 4324mm (with Panto locked down height of4048mm)
• Structure to Live parts clearances = 270/170/150mm (Static/Dynamic/Abs. min
dynamic)
• Vehicle to Live parts clearances = 290/190/150mm (Static/Dynamic/Absolute/ min
dynamic)

Figure 12.1: 25KV RIGID OHE ARRANGEMENT

12.4.2 25 KV flexible Overhead Equipment System ( For Elevated section & Depot)
25 kV ac Flexible Overhead equipment system shall comprise 150 sq mm HD-
copper contact wire and 65sqmm Cd-copper catenary wire. Return conductor (RC)
shall be All Aluminum Conductor (AAC) of 233 sq mm cross section. From safety
considerations, Hydraulic type Auto-Tensioning Device (ATDs) are proposed on
mainlines which does not require use of balance weight for tensioning of OHE
conductors. Proven catenary fittings are proposed similar to DMRC system.

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12.5 AUXILIARY POWER SUPPLY

12.5.1 The auxiliary power will be required for:

• Lights & fans for station

• Service buildings
• Foot over bridges/ Subways
• Maintenance depots
• Air-conditioning
• Lifts
• Escalators
• Water Supply Pumping stations – for washing, toilets as well as fire
protection measures.
• Equipment – Signaling, Telecom, Platform Screen Doors and Automatic Fare
Collection etc.

Auxiliary sub-stations (ASS) (Figure 12.2 ) are envisaged to be provided at each

station for stepping down 33kV supply to 415V for auxiliary applications. The ASS
will be located at mezzanine or platform level inside a room. The demand of power
at each elevated station is expected to be about 200 kW in the initial years and is
likely to reach 300 kW in the horizon year. Similarly, for the underground stations,
the auxiliary load requirements have been assessed at 2000 kW for underground
station which is likely to increase to 2500 kW in the horizon year. The average load
considered for elevated station and underground station will have to be fine tuned
to suit station requirement during detailed design stage.

Each elevated station shall be provided with an Auxiliary Substation with two
33kV/415V, 3-phase, 500 kVA dry type cast resin transformers and the associated
HT & LT switchgear. In addition, provision shall be made for one DG set at each
station for emergency loads. Two transformers (33kV/415V, 3-phase) of 2500 kVA
at each underground ASS for the underground stations are proposed to be installed
(one transformer as standby). Apart from stations, separate ASS is required at each
depot with 2x2000 kVA auxiliary transformers to cater to depot cum workshop
load.

12.5.2 E&M Systems

a) LT Power Distribution
33 kV ring main cables running all along the route shall feed each ASS by loop in
loop out arrangement. The 33 kV power supply is stepped down to 415 V, 3 phase
for distribution to the consumption points (service utilities) viz. Elevators,
Escalators, Light & power sockets, Fire system, HVAC system and Signal & Telecom

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system etc.

Figure 12.2: TYPICAL INDOOR AUXILIARY SUB-STATION

The power distribution system shall be designed by using low voltage power cable
run on the cable tray, raceway and conduit as suitable to supply power to various
loads within station and buildings. The low voltage power distribution cables shall
comply with IEC 60502 or other applicable international standard. Fire resistant
cables shall be used for safety purpose and comply with the performance
requirements of IEC 60331 and BS 6387.

b) Illumination System
For Illumination generally, all lighting fixtures shall be applied with 240V, single
phase 50Hz power supply. The type and quality of fittings and their luminous
intensity shall relate to the space being illuminated and will take into account the
effect of architectural space concept and colour scheme as per IS 3646.

The LED lights offer advantages over conventional fluorescent lighting on account
of Energy savings, lower life cycle cost, longer life span, rugged nature etc.
Considering the benefits of LED light fixtures over the conventional/ fluorescent
fixtures, the use of LED light fixtures is recommended at elevated and underground
stations of the corridor and the office buildings of the depot. However, the
conventional fluorescent light fittings may be adopted at selected locations
wherever payback period for additional cost of LED light is much higher or non-
availability of efficient and proven LED light fixtures such as Medium/ High Bay
lighting of high wattage (250W – 400W) in depot.

c) Lifts and Escalators

Lifts and escalators shall be provided at each station for the convenience of the
passengers. The power supply for the operation of lifts and escalators is fed from
the Auxiliary substation at each station. The number of lifts and escalators

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proposed to be provided for the passengers at each station of Thane Metro

corridor is given in Table 12.4. It is proposed to be implemented under PPP model.

TABLE 12.4 : REQUIREMENT OF LIFTS & ESCALATORS ( AT EACH STN.)

Stations Lift Escalator

Elevated Stations-20 NOS. 4 10
Ug Stations-02 NOS. 3 6

d) Fire Detection and Alarm System

The Fire Detection & Alarm System shall be in conformance to the applicable NFPA
standard or Other International Standards & also comply with the codes of
practice, standards, regulations and requirements of the Statutory Authorities. The
coordination of Fire Detection & Alarm System with the following services should
be verified, tested, and validated as a complete system before implementation-

i. Fire Detection & Alarm System,

ii. Public Address & Voice Alarm System,

iii. Emergency Lighting System,

iv. Conveying Systems (Lifts & Escalators),

v. HVAC systems (AHUs / fire dampers / staircase pressurization fans / chillers,

motorized dampers / exhaust fans etc ),

vi. Fire Fighting Systems (Fire Pumps / Sprinkler Valves),

vii. Automatic Doors,

viii. Traction SCADA,

ix. E&M SCADA,

x. Rolling Shutters,

xi. Networking of main fire alarm system, at station to the station control room,
and backnet Interface on TCP/IP for third party systems.

xii. Systems not listed above but that requires interfacing with the Main Fire
Alarm System.

e) Fire suppression
Portable Fire Extinguishers
The portable fire extinguishers shall be installed at all the stations in compliance

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with relevant BS EN Codes and codes of practice, standards, regulations &

requirements of the Statutory Authorities. All the covered areas should be
provided with suitable type of fire extinguishers. In the Concourse and Platform
areas, Fire Extinguishers shall be provided in a central location inside a suitably
sized cabinet of approved construction. The location and design of the extinguisher
cabinets provided shall comply fully to the local fire authority requirements.

Extinguishers shall be conspicuously located in positions where they will be readily

accessible and immediately available in the event of fire. They shall be located near
to room exits, corridor, stairways, lobbies and landings. Extinguishers shall be
installed at a height of 1 metre above the floor level and shall be placed in a
manner such that the extinguisher operating instructions face outward.

Wet Mains System

The Fire Fighting wet mains system shall be based on BS- 9990: 2006, BS-9999:
2008 & National Building Code. The system shall comprise pipe work, breeching
inlets, landing valves, automatic air release valves, fire hose cabinets and fire hose
reels etc. The wet mains system is charged by the Fire pumps set. The fire pump
set shall have dual power supply and the system shall be designed to achieve a
pressure of 3.5 Bar at the remote fire hydrant point. The system will draw water
from the fire water storage tank provided near station building based on the NBC
requirements.

Fire Hose Cabinets

The Fire Hose Cabinets shall be provided as per NBC and fire authority regulations
in internal and external public areas of the station.

Fire Hose Reels

The hose reels shall meet the requirements of BS 5306.1: 2006 & BS EN 671 –
3:2004. Hose-reel shall be provided in such a way that it covers the entire
Concourse / Platform areas with suitable number of fire hose cabinets. The hose
reels system will be based on direct feed from the Fire Water Wet mains.Hose-
reels shall be of the swing-recessed type. Each hose-reel shall be an integral unit
consisting of a stop valve, reel, hose, and shut-off assembly. It shall be designed so
as to facilitate the swift withdrawal of the hose in any direction with the reel axis
horizontal.

Gas Flooding System

Gas Flooding System is proposed to be provided for protection of the equipments
in electrical Auxiliary sub-stations and S&T Equipments in Depot Control Centre/
Operational Control Centre. The design of the system shall be in conformance to

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NFPA standards.

12.5.3 Standby Diesel Generator (DG) Sets

In the unlikely event of simultaneous tripping of all the RSSs or grid failure, the
power supply to stations as well as to trains will be interrupted. It is, therefore,
proposed to provide standby DG set of 180 kVA at all elevated stations and 2 x
1000 kVA capacity at underground stations to cater to the following essential
services:

• Lift operation
• Essential lighting
• Signalling & telecommunications
• Firefighting system
• Fare Collection system

Silent type of DG sets, which have low noise levels and do not require separate
room for installation, are proposed. In addition, UPS with adequate power backup
may be installed for the very essential lighting load.

12.6 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 fibre cables provided for
telecommunications will be used as communication carrier for SCADA system. The
SCADA system is presented in Figure 12.3.

Figure 12.3: SCADA SYSTEM

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12.7 ELECTROMAGNETIC INTERFERENCE ( EMI) & ELECTROMAGNETIC

COMPATIBILITY (EMC)

25kV ac traction currents produce alternating magnetic fields that cause induced
voltages in any conductor running along the track. Booster Transformer and
Return Conductor (BT/RC) system is proposed for EMI mitigation.

Earthing & Bonding of the power supply & traction system shall be designed in
accordance with the latest standards EN50122-1, IEEE80, IS3043 etc. Two earth
conductors – Overhead Protection Cable (OPC) and Buried Earth Conductor (BEC)
are proposed to be laid along with track. All the concrete and metallic structures,
structural reinforcement, running rails etc. will be connected to these conductors
to form an equipotential surface & a least resistance path to the fault currents.
The overhead protection cable will also provide protection against lightning to the
25kV OHE on the section. Similar arrangements have been adopted on Delhi Metro
as well.

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,
signalling & 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 and Earthing & Bonding plan require to be
developed during design stage.

12.8 SOLAR ENERGY HARNESSING SYSTEM

12.8.1 Introduction
The solar mission, which is part of the National Action Plan on Climate Change has
been set up by Govt. of India to promote the development and use of solar energy
for power generation and other uses with the ultimate objective of making solar
energy competitive with fossil-based energy options.

Considering the futuristic technology and potential for solar power generation,
Delhi Metro has recently implemented roof top grid connected solar power
systems at selected locations of elevated stations and maintenance depot. Metro
Railways under implementation in different cities of the country viz. Jaipur,
Lucknow, Nagpur etc. are also exploring the possibilities of harnessing solar
photovoltaic energy.

With the downward trend in the cost of harnessing solar energy and appreciation
for the need for development of solar power, provision of a grid connected solar
photovoltaic power plant utilizing all possible areas viz. roof top of stations/ sheds

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and buildings is proposed for Thane MRTS.

12.8.2 Solar PV Power Generation Potential

The roof top on the elevated stations of Thane Metro corridor and the different
sheds and buildings of the depot viz. Stabling, Inspection and Heavy Repair Shed,
Administrative Building, Training Centre, DCC/OCC Building etc is proposed to be
used for SPV installation at suitable orientation and inclination to optimize the
solar energy potential. The roof of the sheds should be south facing to maximize
the Solar power generation in depot. The solar power would be used locally to the
extent of load in the building and the generation over and above the requirement
of the building would be fed into the grid.

The average raw sunshine available which can be harnessed for the power
generation depends on the geometrical coordinates of the place. The intensity of
solar radiation varies with time of the day. The combined effect of these factors
and the additional complication of the wobble of the seasons is that the average
raw power of sunshine per square meter of south-facing roof in India is roughly
100 to 120W/m2.

The mean global solar radiant exposure at Thane varies from 3.7 kWh/ m2/ day in
the month of December to 6.6 kWh/ m2/ day in the month of May.

Based on the solar radiation intensity in the city of Thane, the peak solar power
generation of Thane Metro corridor is expected to be about 50 kWp for the
elevated stations and about 2000 kWp for maintenance depot.

The power generation depends upon various factors such as the intensity of the
solar radiation, the net useable area available on the roof top, the obstructions due
to shadow or the shading factor, the orientation of the solar panels, efficiency of
the solar cells etc. The solar power generation potential in Thane metro corridor is
required to be reviewed and finalized during detail design stage.

12.9 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 includes the following energy saving
features:

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1) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel
coaches has been proposed, which has the benefits of low specific energy
consumption and almost unity power factor.

2) Rolling stock has regeneration features and it is expected that 20% of total
traction energy will be regenerated and fed back to 750 V dc third rail to be
consumed by nearby trains.

3) 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 (operation
or maintenance hours etc).

4) Machine-room less type lifts with gearless drive has been proposed with 3-
phase VVVF drive. These lifts are highly energy efficient.

5) 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.

6) The latest state of art and energy efficient electrical equipment (e.g.
transformers, motors, light fittings etc) has been incorporated in the system
design.

7) Efficient energy management is possible with proposed modern SCADA system

by way of maximum demand (MD) and power factor control.

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Annexure 12.1

Traction and Auxiliary Power Requirement for

New Thane to Thane Junction Corridor

(A) TRACTION LOAD

2029 2035 2045 2051
1 Average speed (KMPH) S 34 34 34 34
2 Frequency of service (Sec.) F 225.0 225.0 200.0 200.0
3 Headways (Km.) H 2.1 2.1 1.9 1.9
4 Nos of trains per hour N 17(12,5) 16 (5,11) 18(3,15) 18
5 Specific energy consumption (KWh/Thou GTKM) SEC 75 75 75 75
6 Gross tonnage of 3 & 6 car rake T 222 300.75 327 357
7 Corridor length (Km) D 29.1 29.1 29.1 29.1
8 Power factor of load PF 0.9 0.9 0.9 0.9
9 Max. demand on TSS (KW) 15505 21005 25693 28050
10 Energy Saving on the account of Regeneration @30% 4652 6302 7708 8415
11 Net Demand 10854 14704 17985 19635
12 Depot Traction Load 1000 1000 1300 1500
Total Traction load of the corridor 11854 15704 19285 21135
Max. demand on TSS in KVA 13171 17448 21428 23484
considering 5 % loss (MVA) 13.83 18.32 22.50 24.66
(B) AUXILIARY LOAD
1 Load of each elevated stations (KW) 200 200 225 250
2 Nos of at grade/elevated station 20 20 20 20
3 Load of each U/G stations (KW) 2000 2000 2125 2250
4 Nos of U/G stations 2 2 2 2
5 Load of shed (KW) 1500 1500 1625 1750
6 Total load of the stations & 1 Depot (KW) 9500 9500 10375 11250
7 Power factor of the load 0.9 0.9 0.9 0.9
Total max. power demand of Stations and Depot 10556 10556 11528 12500
(KVA)
considering 5 % loss (MVA) 11.08 11.08 12.10 13.13
Total Max. power Demand Traction + Aux. (MVA) 23.73 28.00 32.96 35.98
Net demand (MVA) considering 5% distribution loss 24.91 29.40 34.60 37.78

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VENTILATION AND AIR CONDITIONING SYSTEM
 Detailed Project Report for Thane Metro
Final DPR Chapter 13: Ventilation and Air conditioning System

1 3. VEN TILA TION AN D AIR

CON DI TIOING SYSTEM
13.1 NEED FOR VENTILATION AND AIR CONDITIONING

The alignment of Thane Metro corridor is the combination of underground and

elevated section. The elevated section of the corridor generally has less requirement
for air conditioning and ventilation system. The air conditioning is required for a few
equipment rooms within the station premises. However, in the underground section,
air conditioning and ventilation is very important for proper functioning of the
system. The Ventilation and Air-conditioning (VAC) system requirements for the
underground sections include the following:

• Station Air-conditioning System

• Ventilation System for station plant rooms (ancillary spaces)
• Station Smoke Management System
• Tunnel Ventilation System

The underground stations of the Corridor are generally built in a confined space.
A large number of passengers occupy concourse halls and the platforms,
especially at the peak hours. The platform and concourse areas have a limited
access from outside and do not have natural ventilation. It is therefore, essential
to provide forced ventilation in the stations and inside the tunnel for the purpose
of:

• Supplying fresh air for the physiological needs of passengers and the
authority’s staff;
• Removing body heat, obnoxious odours and harmful gases like carbon
dioxide exhaled during breathing;
• Preventing concentration of moisture generated by body sweat and seepage
of water in the sub-way;
• Removing large quantity of heat dissipated by the train equipment like
traction motors, braking units, compressors mounted below the under-frame,
lights and fans inside the coaches, A/c units etc.
• Removing vapour and fumes from the battery and heat emitted by light
fittings, water coolers, Escalators, Fare Gates, etc. working in the stations;
• Removing heat from air conditioning plant and sub-station and other
equipment, if provided inside the underground station.

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This large quantity of heat generated in underground stations cannot be

extracted by simple ventilation, especially when the outdoor air temperature and
humidity is high. It is, therefore, essential to provide mechanical cooling in order
to remove the heat to the maximum possible extent. As the passengers stay in
the stations only for short periods, a fair degree of comfort conditions, just short
of discomfort are considered appropriate.

13.2 INTERNAL DESIGN CONDITIONS IN UNDERGROUND STATIONS

It is essential to maintain appropriate conditions in the underground stations in

order to provide a comfortable and pollution-free environment. The plant capacity
and design of VAC system needs to be optimized for the designed inside conditions.

The Indian Standards & Codes, which pertain to office-buildings, commercial centres
and other public utility buildings, have no guidelines on temperature standards to be
maintained for the underground mass rapid transit system as yet. The standards
used for buildings cannot be applied straightaway for the underground spaces,
because the patrons will stay for much shorter durations in these underground
stations.

The comfort of a person depends on rapidity of dissipation of his body heat, which in
turn depends on temperature, humidity and motion of air in contact with the body.
Body heat gets dissipated by the process of evaporation, convection and conduction.
Evaporation prevails at high temperature. Greater proportion of heat is dissipated by
evaporation from the skin, which gets promoted by low humidity of air. The
movement of air determines the rate of dissipation of body heat in the form of
sensible and latent heat.

There are different comfort indices recognized for this purpose. The ‘Effective
Temperature’ criterion was used in selecting the comfort conditions in the metro
system. In this criterion, comfort is defined as the function of temperature and the
air velocity experienced by a person. More recently a new index named RWI
(Relative Warmth Index) has been adopted for metro designs worldwide. This index
depends upon the transient conditions of the metabolic rate and is evaluated based
on the changes to the surrounding ambience of a person in a short period of about 6
to 8 minutes. It is assumed that during this period human body adjusts its metabolic
activities. Therefore, in a subway system where the train headway is expected to be
six minutes or less, RWI is the preferred criterion.

Sub Soil Temperature

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The temperature conditions of sub-soil play a vital role in the system design of the
underground stations. It is also expected that water table surrounding the
underground alignment is not very much below the surface level, thereby facilitating
adequate heat exchange between the tunnel structures and soil.

13.3 DESIGN PARAMETERS AND DESIGN CONCEPTS FOR VAC SYSTEM

Thane has a tropical monsoon climate that borders on a tropical wet and dry climate.
Overall climate is equable with high rainfall days and very few days of extreme
temperatures.

Based on prevalent practices and ambient conditions of Thane, the following VAC
system design parameters are assumed to be provided for underground sections of
the proposed corridor of Thane Metro

(i) Outside ambient conditions:

Summer: - 38°C (DB), 27.8°C (WB)
Monsoon: - 30°C (DB), 28.5°C (WB)
(ii) Inside design conditions:
Platform areas - 27°C at 55 % RH
Concourse - 28°C at 60 % RH
(iii) Tunnel design conditions:
Normal conditions - Max. DB 40°C
Congested conditions - Max. DB 45°C
(iv) Minimum fresh air - 10 % or 18 cmh/ person
(in station public area)
There are various VAC design concepts technically feasible in a subway system that
can provide and maintain acceptable subway environment conditions under
different requirement and constraints. These are: Open type; Closed type; Mid -
Tunnel Cooling; Semi Transverse Ventilation; Use of jet fans; use of mid-shafts;
platform screen doors etc. The experience available from the design of VAC system
for Delhi Metro also provides key guidelines.

From the experience of DMRC, for such conditions it can be concluded that with
open shaft system the piston effects can be sufficient to maintain acceptable
conditions inside the tunnel, as long as the ambient DB temperature is below 330C.
When the outside temperature is higher than 330C, the tunnel shafts should be
closed to prevent any further exchange of air with atmosphere. The station premises
(public areas) can be equipped with separate air-conditioning system during the
summer and monsoon months to provide acceptable environment for patrons.

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There shall be provision of Trackway Exhaust System (TES) by which platform air can
be re-circulated. The train cars reject substantial heat inside subway. When the
trains dwell at the stations, TES would capture a large portion of heat released by the
train air-conditioners mounted on the roof tops and under gear heat because of
braking, before it is mixed with the platform environment. The TES includes both an
under platform exhaust (UPE) duct and an Over-trackway (OTE) exhaust duct. The
TES uses ducts formed in the under platform void and over the trackway. Exhaust
intakes are located to coincide with the train-borne heat sources.

The train heat generated inside the tunnel sections would be removed by the train
piston action. It is envisaged that for the design outside conditions, it may not be
necessary to provide forced ventilation using Tunnel Ventilations Fans for normal
operating conditions. The number of shafts required would be two or three
depending on the inter-station distances. The two shafts would be at the end of the
stations and the third shaft, if required, can be built at the mid-tunnel section. These
end-shafts at the stations also serve as Blast Relief Shafts, i.e. the piston pressure is
relieved to the atmosphere before the air-blast reaches the station. All these shafts
are connected to the tunnels through dampers. The dampers are kept open when
the exchange of air with the atmosphere is permitted (Open system). For the closed
system, the shaft dampers can be in closed mode and the displaced air is dumped in
the adjacent tunnel.

Generally, each tunnel ventilation shaft has a fan room in which there are two fully
reversible tunnel ventilation fans (TVF) are installed with isolation dampers. These
dampers are closed when the fan is not in operation. There is a bypass duct around
the fan room, which acts as a pressure relief shaft when open during normal
conditions, and enables the flow of air to bypass the TV fans, allowing air exchange
between tunnels with flows generated by train movements.

Dampers are also used to close the connections to tunnels and nozzles when under
different operating conditions. The details for the shaft sizes, airflow exchange with
the atmosphere, fan capacities can be estimated in more accurate manner with the
help of Computer Simulations during the detailed design stage.

13.4 STATION VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES

Ancillary spaces such as staff room, equipment plant room, will be mechanically
ventilated or air conditioned in accordance with the desired air change rates and
temperatures/ humidity.

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All ancillary areas that require 24-hour air conditioning will be provided with fan-coil
units (FCU) and standby AC units. During the revenue hours when the main chilled
water system is running the FCU will be used for air-conditioning and in non-revenue
hours standby AC units will be operated. Return air grilles will be fitted with
washable air filters for the re-circulation of the air.

Where fresh air is required it will be supplied to the indoor unit via a fresh air supply
system, complete with filter, common to a group of ancillary areas. The fresh air unit
will be located in the VAC plant room and will be time switch controlled with local
override. Temperature control will include an alarm setting, which is activated on
attaining high temperature.

 Station Air Conditioning

The platform and concourse areas will be air-conditioned using supply ‘air handling
units’ located in air-handling plant rooms throughout the station as shown in Figure
13.1. Each platform will be served by at least two separate air handling units (AHU’s)
with the distribution system combined along each platform to ensure coverage of all
areas in the event of single equipment failure. Based on the initial estimation about
6 units (2 for the concourse each with 18 cum/s and 4 for the platform each having
24 cum/s air-flow) would be needed for the full system capacity.

These air conditioning system mix return air with a desired quantity of outside air.
The outside air requirement is based on occupancy, with a minimum of 5 litres per
second per person or 10% of circulated air volume, whichever is the greater. The
provision of free cooling by a simple two-position economizer control system will be
included, with the use of enthalpy sensors to determine the benefits of using return
air or outside air. This will signal the control system to operate dampers between
minimum and full fresh air, so as to minimize the enthalpy reduction needed to be
achieved by the cooling coil. This mixture of outside and return air is then filtered by
means of suitable filters and then cooled by a cooling coil before being distributed as
supply air via high level insulated ductwork to diffusers, discharging the air into the
serviced space in a controlled way to minimize draughts. Return air to the platform
areas is extracted via the track-way exhaust system and either returned to the AHU’s
or exhausted as required.

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FIGURE 13.1: CONCOURSE AIR HANDLING UNIT

The station air conditioning closed system scheme and section view are shown in
Figure 13.2 and Figure 13.3.

FIGURE 13.2: STATION AIR CONDITIONING CLOSED SYSTEM SCHEME

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FIGURE 13.3: STATION AIR CONDITIONING SECTION VIEW

Water-cooled chiller units with screw compressors are recommended to be provided

at each station, which are energy efficient. These units can be installed in a chiller
plant room at surface level or in the underground premises. Based on the initial
concept design, the estimated capacity for a typical station would be around 400 TR,
hence three units of 200 TR (including one stand-bye) may be required for full
system capacity (i.e. design PHPDT traffic requirement). This capacity needs to be
reaffirmed during the detail design stage for individual station depending on the
heat loads. It is recommended that initially two units of 200 TR may be installed with
the provision in terms of space be kept for the future addition.

In view of the temperate outdoor conditions, alternatively, it is possible to utilize air-

cooled chiller units, which can save large amount of water requirement. The air-
cooled chillers should be equipped with screw compressors so that they can be
operated at a very less load with high efficiency. These units also eliminate
requirement of condenser water circuits including pumps, cooling towers and make
up water plants, but are less efficient as compared to the water-cooled- units.

13.5 Tunnel Ventilation System (TVS)

The TVS is provided in a Subway system essentially to carry out the following
functions:

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a) Train Pressure relief during normal

operation

b) Ventilation during maintenance

periods, if required

c) Removal of smoke during emergency

conditions

d) Maintenance of smoke free

evacuation route and provision of adequate fresh air during fire related
emergencies.

There are various operating modes (scenarios) for the Tunnel Ventilation system.
These are described as under:

 Normal Conditions
Normal condition is when the trains are operating to timetable throughout the
system, at prescribed headways and dwell times, within given tolerances. The
primary source of ventilation during normal conditions is generated by the
movement of trains operating within the system and, in some cases, the trackway
exhaust system.

During summer and the monsoon seasons, the system will be functioning
essentially with the station air conditioning operating. The vent shafts to the
surface will enable the tunnel heat to be removed due to train movements. The
platform air captured by the trackway exhaust system shall be cooled and
recirculated in the station. For less severe (i.e. cool) environmental conditions (or
in the event of an AC system failure), station air conditioning will not be used and
ventilation shafts will be open to atmosphere (open system) with the trackway
exhaust system operating. For cold conditions, the closed system or open system
mode may be used without any station air conditioning. System heating is
achieved by the train heat released into the premises.

 Congested Conditions
Congested conditions occur when delays cause disruption to the movement of
trains. It is possible that the delays may result in the idling of a train in a tunnel
section. Without forced ventilation, excessive tunnel temperatures may result
reduced performance of coach air conditioners that may lead to passenger
discomfort. During congested operations, the tunnel ventilation system is
operated to maintain a specific temperature in the vicinity of the car air
conditioner condenser coils (i.e. allowing for thermal stratification). The open

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system congested ventilation shall be via a ‘push-pull’ effect where tunnel vent
fans behind the train are operated in supply and tunnel vent fans ahead of the
trains are operated in exhaust mode. Nozzles or booster (jet) fans will be used to
direct air into the desired tunnel, if required.

 Emergency Conditions
Emergency conditions are when smoke is generated in the tunnel or station
trackway. In emergency conditions, the tunnel ventilation system would be set to
operate to control the movement of smoke and provide a smoke-free path for
evacuation of the passengers and for the fire fighting purposes. The ventilation
system is operated in a ‘push-pull’ supply and exhaust mode with jet fans or
nozzles driving tunnel flows such that the smoke is forced to move in one
direction, enabling evacuation to take place in the opposite direction depending
upon the location of fire on the train.

 Pressure Transients
The movement of trains within the underground system induces unsteady air
motion in the tunnels and stations. Together with changes in cross section, this
motion of air results in changes in air pressure within trains and for wayside
locations. These changes in pressure or ‘pressure transients’ can be a source of
passenger discomfort and can also be harmful to the wayside equipment and
structures. Two types of transient phenomenon are generally to be examined:

a) Portal Entry and Exit Pressure Transients – As a train enters a portal, passengers
will experience a rise in pressure from when the nose enters until the tail enters.
After the tail enters the pressure drops. Similarly, as the nose exits a portal,
pressure changes are experienced in the train.

b) Wayside Pressure Transients – As trains travel through the system they will pass
structures, equipment and patrons on platforms. Equipment would include cross
passage doors, lights, dampers, walkways etc. Pressures are positive for the
approaching train and negative for retreating trains.

Most rapid changes occur with the passage of the train nose and tail. The
repetitive nature of these pressures may need to be considered when considering
fatigue in the design of equipment.

The detailed analysis to assess the effect of pressure transients will be done during
the design stage. For the portal entry/exits the effect of higher train speed may
pose discomfort to the passengers. The estimation of Way-side transients during

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design stage would be necessary to select design mechanical strength of the

trackside fixtures, e.g. false ceilings, light fittings etc at the platform levels.

 Tunnel Ventilation Fans

As described earlier tunnel ventilation fans will be installed in each of the fan
rooms near vent shafts. There shall be two fans in a fan room at each end of the
station. The fan capacity depends on the inter-station distances and may vary from
60 cum/s to 100 cum/s. The exact capacity will be obtained through the simulation
during detailed design stage. If necessary, nozzle type structures made up of
concrete or steel may also be constructed to achieve desired airflow and air
velocity in the tunnel sections. Alternatively, booster fans (jet fans) may be
installed to direct the flow in the desired direction. These fans may also be used
for emergency ventilation at crossover locations.

The track-way exhaust system will have two fans of each 30 cum/sec. for each
platform. The connections to tunnels and shafts will be through damper units that
may be either electrically or pneumatic actuated.

13.6 CONTROL AND MONITORING FACILITIES

For the underground stations the control and monitoring of station services and
system such as station air-conditioning, ventilation to plant rooms, lighting,
pumping system, lifts & Escalators, etc shall be performed at Station Control Room
(SCR). However, the operation and control of Tunnel Ventilation as well as Smoke
Management system will normally be done through OCC. All these system shall be
equipped with automatic, manual, local and remote operation modes. The alarms
and signals from the equipment at stations shall be transmitted to the OCC via
communication network.

13.7 CODES AND STANDARDS

The concept VAC design is guided by the following codes and standards:

SEDH – Subway Environment Design Handbook

ASHRAE – Handbook, current series.
CIBSE – Relevant document.
NFPA – 130, 2003 edition.
ECBC – Energy Conservation Building Code

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Chapter – 14
DEPOTS
 Detailed Project Report for Thane Metro Rail
Final DPR Chapter 14: Depot

14. DEPOT
14.1 DEPOT LOCATION AND APPROACH TO MAINTENANCE

The Maintenance facilities for New Thane to New Thane (Ring Corridor) via
Dongripada & Thane Junction of Thane MRTS is proposed to be provided at land
near Kasarvadavali for about 41 rakes of of 6 cars. The depot will have infrastructure
to maintain the rakes with necessary facilities viz stabling lines, scheduled inspection
lines, workshop for overhaul, unscheduled maintenance including major repairs,
wheel profiling, heavy interior/under frame/roof cleaning etc. for the rolling stock
operational on the corridor as well as maintenance facilities for Civil – track,
buildings, water supply; Electrical – Traction, E&M; Signaling & Telecommunication;
Automatic Fare Collection etc.

In broad terms, based on the planned rolling stock requirements, this chapter covers
the conceptual design of the following aspects of the Depot.

• Conceptual design and layout of Servicing Shed and Workshop to provide

maintenance facilities and stabling facilities for 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.

The details of the two depot are provided on conceptual design basis and will work
as a guideline for detailed design later.

14.1.1 Maintenance Philosophy

The outline of the maintenance philosophy followed would be as below:

• Typical Maintenance schedules being followed by Delhi Metro have been

considered for determining the requirement of lines in depot.

• Unit replacement and to get essential repairs to major equipments done by

the OEMs.

• Automation with state-of-the-art machinery to ensure quality and reliability.

Labour intensive procedures will be kept to the minimum.

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• Maintenance staff shall be given special training to develop high-level skills in

their trade to ensure quality and productivity in their performance.

• Adequate facilities for the stabling have been provided at the depot.

• To maintain high degree of cleanliness, Automatic washing plant has been

proposed for cleaning of rakes.

14.1.2 Planning of Maintenance Facilities Setup

The Rolling Stock requirements in different horizon years for the proposed corridors
are indicated in Table 14.1:

Table 14.1 : RAKE REQUIREMENT FOR DIFFERENT HORIZON YEARS

Year 2029 2035 2045 2051

Headway (seconds) 225 225 200 200
No. of Cars/Train 3/6 3/6 3/6 6
Rakes Required 50 60 73 41
Cars Required 150 180 219 246

All the system and infrastructure on the proposed corridor has been conceptualized
considering 6 car trains operating at 200 seconds headway.

14.1.3 Rolling Stock Maintenance Needs

➢ Maintenance Schedule
Servicing requirements shall be determined from the Rolling Stock manufacturer.
Depending upon manufacturer's requirements, servicing facilities may be provided
to include the ability to carry out the inspection, maintenance, overhaul and repair
of the rolling stock fleet, including the following components:

• Body;
• Bogies;
• Wheels (Re-discing / re-axling is planned at workshop only);
• Traction motors;
• Electrical components;
• Electronics; PA/ PIS
• Mechanical components;
• Batteries;
• Rolling stock air conditioning;
• Brake modules;

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• Vehicle doors, windows and internal fittings.

The modern, fully equipped facilities are to be provided that meet these
requirements efficiently and in full. In meeting these requirements, it shall be
assumed that the average daily distance travelled by each rolling stock unit is
approximately 300 km. The following maintenance schedule has been followed for
the conceptual design:

Table 14.2 : PROPOSED MAINTENANCE SCHEDULE

Type of
Interval Work content Locations
Schedule
Daily Daily Check on the train condition and function at Stabling
every daily service completion. Internal Lines
cleaning / mopping of floor and walls with
vacuum cleaner.
A Service 5,000 Km Detailed inspection and testing of sub - Inspection
Check (approx.15 days) systems, under frame, replacement/ topping Bays
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 Km Check and testing of all sub-assemblies Workshop
Overhaul (approx. 3.5 (Electrical + Mechanical). Overhaul of
(IOH) years) pneumatic valves, Compressor. Condition
based maintenance of sub-systems to bring
them to original condition. Replacement of
parts and rectification, trial run.
Periodical 840,000 Km Dismantling of all sub-assemblies, bogies Workshop
Overhaul (approx. 7 years) suspension system, traction motor, gear,
(POH) control equipment, air-conditioning units
etc. Overhauling to bring them to original
condition. Checking repair and replacement
as necessary. Inspection and trial.
Heavy - Changing of heavy item such as bogies, Workshop
Repairs traction motor, axles, gear cases & axle
boxes etc.

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.

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➢ Washing Needs of Rolling Stock

The Metro trains are maintained to a high degree of cleanliness and therefore needs
the maintenance schedule as mentioned in Table 14.3

Table 14.3 : SCHEDULE OF CLEANING

S.N. Kind of Inspection Maint. Cycle Time Maintenance Place

Automatic washing
Outside Cleaning (wet washing on
1. 3 Days 10 mins. plant of Depot
automatic washing plant)
Single Pass
Outside heavy Cleaning (wet washing
on automatic washing plant and Front Automatic washing
2. Face, Vestibule/Buffer area, Floor, 30 days 3 hrs. Plant & washing
walls inside/outside and roof. line
Manually)

14.2 DESIGN OF DEPOT FACILITIES AND DEPOT LAYOUT PLANS

14.2.1 Depot Layout Plans

The layout plan of proposed Depot cum workshop of Kasarvadavali depot for
corridor is shown in Annexure-14.1. The conceptual layout for Kasarvadavali Depot
has been evolved for maintenance & POH of 41 rakes of 6 car length.

The rake induction and withdrawal from depot to the open line will have to be so
planned that the headway of open line is not affected. For the purpose, facilities for
simultaneous receipt and dispatch of trains from depot to open line should be
created. The stabling area should be interlocked with the open line so that the
induction of train from the stabling can be done without loss of time. The rake
washing can be done at automatic coach washing plant provided at the entry of
depot i.e before rake is placed on stabling lines.

The other movements in the depot, viz from the stabling to the inspection shed or
workshop and vice versa may be non-interlocked. One emergency re-railing line have
been provided from which emergency rescue vehicles can be dispatched to open line
in the event of any emergency. To cater to the peak requirements, all trains would
be in the service, only trains under maintenance would be in the shed. However
during the off-peak hour in daytime, approximately half of the trains will be
withdrawn from the service. The scheduled inspections are envisaged to be carried
out during the day off-peak hours and night.

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The stabling and the yard layout would be at grade level for least power
requirements in shunting movements and to avoid accidental rolling of Rolling Stock
resulting into accidents and damages to the property.

14.2.2 Infrastructure Facilities Planned At Depot

A. Inspection Lines and Workshop Lines in Depot

As per the frequency of inspections indicated in Table 14.2, the visits of rakes to
Depot are as given below in Figure 14.1:

FIGURE 14.1: RAKE VISITS TO DEPOT AND WORKSHOP

To assess the number of lines required to maintain the rakes, following assumptions
are made:

i) For Washing of rakes, an automatic washing plant is proposed. Hence, no

separate washing line is needed exclusively for washing. However, one line is
provided for heavy cleaning (Manual cleaning of Floor, walls inside/outside
and roof).
ii) In a day, two rakes are taken for ‘A check’ on a pit line.
iii) In a day, one rake is taken for ‘B checks’ on a pit line.
iv) Based on the number of holidays as given below, total numbers of working
days are taken as 300 for calculating the requirement of lines.

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• No. of days of Public holidays in a year : 13

• No. of Sundays in a year : 52
• No. of available working days in a year : 365 - 65 = 300 days.

As against above requirement, the infrastructure provided for Schedule inspection is

indicated in Table 14.4.

Table 14.4 : REQUIREMENT OF INSPECTION AND WORKSHOP LINES PROVIDED FOR

CORRIDOR
Total Lines
Total visits Avg. Lines
Arising Line Required
Schedule per rake in visits Provided
(for 41 Occupancy (6 car
7 years /year (6 car length)
rakes) length)
Inspection Shed
A Service Check 112 16 656 2 rake/ day 1.09 1
B Service Check 54 7.71 316 1 rake/ day 1.05 1
Adjustment line for minor repair/testing after POH 2
Inspection Lines Provided 4
Workshop Shed
1 rake 10
IOH 1
1 0.14 5.74 days 0.19
1 rake 20
POH 1
1 0.14 5.74 days 0.38
Unscheduled Repair / Lifting /Wheel/Bogie sections etc. 1
Workshop Lines Provided 3

Kasarvadavali Depot will have the infra-structure for inspection and overhaul of 41
Rakes of 6 Car . Accordingly, 4 lines have been provided for the schedule inspections
& 3 lines for periodical overhaul/major unscheduled repairs etc.

B. Stabling Lines in Depot

The rake requirement for Thane metro corridor is 41 rakes of 6 car for ultimate
design year. Kasarvadavali Depot on the corridor is planned with 41 lines of 6 car
length each. At a given time, some rakes would remain under inspection and the
remaining rakes will be stabled at terminal/ enroute stations for the start of early
morning services.

Hence, the depot layout for the proposed corridor is sufficient to cater to the
maintenance requirements of the rolling stock operational on the corridor for the
design/ultimate year.

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14.2.3 Depot Cum Workshop Planning

As per the dimensions of the Rolling Stock, the approximate length of 3-car and 6 -
car trains would be 67.8m and 135.6m respectively. However in the design of the
Inspection shed, workshop lines and stabling lines at depot, length of 6-car train is
taken in consideration.

i) Stabling Lines in Depot

For the design of the stabling lines in the depot, following approximate lengths have
been taken in consideration:

a. Length of one 3-car rake= 67.5 m

b. Gap between two 3 car trains= 15m
c. Free length at outer end (front end) of the rake ( for cross pathway, Signal and
Friction buffers)= 15m
d. Free length at outer end (rear end) of the rake ( for cross pathway, Signal and
Friction buffers on front side)= 20m
e. Total length of Stabling line = (c)+(a)+(b)+(a)+(d)= 15m + 67.5m+ 15m + 67.5m +
20m = 185m
Looking to the car width of 2900 on Standard Gauge, 4.6m Track Centre is proposed
for all the stabling lines. Thus, space between stabling shall be sufficient to include a
pathway to be constructed between tracks to provide access for internal train
cleaning and undercarriage inspection.
Stabling lines 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.

ii) Inspection Lines in Depot

For the design of the Inspection Bay Lines in the depot, following approximates
lengths have been taken in consideration:

(i) Length of one 6-car rake= 135.6 m

(ii) Cross path at each end = 10 m
(iii) Total length of Inspection line = (ii)+(i)+(ii)= 10+ 135.6+ 10= 155.6 m (say 160)

The inspection bay in Kasarvadavali Depot shall be of 160 X 29.75m² size, inspection
lines having sunken floor. The track spacing between the adjacent inspection Bay
Lines shall be 6.25 m.

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

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movement of material for the cars. Further, 10 m 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.
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.

iii) Workshop lines in Depot

The size of the workshop shed in
Kasarvadavali depot shall be 160 x 39 m²
and an additional covered space of 160 x
7.5 m² shall be provided in the depot to
cater for offices cum maintenance
sections, costly item store, locker room,
toilet etc. Following equipment
repair/overhaul facilities are planned in
the workshop.

• Body furnishing.
• Bogie.
• Wheels.
• Traction Motor.
• Axle box and axle bearing.
• Power Collector.
• Electrical equipment like transformer, converter/inverter, circuit breaker,
relays.
• Battery.
• Air compressor.
• Air conditioning equipments.
• Brake equipment.
• Door actuators.
• Control and measuring equipments.
• Pneumatic equipments
• Dampers and Springs
• Couplers/ Gangways

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Cross track equipped with bogie turntables have been provided for movement
between bays. 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.

iv) Pit Wheel Lathe

A separate building is planned for housing pit

wheel lathe (PWL) in the kasarvadavali
Depot which is 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.

v) Auxillary shed Cum Emergency Re-railing Shed

Since the workshop cum depot is designed optimally, it would not be wise to waste
its capacity in maintaining the other than
passenger Rolling Stock vehicles. Carrying
these vehicles to the inspection shed affects
the Rolling Stock maintenance as shunting is
also involved. Therefore, other vehicles like
emergency re-railing, rail cum road vehicle,
tower wagons, etc. may be housed and given
required inspection attention in a separate
shed called Auxiliary shed cum Emer. re-
railing bldg, for which 1 line have been provided in the main depot. However for the
heavy lifting needs, these vehicles may be taken to main workshop for required
attention.

vi) Car Delivery Area

The newly procured coaches, which are transported by road, 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. There should be enough space available

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for movement of heavy cranes for lifting of coaches. The unloading area should be
easily accessible for heavy duty hydraulic trailers.

vii) 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 six
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.

viii) Test Track

A test track of 1100m in Kasarvadavali Depot will be provided beside workshop. 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. In compliance to safety norms, the boundary of the track shall be
completely fenced to prevent unauthorized trespassing across or along the track.

ix) 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.

x) 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 cycle/scooter/car stand facility for
convenience of the train operating staff.

xi) 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.

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xii) 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.

xiii) Watch Towers

There shall be provision of adequate number of watch towers for the vigilance of
depot boundary.

xiv) Power Supply

An auxiliary substation of 2500 KVA capacity has been planned for catering to the
power supply requirement of the depot. Details of connected load, feeder may be
worked out during detailed designing stage.

xv) Standby Power Supply

The standby power supply is proposed through silent DG set of 2X320 KVA capacity to
supply all essential loads without over loading.

xvi) Compressed Air Supply

Silent type compressor units shall be suitably installed inside the depot 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.

xvii) 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 depot 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
underground reserves.

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xviii) Plant And Machinery

Plant and machinery proposed for the maintenance facilities in depot have been
listed in Annexure 14.2. Some of the major equipments used in the Maintenance
Depot are given in figure below:

Synchronised Pit Jacks Synchronized Mobile Jacks

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KASARVADAVALI DEPOT LAYOUT PLAN Annexure 14.1

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Annexure 14.2

LIST OF MAJOR PLANT & MACHINERY FOR KASARVADAVALI DEPOT

Sl no. PLANT & MACHINERY Depot

A. MATERIAL HANDLING
Travelling over head EOT cranes for workshop 25/5T 2
Travelling over head EOT cranes for inspection bay 1.5T 2
Travelling over head EOT cranes for ETU shed 5T 1
Jib crane for workshop 3 T 2
Synchronized pit jacks system for car lifting 2
Car body stands for keeping 6 car shells 24
Dummy bogies 6
Mobile lifting jacks-15T 1 set
Mobile lifting jacks 10T 1 set
Battery powered locomotive 1
OHE Inspection car 1
Road mobile Crane 5T cap 1
Fork lift truck 3T cap 1
Fork lift trucks 2T cap 1
Pallet trucks 4
TATA Truck 1
Scissors type lifting trolley - 2T capacity 2
Hydraulic trolleys - 2T capacity 2
B. Wheel shop
500T wheel press 1
Vertical boring m/c (Turret Lathe) 1
Multipurpose Wheel Lathe 1
Axle turning lathe 1
Axle UST inspection machine 2
Radial drill m/c 1
Induction Heater 1
Bearing Extractor 1
C. Bogie shop
Bosch Tank : Bogie wash/cleaning plant 1
Bogie static load testing m/c 1
Shock absorber testing m/c 1
Spring scragging &testing m/c 1
Magnacheck crack detector 1
Glowcheck crack detector 1
D. Rotating m/cs
Baking Oven 1
Dynamic balancing 1
Traction motor test console 1
Motor compressor test bench 1
Tan Delta testing instrument 1
E. Other m/cs

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Under floor Pit wheel lathe 1

Chip crusher and conveyor for pit wheel lathe 1
Automatic Washing plant for Metro cars. 1
High-pressure washing pump for front and rear end cleaning of cars. 1
Turn table for one car 1
Turntable for bogies 4
Driving Cab Simulator 1
Water de-mineralizing plant (Distillation plant) 2
Painting booth for separate parts 1
Floor cleaning machine 4
Welding equipments 5
Compressor 500Cfm 1
DG set 320 KVA 3
Battery charger 2
F. Machine shop
Guillotine Shearing m/c 1
Shearing, punching & cropping 1
Universal tool cutter & grinder 1
Vertical surface grinder 1
Centre lathe 2m bed 1
Centre lathe 1m bed 1
Radial drill m/c 1
G. Test Benches/Instruments
Brake test bench 2
SPM test bench 2
Door test bench 2
Inverter test bench 1
Other test benches (MCB, RMPU etc.) 1
Oscilloscope 1
H. Furniture/material storage/Small tools
Vertical storage system for DCOS store 1
Computer MMIS with LAN connectivity 1
Storage racks LS
Industrial furniture LS
Electric and pneumatic tools LS
Measuring and testing equipments LS
Tool kits LS
Mobile safety steps 10

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ENVIRONMENT AND SOCIAL IMPACT
ASSESSMENT
Detailed Project Report for Thane Metro Rail

15. ENVIRONMENTAL AND SOCIAL

IMPACT ASSESSMENT
15.1 EXISTING SCENARIO

The objective of Environmental Impact Assessment (EIA) is to ascertain the baseline

environmental conditions, assess the impacts as a result of the proposed project during
various phases of the project cycle and recommend measures to mitigate adverse
impacts due to the project. Environment includes water, land, air, ecology, noise and
socio – economic issues. The baseline data on above parameters has been collected
from desk research, secondary sources and field studies. Primary monitoring of air,
water, soil, noise and survey of flora was carried out in the Month of April 2018 and
socioeconomic survey was carried out in the month of June 2018.A scoping matrix was
formulated to identify the attributes likely to be affected due to the development of
proposed project and is presented in Table 15.1.

Table15.1:SCOPING MATRIX FOR THE PROJECT

ASPECT OF ENVIRONMENT LIKELY IMPACTS
A. Land Environment
Increased soil erosion
Construction Phase Pollution by construction spoils
Solid waste from worker colonies, construction sites
B. Water Resources & Water Quality
Water quality impacts due to disposal of wastewater from
Construction Phase worker camps and construction sites, spoils.
Depletion of groundwater resources
Drainage, Water requirement, and Disposal of waste
Operation Phase
water
C. Air Pollution
Impacts due to emissions generated by construction
machinery
Construction Phase
Fugitive emissions from construction machinery and
trucks
D. Noise Pollution
Noise due to operation of construction equipment
Construction Phase Noise due to vehicular movement
Noise due to DG sets
Noise from Metro operation
Operation Phase
Noise due to DG sets

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ASPECT OF ENVIRONMENT LIKELY IMPACTS

E. Ecology
Construction Phase Removal of vegetation cover/loss of biomass
F. Socio-Economics
Improved employment potential
Construction Phase
Pressure on existing infrastructure facilities
Operation Phase Increase in direct and indirect Employment Opportunities

Frequency of monitoring of environmental attributes for this EIA is presented in Table

15.2.

TABLE 15.2: ENVIRONMENTAL ATTRIBUTES AND FREQUENCY OF MONITORING

S. NO ATTRIBUTE PARAMETER FREQUENCY SOURCE
LAND ENVIRONMENT
Field studies/literature
1 Soil Soil Characteristics Once
review
2 Geology Geological History --- Literature review
3 Seismology Seismic Hazard --- Literature review
WATER ENVIRONMENT
Physical, Chemical and Field studies/literature
4 Water Quality One Season
Biological parameters review
AMBIENT ENVIRONMENT
24hrfor two
Ambient Air
5 PM2.5 , PM10, SO2,,NO2, CO days in one Field Studies
Quality
Season
Temperature, Relative Last five India Meteorological
6 Meteorology humidity, Rainfall, wind years/availabl Department/literatur
direction and speed e e review
24hrfor two
7 Noise Noise levels in dB (A) days in one Field studies
Season
SCIO-ECONOMIC
Socio-
Socio-economic Field Studies,
9 economic Once
characteristics Literature review.
aspects
ECOLOGY
Literature and Field
10 Ecology Flora & Fauna Once
observations

15.1.1 Land Environment

Physiography:Thane district extends between 18°42’ and 20° 20’ North latitude and
between 72° 37’and 73° 45’ East longitude. Nasik and Ahmednagar are located on East,
union territory of Dadra to its North, Pune to the south east, Raigad to the south and

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Mumbai metropolis to the south west of Thane district. The two main rivers flowing
through the district are the Ulhas and the Vaitarana. The Topographic map of the Thane
district is shown in Figure 15.1.

FIGURE 15.1: TOPOGRAPHICAL MAP OF THANE

Source:Thane, India elevation map

Geomorphology and Soils:Thane district forms part of western slope of Sahayadri hill
range. The soil has been classified into three broad categories based on the
characteristics and relationship with topographic set up.

(1) Soil of Coastal Lands with Residual Hills - These soils are slightly deep, poorly
drained, fine soils on gentle sloping land and very fine soil on sloping land. These soils
are calcareous and occur along the coast of Vasai, Palgarh and Dahanu.

(2) Lighter Colored soils - These soils are occurring on the undulating, elongated hills
and 5 intervening valleys. These are medium to deep grayish in color, poor in fertility,

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clayey to loamy in nature, shallow in depth and coarse in texture. These soils occur on
the eastern part of the district.

(3) Black Colored Soil- These soils occur on plains in the middle and eastern part of the
district along the valleys.

Soil sample was collected from five sampling locations listed in Table 15.3and shown on
Figure 15.5. Soil analysis results are given in Table 15.4.

TABLE 15.3: SAMPLING LOCATIONS FOR SOIL

S. No. Soil Sample Location Coordinates
1. Between Patlipada&Dongripada Metro 19 13’14.1816”N,72057’18.6480”E
0

Station
2. Upvan Lake 19011’21.8940”N,
72057’21.8844”E
3. Near Bakumnaka&Laxminagar Metro Station 19012’48.4452”N,
72054’39.5808”E
4. Raila Devi Talab 19014’53.5164”N,
72058’34.6008”E
5. Creek between Waghbil and Hiranandani 19015’58.8960”N,
road station 72058’37.0236”E

TABLE 15.4: RESULTS OF LABORATORY ANALYSIS OF SOIL SAMPLE

Sr. Parameters Unit SQ1 SQ2 SQ3 SQ4 SQ5
No.
1 Particle size
distribution
i. Sand % 86.4 90.3 96.6 85.9 95.5
ii. Slit % 7.6 5.9 1.4 7.9 1.0
iii. Clay % 6.0 3.8 2.0 6.2 3.5
2 Texture - Loamy Loamy Loamy Loamy Loamy
Sand Sand Sand Sand Sand
3 pH (1:10 - 6.8 7.2 7.4 6.6 7.3
suspension)
4 Electrical mS/cm 250 650 17810 655 30970
Conductivity
5 Calcium - 4240 6166 13929 5090 6917
6 Carbonates mg/kg BDL BDL BDL BDL BDL
7 Bicarbonate mg/kg 158 105 158 158 263
8 Total Phosphate mg/kg 28.5 9.4 8 16.7 9.3
9 Total Nitrogen Kg/ha 579 947 127 231 181
10 Sodium mg/kg 568 652 5732 806 8934
11 Potassium Kg/ha 188 840 833 836 414
12 Phosphorus Kg/ha 20.83 6.94 5.82 12.32 6.72

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13 Lead (Pb) mg/kg 24.3 31.4 24.2 31.5 11.6

14 Cadmium (Cd) mg/kg 589.8 628.0 8.0 907.9 8.3
15 Iron (Fe) mg/kg 45420 41710 14970 51980 25210
16 Nickel (Ni) mg/kg 127.5 211.0 70.1 304.3 93.9
17 Zinc (Zn) mg/kg 78.8 256.3 49.5 122.3 42.4
18 Manganese (Mn) mg/kg 1328 1096 328 2981 411
19 Copper (Cu) mg/kg 113.2 105.8 79.3 171.8 41.9
20 Mercury mg/kg BDL BDL BDL BDL BDL
21 Arsenic mg/kg BDL BDL BDL BDL BDL
22 Chloride mg/kg 146 11530 10612 49 9724
23 Magnesium mg/kg 1193.3 535 1293.1 2156.8 1691.8
24 Organic Carbon % 0.67 0.66 0.34 0.60 0.30
25 Boron mg/kg 0.38 0.53 0.86 <0.05 0.56
26 Water Soluble mg/kg 51.4 1890.8 1828.1 33.7 27.0
Sulphate
27 Sulphur mg/kg 17.2 630.3 609.4 11.2 9.0
28 Molybdenum mg/kg BDL BDL BDL BDL BDL
29 Organic Matter mg/kg 11.6 11.4 5.9 10.4 5.3
30 Orthophosphate mg/kg 28.5 9.4 8.0 16.7 9.3
SQ1: Between Patlipada&Dongripada Metro Station, SQ2: Upvan Lake, SQ3: Near Bakumnaka&Laxminagar Metro
Station, SQ4: Raila Devi Talab, SQ5: Creek between Waghbil and Hiranandani road station

Soil samples were analyzed for Texture, pH, Electrical Conductivity (EC), Organic Carbon,
Available Nitrogen (N), Available Phosphorus (P2O5), Available Potassium (K2O),
Available Sulphur, Available Iron, Available Manganese, Available Zinc, Available Copper,
Available Boron, and Available Molybdenum. The soils of the proposed project were
mostly sandy in texture with the sand content more than 85 percent. The pH value of
study areas varied from 6.6 to 7.4 with an average 7.1.It was observed that the soil
reaction was Neutral in nature.Electrical Conductivity of the soils varied from 250 to
30970mS/cm with an average 10067 mScm. The organic carbon content of the soils
varied from 0.30-0.60 with an average of 0.50 percent. Total Available nitrogen status
varied from 127-947 with an average of 413 kg/ha. The maximum available nitrogen 947
kg/ha was found in sample location No SQ2 while minimum 127 kg/ha observed in
sample location No SQ3.On the basis of the rating suggested by Subbiah and Ashija
(1956) approximately 85 % of the soil samples were rated in low range (< 280 kg/ha).
Plant available phosphorus contents in soils of project site varied from 5.82 to 20.83
kg/ha with an average value of 10.53 kg/ha. According to soil fertility index suggested by
Muhar et al. (1963) all samples were found in higher range (medium range 10-24 kg/ha,
high range > 24 kg/ha). The type of phosphorus ions present in soil solution depends on
soil ph. In soils having neutral to slightly alkaline pH, the HPO4‾ ion is the most common

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form. Potassium content in soil ranges from 188-840 kg/ha with an average of 622.2
kg/ha. According to Muhar et al. (1963) potassium was categorized as K2O in low < 140
kg/ha , medium 140-280 kg/ha and high > 280 kg/ha.The K is relatively abundant in the
earth's crust; most of it is not accessible to plant.The water soluble sulphur status varied
from 9.0 -630 with an average value 255.4 mg/kg. Keeping this fact in view the soil
under may be classified as deficient <10 ppm, medium 10-20 ppm and sufficient > 20
ppm category as per the categorization given by Hariram and Dwevedi (1994). According
to these categories all the soil samples were found under higher fertility gradient. The
available zinc varied from 42.40-256.30 mg/kgwith the mean value of 105.9 mg/kg. Only
zero percent were found in deficient range, by considering 0.6 mg/kg as the critical
limits of zinc suggested by Takkar and Man (1975).Available Fe content in the soil
ranged from 14970-51980 mg/kg with mean value of 35858 mg/kg. 100 percent samples
was found in sufficient amount of available Fe considering 4.5 mg/kg as a critical limit
suggested by Lindsay and Norvell (1978).Available Mn studied in soils varied from 328-
2981 mg/kg1with mean value of 1228.8 mg/kg. Considering 1.0 mg/kg as a critical limit
for Mn deficiency (Lindsay and Norvell 1978), all samples were found in sufficient
quantity. Available copper content ranged from 41.9-171.8 mg/kgwith mean value of
102.4 mg/kg. Zero percent soil samples were found in deficient range, by considering
0.2 mg/kgas critical limit for copper deficiency (Lindsay and Norvell 1978). 100
percentwere found in sufficient range. Results show that boron content in soils of study
area varied from 0.4-0.9 mg/kgwith an average of 0.6 mg/kg. These data suggest that
availability of boron in soil is high as per critical limit <0.5 mg/kg (Katya and Rattan
2003).

Geology and Minerals: Thane district is divided into highland forming Sahyadri towards
the eastern and western low lying sea shore. A major part of district is covered with
basalt lava flows generally called as Deccan trap. Small area of the district is covered by
the Alluvium, beach sand, coastal, laterites, trachytes and rhyolite. Thane district is rich
in bauxite, granite, and clay. The geological & mineral map of Maharashtra is shown in
Figure 15.3.

Landuse: The land use distribution is given in Table 15.5. Total developed area in the
Thane District accounts to about 47.3 percent of the entire area.

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TABLE 15.5: AREA COVERED UNDER EXISTING LAND USES

S. No. Land use Class Area Percent of Total
(hectare) area
1 Area under Residential Zone 2665.61 20.8
2 Area under Industrial Zone 1254.00 9.8
3 Area under Reservation 1267.65 9.9
4 Area under Road 742.97 5.8
5 Defence Area 122.00 1
6 Forest Area 3560.00 27.8
7 Green Zone Area 3211.77 25
8 Total 12823.00 100
Source:http://thanecity.gov.in/uploadpdf/5-NURM-CDP-3-41345638666.pdf

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FIGURE 15.2: WATER AND SOIL SAMPLING LOCATION MAP

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FIGURE 15.3: GEOLOGICAL MAP OF MAHARASTHRA SHOWING THE PROJECT AREA

PROJECT SITE

Source: geological survey of India

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Seismicity:Thane lies in the seismic Zone III, moderate as per IS: 1893-2002 (BIS,
2002)and corresponds to
MSK intensity VII. Seismic FIGURE 15.4: SEISMICITY MAP OF INDIA
zoning map of India is shown
in Figure 15.4.

15.1.2 Water Environment

Hydro-geological
Characteristics: Deccan trap
Basalt of Upper Cretaceous
to Lower Eocene age is the
major rock type covering
about 80% of the district,
coastal alluvium is other
formation occurring only in
western end of the district.

Deccan Trap:Ground water

mostly occurs in the
weathered and fractured
parts down to 10-15m
depth. Intensity of
weathering is less in hilly region as seen in the eastern part of the district while it is
higher in plain area. The yield of dug wells tapping phreatic aquifer ranges between 18
to 152cum/day, which have 5-12m depth range.

Alluvium: These are developed in the western part of the area along the coast and river
courses and are lacustrine in nature. Along the coast, alluvium consists of clayey and
mud deposits. The quality of water is slightly brackish and pumping from this formation
has to be restricted to prevent ingress of seawater. The alluvium constitutes the
potential aquifer in the area.

According to CGWB report for Thane district pre-monsoon (May 2012) depth to water
level is 0.50 to 14.60m bgl and post-monsoon (Nov 2012) depth to water level is 1.20to
6.90m bgl.In major part of the district mean water level is less than 2m bgl. 2 to 5 m bgl
is observed in the north western part around Palghar, Dahanu, Talasari and Pansipada
and also in the form of isolated patches in the, central part of the district. The

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deeper, mean water level of more than 5 m bgl is observed as isolated patches in
northern part.

Drainage and Water Resources:The two Mains Rivers flowing through the district are
the Ulhas and the Vaitarna.The Ulhas originates from the north of Tungarli near
Lonawala and meets the Arabian sea at Vasai creek. The river has many tributaries; two
important of them (within the boundaries of this district) are Barvi and Bhatra.
Vaitarnarises in the Triambak hills in Nashik district. The River enters the Arabian Sea
through a wide estuary off Arnala. It has a number of tributaries; the most important of
them are Pinjal, Surya Daherja and Tansa.

Water Quality

In order to assess the baseline water quality status of the study area, water samples
were collected along the corridor in the project area at 5 representative locations. The
sample locations from which water samples were collected are shown in Figure 15.2
and details of water sample locations are given in Table 15.6. The samples were
analyzed for physical and chemical constituents for the purpose of domestic and
irrigation use. The results of water analysis are compared with CPHEEO manual for
Drinking Water Specifications and IS 10500:2012. The results of analysis are presented
in Table 15.7.

TABLE 15.6: WATER QUALITY MONITORING LOCATIONS

S. Water Sample Location Type Coordinates
No.
1. Upvan lake Surface 19013’14.1816”N72057’18.6480”E
water
2. RailadeviTalab Surface 19011’21.8940”N72057’21.8844”E
water
3. Ulhas River Near to Surface 19012’48.4452”N72059’39.5808”E
Balkumnaka&Laxminagar water
Metro station
4. Patlipada&Dongripada Ground 19014’53.5164”N
Metro station water 72058’34.6008”E
5. Vasai Creek Wagbil and Creek 19015’58.8960”N
Hiranandanai Road 72059’23.0236”E
railway station

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TABLE 15.7: PHYSICO-CHEMICAL ANALYSIS OF WATER SAMPLES IN PROJECT AREA

Sr. No. Parameters Unit SW1 SW2 SW3 GW1 SW4

1 pH – 8.4 7.5 6.6 7.1 6.9

Total Dissolved
2 mg/lit 185 292 26453 384 26444
Solids
Total Suspended
3 mg/lit 3 27 232 BDL 413
Solids
4 Total Alkalinity mg/lit 97 152 148 249 158
5 Total Hardness mg/lit 103 175 4512 297 4230
6 Dissolved Oxygen mg/lit 5.6 5.8 2.3 4.6 6.4
7 COD mg/lit BDL 32 302 BDL 334
8 BOD mg/lit BDL BDL 48 BDL 56
9 Chloride mg/lit 25.4 31.3 12866.0 63.6 12426.0
10 Sulphate mg/lit 3.8 41.6 1199.0 35.6 1178.0
11 Fluoride mg/lit 0.11 0.15 1.35 0.20 1.00
Phosphate
12 mg/lit BDL BDL 3.75 BDL 1.64
(Phosphorus)
Phenolic
13 mg/lit BDL 0.64 BDL BDL BDL
Compounds
14 Sodium mg/lit 10.13 25.76 6358.00 35.42 7439.00
15 Potassium mg/lit BDL 0.25 238.60 BDL 254.40
16 Iron mg/lit 0.037 0.560 1.410 BDL 4.820
17 Magnesium mg/lit 9.48 18.49 676.8 23.46 857.3
18 Manganese mg/lit 0.05 0.55 0.22 0.27 0.40
19 Mercury mg/lit BDL BDL BDL BDL BDL
20 Cadmium mg/lit BDL BDL 0.048 BDL 0.052
21 Arsenic mg/lit BDL BDL BDL BDL BDL
22 Lead mg/lit BDL BDL 0.416 BDL 0.463
23 Zinc mg/lit BDL BDL 0.047 0.063 0.060
24 Aluminium mg/lit BDL BDL BDL BDL 8.4
25 Nitrate mg/lit BDL BDL 0.14 0.22 0.35
26 Nickel mg/lit <0.01 0.25 <0.01 0.24 1.03
27 Copper mg/lit BDL BDL 0.042 BDL 0.066
Total Chromium (as
28 mg/lit BDL BDL BDL BDL BDL
Cr)
29 Calcium mg/lit 63.9 39.1 676.8 79.7 658.0
30 Total Coliform Nos./100ml 920 >1600 >1600 4 >1600
31 Phytoplanktons nos/ml 4 178 4 4 156

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32 Zooplanktons nos/ml 240 60 50 70 80

33
Benthos

i) Population no/m2 31 28 34 32 27
ii) Total Groups No 2 3 3 3 3

SW1:Upvan lake, SW2: Railadevi Talab, SW3: Ulhas River Near to Balkumnaka & Laxminagar Metro station, GW1:
Patlipada&Dongripada Metro station, SW4: Vasai Creek Wagbil and Hiranandanai Road railway station

Ground Water:

Physical Parameters: pH levels of the ground water sample that was collected near to
Patlipada & Dongripada Metro station were detected within the acceptable limit.

Total Dissolved solids: TDS in ground water sample was within the acceptable limit but it
is on higher side. Reverse osmosis process is recommended.

Hardness: As per IS 10500:2012 water having the hardness 200 mg/l are acceptable for
drinking purpose. The ground water sample near Patlipada station has hardness 297
mg/l which falls under the permissible limit. However ion exchange process & lime soda
ash softening is recommended.

Calcium &magnesium:Calcium was found to be exceeding the acceptable limit but it is

within the permissible limit. Magnesium concentration is within the acceptable limit.
Lime soda ash softening recommended that will remove the calcium hardness.

Others: Fluoride content is within the limit so no action is recommended. Alkalinity is

249mg/l but within the permissible limit. Nitrate, Chloride, Sulphate, Aluminium,
Arsenic, Copper, Nickle, Zinc, Iron, Manganese, Phenolic compound, Chemical Oxygen
Demand, BOD, Lead, mercury, cadmium was observed below the acceptable limit.
Coliform was detected that shows the human and faecal contamination.

Surface water:Results for locationsSW1, SW2 and SW3 have been compared with the
CPCB surface water quality criteria. Comparing the values of pH, DO, BOD and total coli
form with ‘Use based classification of surface waters’ published by Central Pollution
Control Board; it can be seen that the analysed surface waters is of class ‘D’ and
can be used for propagation of Wild life and Fisheries. Bacteriological examination of
surface water indicates the presence of total coliforms, which may be due to human
activities.

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The location of SW4 lies in the estuary, hence the results have been compared with IS-
7967-1976 (reaffirmed-2014) criteria for controlling pollution of marine coastal area in
terms of pH, DO, BOD, Coli forms, Heavy metals. It can be seen that the analysed creek
water is not suitable for any usage as specified by the CPCB.

15.1.3 Meteorology and Air Environment

Climate and Rainfall: The Project site lies in Thane district of Maharashtra, falls under
the tropical wet climate classification. The cold season is from December to February,
followed by summer from March to June. The southwest monsoon season is from June
to September. October and November months constitute the post-monsoon season.
Average monthly rainfall data of Santacruz station was collected from IMD for the
periods 2012-2017 and is reportedin Figure 15.5.In last five year maximum average
monthly rainfall (1469mm) was recorded in July 2014. During months of January to May
zero rainfall was recorded.

FIGURE 15.5: MONTHLY AVERAGE RAINFALL (2012-2017)(mm)

2000
Rainfall in (mm)

1500 2012
1000 2013
500 2014
0
2015
2016

Months 2017

Source: IMD data, 2012-2017

Humidity:Monthly variation of Humidity data has been collected from the SantacruzIMD
station has been given in the Figure 15.6. Summer months forms the driest part of the
year when relative humidity is low, particularly in April and May. The climate is highly
humid in monsoon, particularly in June and July. The average relative humidity in
monsoon months goes as high as 127percent.

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FIGURE 15.6: MONTHLY AVERAGE RELATIVE HUMIDITY (PERCENT)

Source: IMD data, 2012-2017

Temperature: Monthly variation in temperature data has been collected from the
Santacruz station from 2012-2017 has been reported in Figure 15.7. It is clear from
figure that May is the hottest month of the year with mean daily maximum temperature
of about 34.890C. With the onset of monsoon, temperature decreases appreciably in
June but remains steady thereafter till September. The climate becomes cool in
December and continues up to February. December and January are the coldest months
of the year.

FIGURE 15.7: MONTHLY AVERAGE TEMPERATURE (OC)

40
35
30
temp in Ċ

25 2012
20 2013
15
2014
10
5 2015
0 2016
JULY

SEPT
FEB

DEC
NOV
APRIL
JAN

MARCH

OCT
MAY

JUNE

AUG

2017

Months

Source: IMD data, 2012-2017

The wind rose diagram for the Santacruz station were collected from the IMD stationare
shown in Figure 15.8and 15.9.It was observed that in morning 9% of the time wind was
blowing from West(westerly) during the 1971-2000 Period. During evening wind blows
from the north-west 32% of the time. Average wind speed was 4.5-7m/s and calm
condition was 42% and 2% during the 8AM and 5PM respectively.

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FIGURE 15.8: WIND ROSE DIAGRAM (03Hr) FIGURE 15.9: WIND ROSE DIAGRAM (14 Hr)

Air Quality:Locations for ambient air quality monitoring was selected primarily on the
basis of surface influence, demographic influence and meteorological influence. The
technique used for sampling and analysis of pollutants is summarized below in Table
15.9.

TABLE 15.8: MONITORING PARAMETERS, ANALYTICAL METHOD, CODE OF PRACTICE AND

DETECTABLE LIMITS
S. Parameter Technique Code of practice Min. Detection
No. Limit
1 PM10 Gravimetric IS-5182 (PART-23):2006 10 µg/m3
2 PM2.5 & CPCB Guidelines 5 µg/m3
3 Sulphur Dioxide Improved West and IS-5182 (Part-II):2001 & 6.5 µg/m3
Gaeke CPCB Guidelines
4 Nitrogen Dioxide Modified Jacob IS-5182 (Part-VI): 2006 4 µg/m3
&Hochheiser & CPCB Guidelines
5 Carbon Non Dispersive Infra- IS: 5182 (Part-X) & CPCB 0.01 mg/m3
Monoxide (CO) Red (NDIR) Guidelines
spectroscopy

Total six monitoring stations were selected which aregiven below in Table 15.10and
locations map for air monitoring stations is given below in Figure 15.10. The monitoring
parameters included Particulate matter, Sulphur dioxide, Nitrogen dioxide, Carbon
monoxide for twice in a week.

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TABLE 15.9: AIR MONITORING LOCATIONS

S.No. Locations Location Name Coordinates
1. AAQ1 Upvan Lake 19 13’13.9044”N, 72057’14.9868”E
0

2. AAQ2 Kopri 19010’54.8544”N, 72057’51.5628”E

3. AAQ3 Balkum Naka 19012’57.3624”N, 72059’29.2580”E
4. AAQ4 Manorama Nagar 19014’4.3476”N, 72058’58.6704”E
5. AAQ5 Waqhbil 19015’58.8960”N, 72058’37.0236”E
6. AAQ6 Patlipada 19014’53.5164”N,72058’34.6008”E

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FIGURE 15.10: AIR MONITORING LOCATION MAP

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TABLE 15.10: AMBIENT AIR QUALITY STATUS

S. No. Parameters Locations Concentration of Pollution(g/m3)
th
Minimum Maximum Average 98 CPCB
percentile standards
g/m3
1. Particulate AAQ1 58.6 73.7 66.15 73.40 100
matter AAQ2 60.5 68.6 64.55 68.44
(PM10) AAQ3 69.1 86.5 77.80 86.15
AAQ4 71.4 73.9 72.65 73.85
AAQ5 56.5 62.8 59.65 62.67
AAQ6 63.1 65.4 64.25 65.35
2. Particulate AAQ1 18.2 28.2 23.20 28.00
Matter AAQ2 18.2 26.9 22.55 26.73 60
(PM2.5) AAQ3 23.0 38.2 30.60 37.90
AAQ4 25.2 29.9 27.55 29.81
AAQ5 19.5 20.8 20.15 20.77
AAQ6 23.9 24.3 24.10 24.29
3. Sulphur AAQ1 8.6 13.0 10.80 12.91 80
Dioxide AAQ2 7.7 10.4 9.05 10.35
(SO2) AAQ3 8.1 13.5 10.80 13.39
AAQ4 11.6 12.3 11.95 12.29
AAQ5 12.9 14.0 13.45 13.98
AAQ6 11.5 13.2 12.35 13.17
4. Nitrogen AAQ1 12.0 16.8 14.40 16.70 80
Dioxide AAQ2 10.0 15.5 12.75 15.39
(NO2) AAQ3 10.1 20.0 15.05 19.80
AAQ4 16.2 16.5 16.35 16.49
AAQ5 16.5 18.3 17.40 18.26
AAQ6 16.0 16.9 16.45 16.88
5. Carbon AAQ1 0.26 0.63 0.478 0.628 4#
Monoxide AAQ2 0.28 0.64 0.507 0.638
(CO)* AAQ3 0.25 0.65 0.460 0.641
AAQ4 0.32 0.74 0.528 0.730
AAQ5 0.31 0.65 0.502 0.649
AAQ6 0.29 0.69 0.530 0.683
* Note: The 98th percentile is calculated statistically only to compare with NAAQS standards of short term values.
# Carbon monoxide values are reported in mg/m3

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Particulate Matter (PM10 and PM2.5) FIGURE 15.11: PM10 CONCENTRATION IN THE STUDY
PM10 concentration observed during
the period ranged from in 56.5g/m3
to 86.5g/m3. Maximum
concentration was recorded at AAQ3
(Balkum Naka). The 98th percentile
PM10 values were observed less than
the prescribed NAAQS of 100 g/m3
at all location.The Graphical FIGURE 15.12: PM2.5 CONCENTRATION IN THE STUDY
representation of PM10 concentration
is shown in Figure 15.11

PM2.5 concentration observed during

the period ranged from in 18.2 g/m3
to 38.2 g/m3. Maximum
concentration was recorded at AAQ3
(Balkum Naka). The 98th percentile FIGURE 15.13: SO2 CONCENTRATION IN THE STUDY
PM2.5 values were observed less than
the prescribed NAAQS of 60 g/m3 at
all location.The Graphical
representation of PM2.5
concentration is shown in Figure
15.12.

Gaseous Pollutant (SO2, NO2, CO)

Average SO2 concentration at all six locations ranged from 9.05 g/m3 to 13.45 g/m3.
Maximum concentration was FIGURE 15.14: NO2 CONCENTRATION IN THE STUDY
observed at AAQ3 (Balkum Naka).
98th percentile values for all six
locations are lower than the
prescribed limit of 80g/m3. The
Graphical representation of SO2
concentration is shown in Figure
15.13

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Average NO2 concentration at all six FIGURE 15.15: CO CONCENTRATION IN THE STUDY
locationsranged from 12.75 g/m3 to
17.40g/m3. 98th percentile values
for all location are quite lower than
the NAAQS prescribed limit of
80g/m3. The Graphical
representation of NO2 concentration is
shown in Figure 15.14

Average CO concentration at all six locations ranged from 0.460 mg/m 3 to 0.730 mg/m3.
98th percentile values for all location are quite lower than the NAAQS prescribed limit of
4 mg/m3. The Graphical representation of CO concentration is shown in Figure 15.15.
From the above discussion it can be interfered that the ambient air quality is
satisfactory with respect to all pollutants.

15.1.4 Noise Environment

The noise quality was monitored at six locations across the study area. Noise level was
recorded for 24 hours for two days in April 2018 at hourly interval during
morning;afternoon and evening such that peak and off peak hours are covered. Noise
monitoring locations are given in Table 15.11 and geographical locations are shown
inFigure 15.16. The summarized results of noise level as Leq, L10, L50, L90, Lday, Lnight, LDN,
LMAX and LMINare given in Table 15.13.

TABLE 15.11: NOISE MONITORING LOCATIONS

S.No. Location Location Coordinates Distance Zone
Name (m) &
Direction
1. NQ1 Upvan 34 , SE Silence
19013’13.9044”N, 72057’14.9868”E
Lake
2. NQ2 Kopri 19010’54.8544”N, 72057’51.5628”E 113, NW Silence
3. NQ3 Balkum 226, NW Residential
19012’57.3624”N, 72059’29.2580”E
Naka
4. NQ4 Manorama 102, W Residential
19014’4.3476”N, 72058’58.6704”E
Nagar
5. NQ5 Waqhbil 19015’58.8960”N, 72058’37.0236”E 266, NW Residential
6. NQ6 Patlipada 19014’53.5164”N,72058’34.6008”E 97, E Residential

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Ministry of Environment & Forests (MoEF) has notified the noise standards vide. Gazette
notification dated February 14, 2000 for different zones under the Environment
Protection Act (1986). These standards are given in Table 15.12.

TABLE 15.12: AMBIENT NOISE STANDARDS

Limits in dB (A) Leq
Area Code Category of Area
Day time* Night time
A Industrial area 75 70
B Commercial area 65 55
C Residential area 55 45
D Silence Zone** 50 40
Source: CPCB guideline (as per The Noise Pollution (Regulation and Control) Rules, 2000)

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FIGURE 15.16: NOISE MONITORING STATIONS

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TABLE 15.13: AMBIENT NOISE LEVEL MONITORING RESULT in dB(A)

S.No. Monitoring Date Leq(24 L10 L50 L90 Lmax Lmin Lday Lnight LDN
Location Hrs) (24 (24

Hrs) Hrs)

1. NQ1 23.04.2018 73.3 75.9 73.3 72.1 76.4 69.3 73.6 74.4 77.2

24.04.2018 72.6 77.6 72.5 68.6 83.7 66.4 73.8 77.5 78.4

2. NQ2 23.04.2018 69.6 72.5 69.6 68.2 73 64.3 70.4 69.7 73.5

24.04.2018 70.8 75.5 70.7 64.5 77.2 64 71.5 72.7 75.2

3. NQ3 23.04.2018 64.6 71.4 64.5 53 95.8 50.4 83.9 57.1 78.3

24.04.2018 62.9 74 62.8 52.3 91 47.4 79.9 56.2 75.3

4. NQ4 23.04.2018 76.8 87.7 76.7 67.3 95.1 62.1 85.9 72.5 84.8

24.04.2018 75.9 86.3 75.8 67.9 99.9 60.8 89.2 75.1 87.8

5. NQ5 23.04.2018 64.8 67 64.7 57.7 68.4 56.0 64.7 64.6 68.0

24.04.2018 60.9 70.2 60.8 57.1 72.6 53.2 66.4 64.4 69.1

6. NQ6 23.04.2018 62.5 64.8 62.5 60.9 72.3 58.8 64.7 62.2 67.2

24.04.2018 62.6 68.5 62.5 58.6 68.8 55.3 65.1 63.8 68

NQ 1: Upvan Lake, NQ 2: Kopri, NQ 3: Balkum Naka, NQ 4: Manorama Nagar, NQ5: Waqhbil, NQ 6:

Patlipada

The noise levels were compared with the ambient air quality standard in respect of
Noise. Residential Area: The equivalent noise level ranged between 60.9 dB(A)
(Waqhbil) to 76.8 dB(A) (Manorama Nagar). It was observed that noise levels during day
and night time in the residential area are quite high at all locations. Silence area: The
ambient noise levels in the silence area are exceeding the permissible limit.

15.1.5 Ecological Environment

An ecological study was conducted along the corridor during 26th May 2018 and 27th
May 2018. For ecological study 10 m RoW, stations and depot was considered as core
zone and 15 km area around the project as buffer zone. Primary data was collected for
core zone through field survey. Secondary data was collected for buffer zone.

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Forest cover

The vegetation of the area ranges from littoral forests to western sub-tropical hill
forests and as per the revised classification of Indian Forest Types by Champion and
Seth, the National Park has Southern Tropical Moist Mixed Deciduous Forest and
Western Sub Tropical Hill Forest and some of the tree species are Tectonagrandis,
Terminaliatomentosa, Acacia catechu, Adina cordifolia, Mitragynaparviflora,
Pterocarpusmarsupium. Alignment is passing through Sanjay Gandhi National Park.
Tungareswar National Park and Flamingo Sanctuary are located within 15 km from the
project.

A. Flora

Core Zone: The tree species observed are listed in the Table 15.14. Total number of
trees that need to be transplanted and felled will be 411 and 251 respectively. The
inventory of trees in the corridor likely to be felled has been prepared and summarized
in the Table 15.16. Estimated cost of compensatory afforestation is included in the
Environmental Management Plan (EMP).

TABLE 15.14: TREE SPECIES IN CORE ZONE

S. No. BOTANICAL NAME COMMON NAME LOCAL NAME
1. Mangiferaindica Mango Amba
2. Alstoniascholaris Devils tree Satvin
3. Azadirachtaindica Neem Neem
4. Ficusglomerata Umbar Umbar
5. Ficusreligiosa Peepal Pimpal
6. Borassusflaberiformis Tad Tad
7. Samaniasaman Indian rain tree -
8. Terminaliacatapa Badam Badam
9. Neolamarckiacadamba Kadam Kadam
10. Polyalthialongifolia Asoka Khotaasok

Buffer Zone: The main tree species found in the buffer zone are listed in Table 15.15

TABLE 15.15: TREE SPECIES IN BUFFER ZONE

S. No BOTANICAL NAME Common Name Local name
1 Adina cordifolia Haldu, Karma Haldu
2 Acacia catechu Black catechu Khair
3 Bombaxmalabaricum Red silk cotton Sawar
4 Borassusflabellifer Toddy Palm Tad

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S. No BOTANICAL NAME Common Name Local name

5 Bauhinia racemosa Bidi leaf tree Apta
6 Brideliaretusa Spinous Kino tree Asana
7 Buteamonosperma Bastard teak Palas
8 Cordiamyxa Assyrian plum Bhokar
10 Careyaarborea Kumbha Kumbh
11 Erythriniaindica Indian coral tree Pangara
12 Ficusarnottiana Indian Rock Fig Payar
13 Ficusglornerata Cluster Fig tree Umbar
14 Garugapinnata Grey Down Balsam Kakad
15 Grewiatiliaefolia Dhaman Dhaman
16 Holopteleaintegrifolia Indian Elm Vavla
17 Lanneagrandis Indian Ash Tree Shemat
18 Holarrhenaantidysenterica Indrajao Kuda
19 Pongamiapinnata Indian Beech Karanj
20 Saccopetalumtomentosum Hoom Humb
21 Schleicheraoleosa Kusum Kusum
22 Terminaliabellerica Bahera Behada
23 Tectonagrandis Teak Sagwan
24 Zizyphusjujuba Jujube Bor

The inventory of trees in the corridors likely to be felled has been prepared and
summarized in the Table 15.16. Total number of trees that need to be transplant and
felled will be 411 and 251 respectively. Estimated cost of compensatory afforestation is
included in the Environmental Management Plan (EMP).

TABLE 15.16: SUMMARY OF ENUMERATION OF AFFECTED TREES IN CORE ZONE

SR NO CHAINAGE/LOCATION Total Tree Number Trees Fit for Trees Not fit for
in RoW transplantation transplantation
of 10m,station box (to be felled)
and depot
1. NEW THANE ST 70 50 20
2. RAMP 77 57 20
3. RAMP-MODELLA CHOWK 0 0 0
4. MODELLA CHOWK ST 0 0 0
5. WAGHALE CIRCLE 14 10 04
6. WAGHALE CIRCLE ST
7. LOKAMANYA NAGAR 8 06 02
8. LOKAMANYA NAGAR ST 0
9. POKHARAN ROAD 26 20 06

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10. POKHARAN ROAD ST 0

11. NILAKANTH TERMINAL 18 10 08
12. NILAKANTH TERMINAL ST 01 0 01
13. GANDHI NAGAR 01 0 01
14. GANDHI NAGAR ST 0 0 0
15. KASHINATH GHANEKAR 30 20 10
NATYAGRUHA
16. KASHINATH GHANEKAR 05 03 02
NATYAGRUHA ST
17. PATLIPADA 17 12 05
18. PATLIPADA ST 22 15 07
19. DONGARIPADA 74 30 44
20. DONGARIPADA ST 10 07 03
21. VIJAY NAGARI 19 15 04
22. VIJAY NAGARI ST 22 17 05
23. WAGHBIL 47 30 17
24. WAGHBIL ST 02 - 02
25. WATER FRONT TCS 0 - -
26. WATER FRONT TCS ST 0 - -
27. NEW BRAHMAND 05 04 01
28. NEW BRAHMAND ST 01 - 01
29. AZAD NAGAR BUS STAND 25 20 05
30. AZAD NAGAR BUS STAND ST 11 05 06
31. MANORAMA NAGAR 28 20 08
32. MANORAMA NAGAR ST 0 - -
33. KOLSHET INDUSTRIAL AREA 57 30 27
34. KOLSHET INDUSTRIAL AREA 0 - -
ST
35. BALKUM NAKA 32 20 12
36. BALKUM NAKA ST 01 - 01
37. BALKUMPADA 0 - -
38. BALKUMPADA ST 0 0 0
39. SAKET 05 03 02
40. SAKET ST 0
41. SHIWAJI CHOWK 10 07 03
42. SHIWAJI CHOWK ST 0 0 0
43. UP RAMP 0 0 0
44. RAMP 02 - 02
45. THANE JUNCTION ST 07 0 07
46. UP TO KASARWADALI DEPOT 15 - 15

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47. DEPOT AT KASARWADALI 0 - -

48. TOTAL 662 411 251

B. Fauna

Fauna were studied through secondary data in core zone and buffer zone. Fauna and
avifauna species are listed in Table 15.17.

TABLE 15.17: FAUNA IN STUDY AREA

S. Animal Forest Area
No. Species Tulsi KrishanagiriUppavan Yeur Tungraeshwar
1. Bibat 05 - 04 01
2. Sambhar 20 - 07 -
3. Chittal 274 14 07 -
4. Bhekar 03 - - -
5. Maakad 28 07 65 11
6. Langoor 62 06 - 12
7. Batbaankul 19 - 24 17
8. Wild pig 03 - 07 04
9. Junglimurgaa 07 - 02 06
10. Mangooss 02 01 09 06
11. Cat - - 05 01
12. Owl - 01 - 05
13. Rabbit - - 03 -
14. Peacock 03 - - 02
15. Snake - - - 01

Bats: Seven species of Bats have been recorded in the area.

Avifauna: Five endangered birds species namely the Peafowl ( Pavocristatus), Osprey
(Pandionhaliaetus), white bellied sea eagle (haliaetusleucoquaster) , Hawks (Accitridae)
and large Falcons (Falco peregrines, Falco biarmicus and Falco chicuera) are found in this
area. The cormorant is a common bird of the area. The nocturnal birds include the Barn
owl, the great Horned Owl, barred Jungle owlet and the spotted owlet

Reptiles: In Sanjay Gandhi National Park there are thirty eight species of reptiles of
which seven are endangered.Crocodiluspalustris, Python molurus, Najanaja,
Ptyasmucosus,ViperarusselliSchedule –Ispecies are found inside the park.

Amphibia: Tree frogs, Bulll frog, Common toad, Fungoid frogs are seen in this area.

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Mammals:Nearly 43 species of mammals are seen in Sanjay Gandhi National Park. Out
of these 8 are endangered species and have been included in Schedule –I and Schedule-
II. These are as follows: Leopard pardus, Felisrubiginosa, Felischaus, Viverriculaindica,
Padoxurus hermaphrodites, Canisaureus, Tetracusquadricornis, Tragulusmeminna.

C. Protected area

The proposed alignment passes along the existing Development Plan Road and outside
the compound wall of Sanjay Gandhi National Park at various locations.

1. Near Dongripada Station ( ch: 10728.923- 11177.940, 11500-11900), Near

Lokmanyanagar Bus depot (ch: 3803.497-4167.072).
2. Near Pokharan Road no. 1 station to Nilkanth Terminal (ch:5667.849-6523.323).

Eco-sensitive sites within buffer zone are listed in Table 15.18.

TABLE 15.18: ECOSENSISTIVE AREAS WITHIN 15 km AROUND PROJECT

S. No. Eco sensitive sites
1. Thane Creek Flamingo Sanctuary
2. Kanjur Mangroves
3. Tungreshwar National Park
4. Sanjay Gandhi National Park
5. RF
D. Mangroves

The mangrove forest in the District belong to the group “Littoral and swamp Forest”.
The mangrove forest consists mostly of evergreen trees and shrubs belonging to several
unrelated families and share similar habitat preferences and a similar physiognomy. In
the area, lower salinity species of mangroves are Rhizophoraapiculata,
Avicenniaofficinalis and Kandeliarheedi.

The proposed alignment passes along the existing and proposed Development Plan
Road adjacent to the mangroves. Avicenniamarina also known as Grey Mangrove are
predominant in the study area. It is also categorised as tree belonging to family
Avicenniaceae.

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E. Coastal Regulation Zone (CRZ)

Ministry issued CRZ notification on January 6, 2011 as there were several

amendments to CRZ notification 1991. CRZ definition is widened in 2011
notification to include the land area from HTL to 500 m on the landward side along
the sea front as well as the land area between HTL to 100 m or width of the creek,
whichever is less on the landward side along tidal influenced water bodies
connected to the sea. CRZ is classified asfollowing four zones:

1. CRZ I- ecologically sensitive areas such as mangroves, coral reefs, salt marshes,
turtlenesting ground and the inter-tidal zone

2. CRZ II- areas close to the shoreline and areas which have been developed.

3. CRZ III- Coastal areas that are not substantially built up, including rural coastal areas.

4. CRZ IV- water area from LTL to the limit of territorial waters of India.

The alignment approximately from Ch: 14309-15343, Ch: 19800-22500, Ch: 22900-
25400 is passing through CRZ 1A /CRZ II. Draft CRZ map is based on the Draft CRZ
Notification 2018. project area falls in CRZ IA at waterfront station to waqhbil and
Balkum Naka to Thane junction as depicted in Figure 15.17 and Figure 15.18
respectively. The proposed project needs CRZ clearance from MoEFCC.

15.1.6 Archaeological monuments/sites and heritage sites

No archaeological monuments/sites and heritage sites are located along the alignment.

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FIGURE 15.17: CRZ ON WEST OF THANE CREEK (WATERFRONT STATION TO WAGHBIL

STATION)

Mangrove CRZ -IA

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FIGURE 15.18: CRZ ON WEST OF THANE CREEK (SAKET TO BALKUM NAKA )

CRZ -IA

CRZ -II

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15.2 ENVIRONMENTAL LEGISLATION AND NORMS

The laws and norms that are applicable to the project are listed out in Table 15.19.

TABLE 15.19: ENVIRONMENTAL LEGISLATION AND NORMS

S. No. Legislation/norms
1. Environment (Protection) Act, 1986, amended
2. Coastal Regulation Zone Rules 2011 with amendment dated 8 December
2014
3. The Forest Conservation Act, 1980& its amendment
4. Indian Wildlife Protection Act,1972 & its amendment
5. Wetlands (Conservation and Management) Rules 2017
6. The Ancient Monuments and Archaeological sites and Remains Act,1958
amended in 2010 with Ancient Monuments and Archaeological Sites and
Remains (Amendment) Act, 2017
7. Aircraft Act 1934 with Aircraft (Amendment) Act, 2007 (44 of 2007)&
Ministry of Civil Aviation (Height Restrictions for Safeguarding of Aircraft
Operations) Rules, 2015 that are further amended in 2018.
8. The Maharashtra Felling of Trees (Regulation) Act, 1964
The Maharashtra (urban areas) protection and preservation of trees Act,
1975
9. Transit Permit under Maharashtra Forest Rules 2014
10. The Air (Prevention and Control of Pollution) Act, 1981 amended 1987
11. The Air (Prevention and Control of Pollution) (Union Territories) Rules
1982, 1983)
12. The water (prevention and control of pollution) Act, 1974 amended
1988
13. Water (Prevention and Control of Pollution) Rules, 1975
14. Hazardous and Other Wastes (Management, and Trans boundary
Movement ) Rules, 2016
15. Construction and Demolition Waste Management Rules, 2016
16. Solid Waste Management Rules, 2016
17. Noise Pollution (Regulation and Control) Rules, 2000 & its amendment
18. Maharashtra Regional and Town Planning Act, 1966
19. Metro Rail Transit System, Guidelines for Noise and Vibrations, RDSO,
Ministry of Railways, September 2015
20. Indian Treasure Trove Act, 1878, modified up to the 01/09/1949
21. The Building and Other Construction Workers (Regulation of
Employment and Conditions of Service) Act, 1996
22. The Maharashtra Jeevan Authority Act, 1976 amended in 2013

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23. Bombay Provincial Municipal Corporation Act, 1949

24. Land acquisition Act, 1894
25. Right to Fair Compensation and Transparency in land acquisition,
Rehabilitation and Resettlement Act, 2013(RTFCTLARR Act)
26. National Ambient Air quality Standards,2009
27. Drinking water – Specifications IS 10500: 2012

15.3 POSITIVE ENVIRONMENTAL IMPACTS

Based on project particulars and existing environmental conditions, positive potential

impacts have been identified that are likely to result from the proposed project and
where feasible within the scope of this report these are quantified. The positive
environmental impacts are listed below:

• Employment Opportunities,
• Benefits to Economy,
• Traffic Congestion Reduction, Quick Service and Safety,
• Traffic Noise Reduction,
• Reduction of Traffic on Road,
• Less Fuel consumption,
• Reduced air pollution.
15.3.1 Employment Opportunities

It is assumed that the civil works of the project is likely to be completed in a period of 5
years. During this period manpower will be needed for various project activities. During
construction phase, about 8,900 people will be employed.During operation phase
considering 45 person per km about 1180 persons will be employed for operation and
maintenance of metro corridor. In addition to these, more people would be indirectly
employed for allied activities.

15.3.2 Benefits to Economy

The project will facilitate movement of passengers between different parts of the Thane
city. Introduction of this metro will result in the reduction in number of buses, usage of
private vehicles and reduction in fuel consumption, vehicle operating cost and travel
time of passengers and road accidents. It is likely that trade, commerce and allied
services will benefit from better connectivity.

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15.3.3 Traffic Noise Reduction

Reduction in traffic volume of 10% & 50% reduces noise at the tune of 0.5 dB & 3.0 dB1
respectively. Introduction of Metro Rail is likely to lead to reduction in road vehicular
traffic which ultimately reduces noise level.

15.3.4 Reduction of Traffic on Road

The reduction in number of vehicle kilometre gives benefits to economy by reduction in

Vehicle Operating Cost (VOC), Fuel Consumption, Pollution Load, Accidents and Travel
Time etc. On implementation of the project, the consumption of petrol, diesel and CNG
will get reduced. The estimated number of vehicles kilometres that will be reduced due
to construction of Thane Metro are given in Table 15.20.

TABLE 15.20: REDUCTION IN DAILY VEHICLE KILOMETERS

S. No Mode Daily Vehicle Km Reduced due to Metro in Horizon years
2025 2035 2045
1 Bus 73600 85000 100000
2 Car 91,717 143,220 168,431
3 Two Wheeler 153,363 273,694 321,873
4 Auto 393,701 697,858 820,703
5 Taxi 264,196 442,022 519,831

15.3.5 Reduced Fuel Consumption

Based on reduction of vehicle kilometres, reduction in fuel (diesel,petrol&CNG)

consumption is reported in Table 15.21. It is estimated that about 18.47 million litre of
totalfuel will be saved daily in year 2025 and 27.58 million litre in 2045.

TABLE 15.21: DAILY REDUCTION IN FUEL CONSUMPTION

S.No. Year Diesel Petrol CNG
(million liters) (million liters) (million Kg)
1 2025 4.124 3.310 11.039
2 2035 5.137 5.503 13.423
3 2045 6.043 6.471 15.065
4 Total 15.304 15.284 39.527

The saving of Diesel, Petrol and CNG will directly benefit the country in monetary terms.
Net saving on fuel expenditure at current price level (June 2018) is given in Table 15.22.

1
Source: Relation between traffic volume & noise levels, Ellebjerg (2013)

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The estimated total savings on fuel will be of Rs948.82 million inyear 2025, Rs1487.60
million in year 2045.

TABLE 15.22: DAILY NET SAVING ON FUEL EXPENDITURE (RsMILLION)

S. No. Fuel 2025 2035 2045
1 Diesel 296 369 434
2 Petrol 276 459 540
3 CNG 377 458 514
4 Total 948.82 1285.73 1487.60

15.3.6 Reduced Ambient Air Pollution

Ambient emissions from operation of Metro rail are limited to those from backup DG
equipment. System-level generation of CO2 from generation of grid electricity which
powers Metro are not included in the ambient emissions.The major vehicular pollutants
that define the ambient air quality are: Particulate matter, Nitrogen oxides, Carbon
monoxide, Hydro CarbonsCarbon dioxide, Sulphur dioxide. In addition to the above
pollution, un-burnt products like aldehydes, formaldehydes, acrolein, acetaldehyde and
smoke are by products of vehicular emissions. The reduction of ambient air pollutants
with the present corridors are presented inTable 15.23.

TABLE 15.23: AMBIENT POLLUTION REDUCTION (TON/YEAR)

Horizon Year
S.No. Pollutant
2025 2035 2045
1 Carbon Monoxide (CO) 544 623 671
2 Hydro-Carbons (HC) 144 169 180
3 Nitrogen Oxide (NOx) 208 246 286
4 Particulate Matter (PM) 20 23 25
5 Carbon Dioxide (CO2) 37091 43284 48943
6 Sulphur dioxide (SO2) 1.73 1.97 2.17

15.4 NEGATIVE ENVIRONMENTAL IMPACTS

Based on project particulars and existing environmental conditions potential negative

impacts likely to result from the proposed development are quantified. Negative
impacts are listed under the following headings:

• Impacts due to project location;

• Impacts due to project design;
• Impacts due to construction; and

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• Impacts due to project operation.

15.4.1 Impacts due to Project Location

During this phase, those impacts, which are likely to take place due to the layout of the
project, have been assessed. These impacts are:

• Displacement and loss of livelihood of Project Affected People (PAPs)

• Change of Land use;
• Loss of trees;
• Utility/Drainage Problems
• Impact on Historical and Cultural Monuments, and
• Impact on Local Transport Facilities

15.4.1.1 Project Affected People (PAPs)

This impact does not form part of this Report.

15.4.1.2 Change of Land use

Land will be required permanently for stations and running sections. Both government
and private land will be acquired for the project. The details are given in SIA part.

15.4.1.3 Ecological impact

Impact on Birds

The alignment is passing along the existing Development Plan Road outside the
compound wall of Sanjay Gandhi National Park which is home to five endangered
species, namely the Peafowl, osprey, White bellied sea eagle, Hawks and large Falcons.
Potential impacts on birds include habitat loss or degradation, loss ordeterioration of
some roosting, nesting and/or feeding habitat. Noise pollution has been shown to have
a negative impact on species diversity in certain circumstances and that nest
productivity can vary significantly between noisy and quiet areas.

Impact on Mammals

As the proposed alignment passing adjacent to Sanjay Gandhi National Park and SGNP is

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home to many REET Species.

The proposed corridors pass adjoining the SGNP reserve forest (near Dongripada
Station, Lokmanyanagar Bus depot). There are approximately 662 trees along the
corridors 251 trees are unfit for transplantation. These trees are likely to be felled
during the construction. 411 trees will be transplanted. Trees are major assets in
purifications of urban air, which by utilizing CO2 from atmosphere, release oxygen into
the air. However, with removal of these trees, the process for CO2 conversion will get
effected and the losses are reported below:

i) Total number of Trees : 251

ii) Decrease in CO2 absorption due to loss of trees : 4600 kg/year
iii) Decrease in Oxygen production due to tree loss : 10,339kg/year

15.4.1.4 Utility/Drainage Problems

The proposed metro corridors are planned to run through the urban area above the
ground i.e. elevated. The alignment will cross drains, large number of sub-surface,
surface and utility services, viz. sewer, water mains, storm water drains, telephone
cables, overhead electrical transmission lines, electric pipes, traffic signals etc. These
utilities/ services are essential and have to be maintained in working order during
different stages of construction by temporary/permanent diversions or by supporting in
position. Plans and cost of such diversions are covered in the section on Civil
Engineering.

15.4.1.5 Impact on Archaeological Monuments/sites and heritage assets

No archaeological monuments/sitesand heritage assets are located along the corridors.

15.4.1.6 Impact on Local Transport Facilities

The metro system has been proposed to cater the additional demand of present and
future traffic requirement. The drivers of local transport facilities like buses, taxis, autos
and rickshaws may be utilized to cater the requirement of transport from metro stations
to work place and vice-versa. Additional employment opportunities are also anticipated
due to the proposed metro.

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15.4.2 Impacts due to Project Design

Impacts due to project design are seen in following ways:

• Right of way, Alignment and Architecture

As the alignment and stations are predominantly elevated, visual intrusion will be
experienced. Noise during operation will be higher, elevated stations result in reduced
energy consumption compared to underground stations. Stations give rise to
accumulation of passengers and likely congestion especially in case commercial
development is resorted to.

• Uses of Energy and water at stations and depot

Energy for climate control, lighting and other facilities and water for drinking and non-
drinking purposes at stations and depot will be required.

• Risk Due to Natural Hazards

Engineering construction shall be done so as to meet codal provisions. No other natural

hazards such as due to climate change are foreseen.

15.4.3 Impact Due to Project Construction

The most likely negative impacts related to the construction works are:

• Ecological Impact
• Soil erosion and Land Subsidence
• Traffic diversion
• Air pollution
• Increased water demand
• Impact due to labour camp
• Impact due to supply of construction material
• Impact due to muck disposal
• Impact due to construction/demolition waste Disposal
• Impact due to hazardous waste
• Impact due to Pre-casting yards and Material stockpiling
• Impact on Ground water flow
• Impact on ground water and surface water quality
• Impact on archaeological monuments/sites and heritage sites
• Noise pollution
• Vibration and risk to existing buildings.

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15.4.3.1 Ecological impact

Impact on Birds
The alignment is passing along the existing development road adjoining the Sanjay
Gandhi National Park which is home to endangered species. Potential impacts on
birds include habitat loss or degradation, loss or deterioration of some roosting,
nesting and/or feeding habitat.
Noise pollution has been shown to have a negative impact on species diversity in certain
circumstances and that nest productivity can vary significantly between noisy and quiet
areas.
Impact on Mammals
As the proposed alignment along the existing development road adjoining the Sanjay
Gandhi National Park and SGNP is home to many REET Species. There may be some
mortality of small, common species during construction. Species which move away from
the areas of disturbance during construction might possibly return after construction is
completed. However certain species might not return due to disturbance during
operation.
15.4.3.2 Soil Erosion and Land Subsidence

Run off from unprotected excavated areas can result in excessive soil erosion, especially
when the erodibility of soil is high. Land subsidence is anticipated at stations which will
be constructed by cut and cover method.

15.4.3.3 Traffic Diversion

During construction period, complete/partial traffic diversions on road will be required,

as most of the construction activities are on the road.

15.4.3.4 Air Pollution

Air pollution occurs due to excavation, loading and unloading of construction materials,
and emissions from vehicles, construction equipment and DG sets etc. It also occurs in
sites of muck disposal, debris disposal and pre-casting yards. Air pollution from road

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based vehicles especially particulates are found to cause diseases of brain, heart, lungs
and kidneys.

During the period of construction emission due to truck movement on account of

transportation of civil construction material and disposal/backfill of earth is estimated to
be as follows: CO, HC, NOx, PM, CO2 and VOC will be about 45tons, 1.4ton, 94tons,2
tons, 5847 tons and 15 tons respectively. Such transportation is estimated to result in
fugitive dust emission of about 11.1 tons during the period of construction.

15.4.3.5 Increased Water Demand

Water consumption during construction is of the order of 252 KLD.

15.4.3.6 Impact due to Labour Camp

During construction phase waste water will be generated from the Labour camps.
Improper disposal of waste water can pollute the surface water and ground water.
Construction workers are more prone to infectious diseases due lack of sanitation
facilities (water supply and human waste disposal) and insect vectors However, this
phenomenon will be temporary and restricted to close vicinity of construction site.
About 8,900 persons are likely to work during peak construction activity. Estimated
water requirement comes out to be about 623KLD.Quantity of waste water and solid
waste generated will be about 498 KLD and 1335 Kg per day respectively. Sewage and
municipal solid waste generated from labour camp will be treated before disposal.

15.4.3.7 Welfare of Labour on construction site

Facilities such as shelter at workplace, canteen, first aid and day crèche are statutory
requirement and essential to productivity.

15.4.3.8 Safety of Labour

Safety of labour during construction is a statutory requirement and also has impact on
progress of work.

15.4.3.9 Impact due to Supply of Construction Material

Construction material such as aggregate and earth are sourced from approved quarries
such that environmental impacts as well as wastage of natural resources are minimized
and mitigated.

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15.4.3.10 Impact due to Muck disposal

The alignment of the project is mostly elevated with 3 km underground. The

construction activity involves cut and cover, tunneling, excavation and fill. All these
activities will result in excavation of about 9.25 lakh cumand volume to be disposed is
4.65 lakh cum.Muck disposal if not properly done can result in air and water pollution,
noise, diversion of green areas and temporary displacement of populace.

15.4.3.11 Impact due to construction/demolition waste Disposal

Debris disposal can result in air and water pollution, noise, diversion of green parks and
temporary displacement.

15.4.3.12 Impact due to Hazardous Waste

Hazardous waste would mainly arise from the maintenance of equipment which may
include used engine oils, hydraulic fluids, waste fuel, spent mineral oil/cleaning fluids
from mechanical machinery, scrap batteries or spent acid/alkali, spent solvents etc.
Unsafe disposal can result in water and soil pollution, diversion of green parks and
temporary displacement.

15.4.3.13 Impact due to Pre-casting yards and Material stockpiling

Sites for casting of structural concrete elements and material stockpiling can result in air
and water pollution, noise, diversion of open areas like green parks and temporary
displacement.

15.4.3.14 Impact on Ground Water flow

Tunnelling can impact ground water flow from aquifers while extraction of ground
water during construction of underground stations can lower ground water table. A
comprehensive hydro geological impact study should be taken before starting
construction.

15.4.3.15 Impact on Ground and Surface Water Quality

Ground water contamination can take place if sewage from labour camp or chemical
substances from construction site or dumped muck or construction/demolition waste or
used water from the RMC plant percolate to the ground water table.

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15.4.3.16 Impact on Archaeological Monuments/sites and heritage assets

No Archaeological Monuments/sites and heritage assets will be disturbed.

15.4.3.17 Noise Pollution

For noise prediction various combinations of equipment were assessed for different
construction activities i.e Viaduct, Elevated Station, Underground station, at Grade
Section, Construction Yard, Depot as listed in Table 15.24. For Prediction of Noise levels
(leq), Model of US Department of Transportation has been used.

For prediction, no ground attenuation has been considered as ground was assumed to
be undisturbed, consolidated and hard.Usage factor (number of hours of operation of
different equipment) as per construction practices in metro projects in India and
standard (FHWA,USA) noise emission levels of equipment are taken. The metal
barricade used in construction is assumed to be shielding. Noise prediction has been
carried out for two conditions a) without any shielding and b) with shielding which
provides noise attenuation of 5 dB(A).

Estimation of noise levels has been done upto a distance of 3000ft (914 m). Distances
have been worked out (Table 15.25) upto which noise levels due to combination of
equipment are equal to or less than average base line monitored noise levels i.e 71.25
dB(A). These levels are typical and will vary with specifications of the equipment, usage
pattern, number of construction agencies, existing structures/trees which act as barrier
to noise transmission.

TABLE 15.24: CONSTRUCTION EQUIPMENT NOISE EMISSION LEVEL

Particular Equipment Equipment Number of Predicted Noise
Noise level (in hours of level (Leq) dB(A)
LeqdBA at 50 operation at 50 ft
ft)
Case 1
Viaduct Press Pile 70 0.5 69.07
Activity 1
Auger drill 84 0.5
Generator 81 0.5
Viaduct Rotatory Hydraulic 84 5 78.95
Activity 2 rig
Generator 81 5
Viaduct Chiseling 88 2 78.00
Activity 3
Generator 81 2

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Particular Equipment Equipment Number of Predicted Noise

Noise level (in hours of level (Leq) dB(A)
LeqdBA at 50 operation at 50 ft
ft)
Case 2
Viaduct Impact Pile Driver 101 12 98.01
Crane 88 1
Case 3
Elevated Station Press Pile 70 0.5 69.07
Activity 1
Auger drill 84 0.5
Generator 81 0.5
Elevated Station Rotatory Hydraulic 84 5 78.95
Activity 2 rig
Generator 81 5
Elevated Station Chiseling 88 2 78.00
Activity 3
Generator 81 2
Case 4
Elevated Station Impact Pile Driver 101 12 98.01

Crane 88 1
Case 5
Underground Excavator 81 24 86.06
station Concrete Pump truck 81 24
Generator 81 24
Crane 88 1
Case 6
At Grade Section Dumper 76 24 89.19
Dozer 85 24
Compactor 82 24
Grader 85 24
Case 7
Construction yard Concrete mixer 85 24 91.98
Truck 88 24
Truck 88 24
Case 8
Depot Dumper 76 24 92.21
Dumper 76 24
Grader 85 24
Grader 85 24
Compactor 82 24
Compactor 82 24
Dozer 85 24
Dozer 85 24

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TABLE 15.25: DISTANCE AT WHICH LEQ ≤ AMBIENT NOISE LEVEL

Cases Distance (M) At Which Distance (M) At Which

Leq ≤ 71.25 Db(A) Leq ≤ 71.25 Db(A)

(Without Shielding) (With Shielding)

Viaduct Activity 1 15.24 15.24
Viaduct Activity 2 38.11 22.58
Viaduct Activity 3 38.11 22.87
Viaduct 335.17 190.55
Elevated Station Activity 1 15.24 15.24
Elevated Station Activity 2 38.11 22.58
Elevated Station Activity 3 38.11 22.87
Elevated Station 335.17 190.55
Underground station 91.46 53.35
At Grade Section 121.95 68.60
Construction yard 167.68 99.09
Depot 175.30 99.09
15.4.3.18 Vibration and Risk to Existing Buildings

If significant impacts due to vibration are expected, mitigation measures have to be

implemented and building condition survey have to be conducted before, during and
after construction. Damage to structures is a possibility in case of pile driving or trains
passing within 7.5 m from normal buildings or unreinforced structures or between 15m
to 30m from historical buildings or buildings in poor condition; heavy truck traffic within
30m, major construction within 60m, freight trains within 90m or pile diving within
180m can cause disruption of operation of sensitive instrumentation (Transportation
and Construction Vibration Guidance Manual, Caltrans, September 2013). Threshold
criteria are listed in Table 15.26.

TABLE 15.26: GUIDELINE VIBRATION DAMAGE THRESHOLD CRITERIA

Structure and Condition Maximum PPV (in/sec)
Transient Continuous/FrequentIntermittent
Sources Sources
Extremely fragile historic buildings, 0.12 0.08
ruins, ancient monuments
Fragile buildings 0.2 0.1
Historic and some old buildings 0.5 0.25
Older residential structures 0.5 0.3
New residential structures 1.0 0.5
Modern industrial/commercial buildings 2.0 0.5

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Note: Transient sources create a single isolated vibration event, such as blasting or drop balls.
Continuous / frequent intermittent sources include impact pile drivers, pogo-stick compactors,
crack-and-seat equipment, vibratory pile drivers, and vibratory compaction equipment.Source:
Transportation and Construction Vibration Guidance Manual, Caltrans, September 2013

Typical vibration levels due to working of construction equipment for a wide range of soil
conditions are summarised in Table 15.27.

TABLE 15.27 VIBRATION SOURCE LEVELS OF CONSTRUCTION EQUIPMENT

Equipment PPV at ApproxLv* at 25 ft (Vdb)
25 ft (inch/sec)
Pile Driver (Impact) Upper 1.518 112
Range
typical 0.644 104
Pile Driver (sonic) Upper 0.734 105
Range
typical 0.17 93
Clam shovel drop (slurry 0.202 94
wall)
Hydromill (slurry wall) in soil 0.008 66
in rock 0.017 73
Large Buldozer 0.089 87
Caisson drilling 0.089 87
Loaded Trucks 0.076 86
Jackhammer 0.035 79
Small Bulldozer 0.003 58
*RMS velocity in decibels (VdB) re 1 µinch/second
Source: Transit noise and vibration impact assessment, Federal Transit Administration 2006

Peak particle velocity (PPV) of the equipment adjusted for the distance (D) has been estimated
conservatively (no mitigation measures) at different distances and presented in Table 15.28.

TABLE 15.28: ESTIMATED VIBRATION LEVELS FOR DIFFERENT CONSTRUCTION EQUIPMENT (PPV
in/sec)
Equipment Distance (m)
5 10 15 20 25 30 35 40 45 50
Pile Driver Upper 2.86 1.01 0.55 0.36 0.25 0.19 0.15 0.13 0.11 0.09
(Impact) Range
typical 1.21 0.43 0.23 0.15 0.11 0.08 0.07 0.05 0.04 0.04
Pile Driver Upper 1.38 0.49 0.27 0.17 0.12 0.09 0.07 0.06 0.05 0.04

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Equipment Distance (m)

5 10 15 20 25 30 35 40 45 50
(sonic) Range
typical 0.32 0.11 0.06 0.04 0.03 0.02 0.02 0.01 0.01 0.01
Clam 0.38 0.13 0.07 0.05 0.03 0.03 0.02 0.02 0.01 0.01
shovel
drop
(slurry
wall)
Large 0.17 0.06 0.03 0.02 0.01 0.01 0.01 0.01 0.01 0.01
Bulldozer
Loaded 0.14 0.05 0.03 0.02 0.01 0.01 0.01 0.01 0.01 0.00
Trucks
Jackham 0.06 0.02 0.01 0.008 0.006 0.004 0.00 0.00 0.002 0.002
mer 6 3 3 4 3

Small 0.00 0.00 0.00 0.001 0.001 0.000 0.00 0.00 0.000 0.0002
Bulldozer 6 2 1 03 02 2

Where sonic pile driver is used the vibration level will be within permissible limit at 10
m. If significant impacts due to vibration are expected, mitigation measures have to be
implemented and building condition survey have to be conducted before, during and
after construction. In case impact pile is used for hard rock than the vibration level
willbe within the permissible limit at 15 m.

15.4.4 Impacts Due to Project Operation

The project may cause the following negative impacts during operation of the project
due to the increase in the number of passengers and trains at the stations:

• Noise pollution
• Vibration
• Water supply and sanitation at Stations
• Energy Consumption at stations
• Congestion Around Stations
• Impact due to depot
15.4.4.1 Noise Pollution

During the operation phase Noise levels from running of trains at particular distance
from the source are predicted and presented in Table 15.29.

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TABLE 15.29: NOISE LEVELS (LDN) IN dB(A) AT DIFFERENT DISTANCES

S.No. Location Distance Existing Project Combined Noise
Name (m) Noise Noise Level
(dB) (dB) (dB)Without
Barrier
1 Balkumb 34 77.2 57 77
2 Kopri 113 73.5 50 74
3 Manorma 226 78.3 45 78
Nagar
4 Patlipada 102 84.8 50 85
5 Upvan 266 68 44 68
6 Waghbil 97 67.2 51 67

Measured noise level are more than the prescribed limits. As such bringing the
composite i.e. metro noise level plus existing ambient noise level to satisfy the
prescribed limits will require a mitigation measure to be implemented at the receptor
which will be more expensive than the measures which can be implemented at the
metro aligment. Therefore the objective of noise mitigating measures recommended in
this report to bring the metro noise level to satisfy prescribed limits by use of noise
barrier on the viaduct and elevated stations.
At average commercial speed of 32kmph with 6 cars per racks and 156 services per day
(peak events 14 /hr)noise level due to metro will be 55 dB(A) at distance of 55 m from
the alignment.
A great part of the alignment passes through the residential area for which prescribed
limits is 55 dB(A). However the alignment passes along the existing development road
adjoining the Sanjay Gandhi National Park (SGNP) for which the prescribed limit will be
50 dB(A) which will be experienced at 92 m. Considering 55 dB(A) as the cutoff noise
level to be achieved will lead to the conclusion that noise barrier will have to be installed
over entire length of the elevated section. Therefore the recommendation in this report
is based on comparison of metro noise level with existing ambient noise level.
It is seen from Table 15.29 that metro noise level is 57 dB(A) to 44 dB(A) which is less
than the measured level.
However with the objective to reduce level to standard limit inside this sensitive area to
the extent possible, noise barrier for elevated section is recommended on both sides of
the viaduct in section which falls along the existing development road adjoining the
Sanjay Gandhi National Park. Metro Noise level estimated at 1m will be 80 dB(A) and
absorptive Noise barrier will be used to reduce the metro noise level by 20 - 25 dB(A).
Subject to approval of safety authorities, the viaduct will be covered in this section with
suitable material toreduce disturbance to birds.
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15.4.4.2 Vibration

During operation phase the sources of the vibration and noise induced by the trains are
mainly the rolling stock, track and the interaction between them. The vibration of the
transit structure excites the adjacent ground, creating vibration waves that propagate
through the various soil and rock strata to the foundations of nearby buildings. The
vibration propagates from the foundation throughout the remainder of the building
structure. The intensity of vibration depends on operational and vehicle parameters,
track system, geology and condition of receiving building. Primary effect of ground
borne vibration will be rattling of window panes and rumble noise which cause
annoyance to the occupants.

15.4.4.3 Water Supply, Sanitation and Solid Waste Disposal At Stations

The water demand at stations arises from cleaning and air conditioning of stations and
drinking and toilet demands for staff. Total water requirement for the station will be
518 KLD (185 KLD for Underground station, & 333 KLD for Elevated station) that will be
metthrough by public water supply system after taking necessary approvals. Daily
sewage flow is considered as 80% of the flushing water requirement hence total sewage
generated as 266 KLD. Solid Waste generated at the stations will be approximately of
the order of 17cum.

15.4.4.4 Energy Consumption at Stations

Energy is required at stations for facilities like lighting, passenger information,

access,security, climate control, escalators/elevators etc.

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15.4.4.5 Congestion Around Stations

Commencement of metro services results in passenger rush at stations which in turn
results in congestion around stations.

15.4.4.6 Impacts due to Depot

The Maintenance facilities for New Thane-Wagbil-Thane Junction corridor of Thane

MRTS are proposed to be provided at TMC land near Kasarvadavali Depot for about 41
rakes of 6 cars for maintenance and repairs of the rolling stock operational on corridor.
The depot will have infrastructure to maintain the rakes with necessary facilities viz
stabling lines, scheduled inspection lines, workshop for overhaul, unscheduled
maintenance including major repairs, wheel profiling, heavy interior/under frame/roof
cleaning etc. for the rolling stock operational on the corridor as well as maintenance
facilities for Civil – track, buildings, water supply; Electrical – Traction, E&M; Signaling&
Telecomm.; Automatic Fare Collection etc.

The depot area will be levelled through cut and fill method within the depot. Impacts
anticipated at depot sites are:

• Water supply
• Effluent and Sewage Generation
• Oil Pollution
• Noise Pollution
• Surface drainage changes
• Loss of trees
• Waste disposal

i. Water Supply

Water supply will be required for different purposes in the depot. A three day cycle is
assumed for outside Cleaning (wet washing on automatic washing plant) and thirty day
cycle for outside heavy Cleaning (wet washing on automatic washing plant and Front
Face, Vestibule/Buffer area, Floor, walls inside/outside and roof manually).Water
quantity required in the depot for train maintenance purpose is estimated at 68.47 KLD.
During operation Approx. 100 staff will be working in the depot. Water requirement for
staff working in depot is calculated as 11.8 KLD. Water demand will be met from supply
water by Municipal Corporation. Water demand for horticulture will be met from
recycled water.

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i. Rain Water Harvesting

To augment storage of groundwater, it is proposed to construct roof top rainwater

harvesting structure in Admin block. Average annual rainfall of Thane is 2293.4 mm.
considering a runoff coefficient of 0.85 the annual rainwater harvesting potential of
depot is estimated as 11,696 cubic meter per year. Estimated cost for the rainwater
harvesting structure for depot is Rs15 lakh.

ii. Sewage and Effluent

About 55 KLD of Effluent and 9 KLD of Sewage will be generated from Depot. The
wastewater will be treated and will be recycled to use at depot horticulture purpose.
The remaining domestic waste /sewage generated at the Depot will be collected at one
suitable point inside the depot from where it will discharge to the nearest manhole of
existing sewerage system.

iii. Oil Pollution

Oil spillage during change of lubricants, cleaning and repair processes, in the
maintenance Depot cum workshop for maintenance of rolling stock, is very common.
The spilled oil should be trapped in oil and grease trap. The collected oil would be
disposed off to authorised collectors, so as to avoid any underground/ surface water
contamination.

iv. Noise Pollution

The main source of noise from depot is the operation of workshop. The roughness of
the contact surfaces of rail and wheel and train speed is the factors, which influence the
magnitude of rail - wheel noise.

v. Surface Drainage

In case of filling in low-lying area of depot sites, the surface drainage pattern may
change. Suitable drainage measures will be adopted to drain off the area suitably in the
nearby water body.

vi. Waste generation

In addition to solid waste different types of waste will be generated during operation
phases from depot and which will consist of waste oil, waste tube lights/LED’s, batteries,
rubber, plastic, various ferrous/non-ferrous scrap, wooden scrap, paper waste.
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15.5 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

15.5.1 Mitigation measures

This section includes measures for:

• Compensatory afforestation
• Right of Way, Alignment, Track design and Architecture
• Spatial Planning of Stations and Inter-Modal Integration
• Robust Design
• Provisions for Green Buildings and solar power
• Use of Energy and Water
• Supply of Construction Material
• Pre-casting yards and Material Stockpiling
• Construction Material Management and Housekeeping,
• Safety Management Measures,
• Labour Camp,
• Energy Management
• Hazardous Waste Management
• Construction and Demolition Waste Management
• Muck disposal
• Utility Plan,
• Air Pollution Control Measures,
• Noise Control Measures during construction,
• Vibration Control Measures during construction,
• Traffic Diversion/Management,
• Soil Erosion and subsidence Control,
• Noise Control Measures during operation
• Vibration Control Measures during operation,
• Water Supply, Sanitation and Solid Waste management,
• Rain water harvesting,
• Disaster and Risk Management.

15.5.1.1 Compensatory Afforestation

The Department of Forests, Government of Maharashtra is responsible for the

conservation and management of trees in the project area. According to the results of
the present study, it is found that about 251 trees are likely to be felled along the
corridors and 411 trees will be transplanted. It is proposed to plant fivesaplings for each

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tree to be cut. Hence, total 3,721 trees need to be planted. The estimated
compensatory afforestation cost will be about 2.04 Crore. The native plant species and
miscellaneous indigenous tree species recommended for afforestation. 3,721 trees, on
maturing will absorb about 81,118 kg of CO2 per year and will release 1,82,329 kg of
Oxygen per year.

TABLE 15.30: DETAILS OF COMPENSATORY PLANTATION & TRANSPLANTATION

A) Compensatory plantation cost
Trees to be cut (no.) 251
Compensatory plantation against tree cut + compensatory plantation
against tree transplant
(1255+2055) (no.) 3310
Rate of plantation (Rs.) 1026
Cost of plantation (Rs.) 3396060
Rate of maintenance per year (Rs.) 113
Cost of maintenance (Rs.) 374030
Year of maintenance (no.) 5
Total Maintenance (Rs.) 1870150
Sub Total of compensatory plantation including Maintenance 5266210
B) Transplantation Cost
Tree to be transplant (no.) 411
Rate of transplantation(Rs.) 15402
Transplantation cost (Rs.) 6330222
Rate of maintenance per year (Rs.) 4300
Cost of Maintenance (Rs.) 1767300
Year of maintenance (no.) 5
Total Maintenance (Rs.) 8836500
Sub total cost of transplantation including Maintenance (Rs.) 15166722
Grand Total (A+B) (Rs.) two Crore forty three lakh twenty nine thousand
& thirty two rupees only 20432932

15.5.1.1 Right of Way, Alignment, Track design and Architecture

Alignment has been kept elevated where adequate width of right of way on roads is
available. Geometric design of the alignment will be such as to optimize curvature. Track
design will incorporate welded rails and elastic fittings. Viaduct and elevated stations
shall be shaped to minimize visual intrusion.

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15.5.1.2 Spatial Planning of Stations and Inter-Modal Integration

Adequate and well-laid out space shall be designed for concourses and platforms,
escalators, elevators and staircases, lighting, turnstiles for normal and abnormal
operating conditions; optimal height / depth of the stations, forced ventilation shall be
provided. Physical and operational integration of metro with other modes shall be
planned. Adequate design of stations and multimodal integration prevents and
mitigates congestion at stations and safety is improved. Consumption of energy for
climate control, lighting and other facilities at stations is significantly reduced by proper
design of passenger flow inside stations, space & facilities inside stations.

15.5.1.3 Robust Design

Engineering construction shall be done so as to meet codal provisions.

15.5.1.4 Provisions for Green Buildings and solar power

Green building refers to both a structure and the using of processes that are
environmentally responsible and resource-efficient throughout a building's life-cycle:
from siting to design, construction, operation, maintenance, renovation, and
demolition. Green buildings help in better preservation of environment as in such
structures there are provisions for better saving of energy, water and CO2. Such
buildings also have better waste management arrangements. All stations and Depot
buildings can be designed as green buildings.

For the utilization of renewable energy, wherever feasible, installations for solar power
can be implemented on the roof of elevated stations and in Depots. Feasible solar plant
size works out to 246.4kw for each station considering 80% of roof top is available for
solar panels. Total annual electricity generation from stations works out to 7392MWh
which corresponds to 1,84,800MWh for 25 years life span. The installation cost for solar
system is about Rs30 crore. Installation of these solar panels can mitigate CO2 of the
order of 1,51,536ton which will be equivalent to 2,42,458 trees over life time. Feasible
solar plant size workout to 10.35 MW for depot considering 50% of roof top is available
for solar panel. Total annual electricity generation from depots works out to 15,525
MWh which corresponds to 3,88,125MWh for 25 years life span. The installation cost
for solar system is about Rs62.10 crore. Installation of these solar panels can mitigate
CO2 of the order of 3,18,263 ton which will be equivalent to 5,09,220 trees over life
time.

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15.5.1.5 Use of Energy and Water

Requirement of electrical energy for climate control, lighting and other facilities at
stations shall be optimized by proper use of natural day/night light and design of
passenger flow inside stations and on streets outside stations. Installations for solar
power will be implemented at stations and Depot where feasible.

Water supply in stations for air conditioning, cleaning and use of staff and passengers
will be procured from municipal supply. Water for depots will be sourced from
municipal supply.

15.5.1.6 Supply of Construction Material

The procurement source of the construction materials will be decided by the

Contractor, but it will be from the licensed supplier.

15.5.1.7 Pre-casting yards and Material Stockpiling

Sites for casting of structural concrete elements and material stockpiling will be decided
before start of construction. Land for these sites will be temporarily acquired such that
displacement of persons is not involved to the extent possible.

15.5.1.8 Construction Material Managementand Housekeeping

Procedures for storage, handling and transport of construction material shall be

prescribed in SH&E method statement approved for construction.

Housekeeping is to keep the working environment cleared of all unnecessary waste,

thereby providing a first-line of defence against accidents and injuries. It is the
responsibility of Contractor and all site personnel. Some of the measures are listed
below:

• Full height fence, barriers, barricades etc. shall be erected around the site in order to
prevent the surrounding area from excavated soil, rubbish etc, which may cause
inconvenience to and endanger the public.
• All stairways, passageways and gangways shall be maintained without any blockages or
obstructions. All emergency exits passageways, exits fire doors, break-glass alarm
points, fire-fighting equipment, first aid stations, and other emergency stations shall be
kept clean, unobstructed and in good working order.

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• All surplus earth and debris shall be removed/disposed off from the working areas to
officially designated dumpsites. Trucks carrying sand, earth and any pulverized materials
etc. shall be covered while moving.
• Unused/surplus cables, steel items and steel scrap within the working areas shall be
removed to identified locations.
• All wooden scrap, empty wooden cable drums and other combustible packing
materials, shall be removed from work place to identified locations.
• Empty cement bags and other packaging material shall be properly stacked and
removed.
• Proper and safe stacking of material is of paramount importance at yards, stores and
such locations for future use. The storage area shall be well laid out with easy access
and material stored / stacked in an orderly and safe manner.
• Flammable chemicals/compressed gas cylinders shall be safely stored.

15.5.1.9 Safety Management Measures

Prior to the construction, identification of safety hazard would be made by Project

Authority to establish the safety programmes following rules, regulations and
guidelines. The comprehensive safety programmes will include deployment of a full
time safety engineer who will prepare safety plan/schedule for their implementation
during construction and operation. The personnel working would wear protective
headgear, footwear and other special garments that applicable code requires. The
weatherproof first aid boxes will be made available at appropriate locations.

15.5.1.10 Labour Camp

The contractor during the progress of work will provide, erect and maintain necessary
(temporary) living accommodation and ancillary facilities for labour will be provided as
per Section 32 of BOCWA. All temporary accommodation must be constructed and
maintained in such a fashion that uncontaminated water is available for drinking,
cooking and washing. Adequate health care is to be provided for the work force.In
addition the following facilities will be provided in the labour camps sanitation facilities
like toilets and drains, shelter at workplace, canteen facilities, first aid facilities, day
crèche facilities, health awareness campaigns to preventInfectious Diseases, facilities for
water supply and waste water treatment and solid waste management.

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15.5.1.11 Energy Management

The contractor shall use and maintain equipment so as to conserve energy and shall be
able to produce demonstrable evidence of the same upon the request of officer of the
Project Implementation Unit.Measures to conserve energy include but not limited to
the following:

• Optimizing the use of tools, plants and equipment to perform tasks with correct
power,cable size and joint can control voltage drops,
• Use of energy efficient motors (90% efficiency or more) and pumps ( at least 80%
efficiency),
• Replacing inefficient lamps with the most efficient lamp for the purpose, taking into
account size, shape, colour and output of the lamp,
• Adequate and uniform illumination level at construction sites suitable for the task,
• Use of energy efficient air conditioner,
• Engine of DG set shall complies with CPCB norms,
• Planning in advance and selecting location to receive and store material such that
these are at the least distance from the place of use.
• Maintenance schedule
• The rooms shall be well insulated to enhance the efficiency of air conditioners and
the use of solar films on windows may be used where feasible.

15.5.1.12 Hazardous Waste Management

The contractor shall identify the nature and quantity of hazardous waste generated as a
result of his activities and shall file an application for obtaining authorization with
Maharashtra Pollution Control Board (MPCB). Hazardous waste would mainly arise from
the maintenance of equipment which may include used engine oils, hydraulic fluids,
waste fuel, spend mineral oil/cleaning fluids from mechanical machinery, scrap batteries
or spent acid/alkali, spend solvents etc. Hazardous Waste needs to be stored in a
secure place and adequately labelled and packaged. The contractor shall maintain a
record of sale, transfer, storage of such waste and make these records available for
inspection.

15.5.1.13 Construction and Demolition Waste Management

Construction and Demolition (C&D) waste is part of solid waste that results from land
clearing, excavation, construction, demolition, remodelling and repair of structures,
roads and utilities. C&D waste has the potential to save natural resources (stone, river
sand, soil etc.) and energy, reduce transportation over long distances for dumping, and

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reduce space occupied at landfill sites. C&D waste generated from metro construction
has potential use after processing, grading solid waste and recycling. Part of this waste
will be hazardous in nature.

• Segregation and temporary storage of reusable and recyclable materials at identified

locations. Transport recyclable materials to construction sites.
• Sale of metal scrap and other saleable waste to authorized dealers.
• Identification of intended transport means and route.
• Obtaining permission, where required, for treatment of the hazardous component
and its disposal.
• The treatment and disposal sites will be identified in consultation with local agencies
such that pollution of water bodies and green areas are not impacted and
displacement of persons is not involved. Before dumping, recyclable material will be
removed. The disposal sites will be cleaned and then treated so that leached water
does not contaminate the ground water.

15.5.1.14 Muck Disposal

The excavated material shall be graded such that part can be re-used in construction;
balance will be disposed. Before excavation, the Contractor will be required to test the
soil quality including heavy metals and the results will be compared with standards. If
the soil is contaminated, disposal will be done with due treatment or isolation of such
muck.

Disposal sites will be identified by Project Authority in consultation with TMC such that
pollution of water bodies and green areas are not impacted and displacement of
persons is not involved. The following activities will be involved for muck disposal:

• Material will be stock-piled with suitable slopes

• Material will be stabilised each day by watering or other accepted dust suppression
techniques. The muck shall be filled in the dumping site in layers and compacted
mechanically.

• Once the filling is complete, the entire muck disposal area shall be provided with a
layer of good earth on the top and covered with vegetation.

15.5.1.15 Utility Plan

The proposed Metro alignment run along major arterial roads of the city, which serve
Institutional, Commercial and Residential areas. Large number of sub-surface, surface
and overhead utility services, viz. sewers, water mains, storm water drains, telephone

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cables, electrical transmission lines, electric poles, traffic signals etc. already exist along
the proposed alignments. These utility services are essential and have to be maintained
in working order during different stages of construction by temporary/permanent
diversions or by supporting in position. As such, these may affect construction and
project implementation time schedule/costs, for which necessary planning/action needs
to be initiated in advance.

Prior to the actual execution of work at site, detailed investigation of all utilities and
location will be undertaken well in advance by making trench pit to avoid damage to
any utility. While planning for diversion of underground utility services e.g. sewer lines,
water pipe lines, cables etc., during construction of Metro, the following guidelines
could be adopted:

• Utility services shall be kept operational during the entire construction period and
after completion of project.
• Sewer lines and water supply lines are mainly affected in underground cut and cover
construction. These services are proposed to be maintained by temporarily replacing
them with CI/Steel pipelines and supporting them during construction, these will be
encased in reinforced cement concrete after completion of construction and
retained as permanent lines.
• Where permanent diversion of the affected utility is not found feasible, temporary
diversion with CI/Steel pipes without manholes is proposed during construction.
After completion of construction, these will be replaced with conventional pipes and
manholes.
• The elevated viaduct does not pose any serious difficulty in negotiating the
underground utility services, especially those running across the alignment. In such
situation, the spanning arrangement of the viaduct may be suitably adjusted to
ensure that no foundation need be constructed at the location, where, the utility is
crossing the proposed Metro alignment.

15.5.1.16 Air Pollution Control Measures

During the construction period, the impact on air quality will be mainly due to increase
in Particulate Matter (PM) along haul roads and emission from vehicles and construction
machinery. Mitigation measures which shall be adopted to reduce the air pollution are
presented below:

• The contractor shall take all necessary precautions to minimize fugitive dust emissions
from operations involving excavation, grading, and clearing of land and disposal of
waste. He shall not allow emissions of fugitive dust from any transport, handling,

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construction or storage activity to remain visible in atmosphere beyond the property

line of emission source for any prolonged period of time without notification to the
Employer.
• Contractor’s transport vehicles and other equipment shall conform to emission
standards fixed by Statutory Agencies of Government of India or the State Government
from time to time. The Contractor shall carry out periodical checks and undertake
remedial measures including replacement, if required, so as to operate within
permissible norms.
• The contractor shall cover loads of dust generating materials like debris and soil being
transported from construction sites. All trucks carrying loose material should be covered
and loaded with sufficient free - board to avoid spills through the tailboard or
sideboards.
• The temporary dumping areas shall be maintained by the Contractor at all times until
the excavate is re-utilized for backfilling or as directed by Employer.
• The contractor shall place material in a manner that will minimize dust production.
Material shall be minimized each day and wetted, to minimize dust production. During
dry weather, dust control methods must be used daily especially on windy, dry days to
prevent any dust from blowing across the site perimeter.
• The contractor shall water down construction sites as required to suppress dust, during
handling of excavation soil or debris or during demolition. The Contractor will make
water sprinklers, water supply and water delivering equipment available at any time
that it is required for dust control use. Dust screens will be used, as feasible when
additional dust control measures are needed especially where the work is near sensitive
receptors.
• The contractor shall design and implement blasting techniques so as to minimize dust,
noise, and vibration generation and prevention fly rock.

15.5.1.17 Noise Control Measures during construction

Techniques such as impact pile driving can be substituted by press piling where feasible.
During construction exposure of workers to high noise levels can be minimized by job
rotation, automation, protective devices, noise barriers, and soundproof compartments,
control rooms etc. Measures to mitigate noise impact in construction zones shall be
implemented by the contractors the cost of which is included in the project engineering
cost.

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15.5.1.18 Vibration Control Measures during construction

Techniques such as impact pile driving can be substituted by press piling where feasible.
At locations where the alignment is close to protected monuments, heritage assets or
other sensitive structures, the contractor shall prepare a monitoring scheme including
building condition survey prior to construction at such locations. In case construction of
underground stations or tunnelling by NATM in hard rock which require controlled
blasting, laid down precautions and procedures in accordance with The Explosives Rules
2008 shall be implemented.

15.5.1.19 Traffic Diversion/Management

In order to retain satisfactory levels of traffic flow during the construction period; traffic
management and engineering measures need to be taken. They can be worker visibility,
road widening, traffic segregation, one-way movements, segregation of work zones,
signs, traffic diversions, acquisition of service lanes, etc. Various construction
technologies like cut and cover can be employed to ensure that traffic impedance is
minimized. Capital and operating cost are included in engineering cost and therefore is
not included in EMP.

During operation decongestion scheme should involve taxi and auto rickshaw stands, a
halting space for public buses, drop off-pick up for owned modes. Parking space at
stations if any is to be planned well. Capital and operating cost are included in
engineering cost and therefore is not included in EMP.

15.5.1.20 Soil Erosion and subsidence Control

The surface area of erodible earth material exposed by clearing and grubbing,excavation
shall be limited to the extent practicable. Works such as construction oftemporary
berms, temporary mulches, seeding or other methods as necessary tocontrol erosion
shall be implemented. Mitigation measures include careful planning,timing of cut and fill
operations and re-vegetation. In general, construction works arestopped during
monsoon season.To manage land subsidence measures including maintaining adequate
distance of thetrench from existing structures adjacent to the trench, measures to
support the walls ofthe trench as well strengthen soil underneath adjacent structures
will be required.

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15.5.1.21 Noise Control Measures during operation

During operation use of ballast-less track with elastic and absorbent fittings is a
standard provision for noise control. At depots use of green belt with vegetation of thick
foliage helps reduce noise; where site layout permits barrier blocks of less-vulnerable
buildings can be used; alternatively freestanding barrier walls can be built. Cost of noise
barriers required to be deployed during operation is not included in the project
engineering cost and is therefore estimated as part of EMP cost. Absorptive Noise
barriers for elevated section are recommended on the section passing adjacent to
Sanjay Gandhi National Park. The estimated cost for the noise barrier is 5.72 Crores.

15.5.1.22 Vibration Control Measures during operation

Vibration during operation can be reduced by minimizing surface irregularities of wheel

and rail, improving track geometry, providing elastic fastenings, and separation of
railseat assembly from the concrete plinth with insertion of resilient and shock
absorbing pad. Deep and narrow trenches in the ground can be implemented at
vibration-sensitive structures.

15.5.1.23 Water Supply and Solid Waste Management

Water requirement for construction will be met through municipal supply or through
sewage treated and re-used. During operation water supply, sanitation and toilets are
needed at the stations. Drinking water and raw water requirement for elevated stations
can be provided from municipal source in consultation with local agencies. During
operation rainwater harvesting will be carried out at stations and elevated corridors.
Non-hazardous municipal solid waste generated in stations will be collected and
transported to local municipal bins and thence to disposal site by municipality.

15.5.1.24 Rain water harvesting

To conserve and augment the storage of groundwater, it has been proposed to

construct roof top rainwater harvesting structure of suitable capacity at the elevated
stations and in the elevated alignment. Each pillar can have inbuilt downpipes to collect
the rainwater from the viaduct and into the underground tanks. A recharge tank shall be
constructed at suitable distance. The water collected will percolate down to the subsoil
through numerous layers of sand, gravel and boulders. Total elevated length of the
corridors including station length is about 26.06 km. Average annual rainfall of Thane is

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2293.4 mm. Considering a runoff coefficient of 0.85 the annual rainwater harvesting
potential of elevated stations and elevated section is estimated as 5,08,011 cubic
meterper year. Estimated cost for the rainwater harvesting for viaduct and elevated
stations is Rs2.9 crore.This is not included in the EMP cost.

15.5.1.25 Management Plan for Depot

• Water supply
• Rain water harvesting
• Waste Water Treatment
• Oil Pollution
• Surface Drainage
• Green Belt Development
• Solid Waste Disposal
• Top Soil Preservation, reuse and dust control.

a) Water Supply

Water will be sourced from municipal supply. This will be supplemented by re-use
ofused water from coach wash. Total water requirement is estimated as 11.8 KLD for
staff and 68.47 KLD for train maintenance. Estimated cost for water treatment plant will
be 207 Lakhs.

b) Rain Water Harvesting

To augment storage of groundwater, it is proposed to construct roof top

rainwaterharvesting structure in Admin block. Average annual rainfall of Thane is 2293.4
mm.considering a runoff coefficient of 0.85 the annual rainwater harvesting potential
ofdepot is estimated as 11,696 cubic meter per year. Estimated cost for the
rainwaterharvesting structure for depot is Rs15 lakh.

c) Waste water Treatment

About 55 KLD of Effluent and 9 KLD of Sewage will be generated from Depot.
Thewastewater will be treated and will be recycled to use at depot horticulture
purpose.The remaining domestic waste /sewage generated at the Depot will be
collected at one suitable point inside the depot from where it will discharge to the
nearest manhole of existing sewerage system. Estimated cost for STP and ETP will be
134 Lakhs and 152 Lakhs Respectively.

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d) Oil Pollution

Oil spillage from during change of lubricants, cleaning and repair processes in the
maintenance Depot cum workshop for maintenance of rolling stock should be trapped
in oil and grease traps and disposed off to authorised collectors, so as to avoid any
underground/ surface water contamination. These traps need to be installed before
effluent treatment plant.

e) Surface Drainage

The Storm water of the depot will be collected through the drain. Rain water harvesting
pits are provided at different locations in the drains and for surplus storm water, the
drainage system is connected to a nearby disposal site. The estimated cost for drainage
will be 103 Lakhs.

f) Green Belt Development

The greenbelt development / plantation in the depot area harmonizes the depot with
surrounding environment and acts as pollution sink / noise barrier. It will check
soilerosion. In addition to the compensatory afforestation, green belt is recommended
around the perimeter of the Depot. Treated sewage and effluent can be used for green
belt development. The estimated cost for green belt will be 69 Lakhs.

g)Solid Waste Disposal

Solid waste generated from the Depot which includes hazardous waste will be taken
away by the cleaning contractor weekly and recycled/treated and disposed of at
designated waste disposal sites.

h) Top soil preservation, reuse and dust control

Top soil which is found to be rich in nutrients based on soil sampling shall be preserved
during construction and re-used for horticulture post-construction. Permanent
plantation on un-paved area shall be done. Complete dust interception can be achieved
by a 30 m belt of trees. Even a single row of trees may bring about 25 percent
reductions in airborne particulate matter.

i) Solar Power

Depot area can be utilised for renewable energy by installing roof top solar power plant.
Feasible solar plant size workout to 10.35 MW for depot considering 50% of roof top is

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available for solar panel. Total annual electricity generation from depots works out to
15,525 MWh which corresponds to 3,88,125MWh for 25 years life span. The installation
cost for solar system is about Rs 62.10 crore. Installation of these solar panels can
mitigate CO2 of the order of 3,18,263 ton which will be equivalent to 5,09,220 trees over
life time.

15.5.1.26 Disaster Risk Management

Disaster risk is the combination of the severity and frequency of a hazard, the numbers
of people and assets exposed to the hazard, and their vulnerability to damage. The main
opportunity in reducing risk lies in reducing exposure and vulnerability. Disaster Risk
Management includes the following actions:
• Reduction and prevention: Measures to reduce existing and avoid new disaster
risks, for instance relocating exposed people and assets away from a hazard
area. In case of mass transit like Metro such measures are not actionable.
• Mitigation: The lessening of the adverse impacts of hazards and related
disasters. For instance implementing strict land use and building construction
codes. This aspect is accounted for in design and construction of the project.
• Transfer: The process of formally or informally shifting the financial
consequences of particular risks from one party to another, for instance by
insurance. This is not yet available.
• Preparedness: The knowledge and capacities of governments, professional
response and recovery organisations, communities and individuals to effectively
anticipate, respond to, and recover from the impacts of hazard events or
conditions, for instance installing early warning systems, identifying evacuation
routes and preparing emergency supplies.

Risk Management process2 comprises the following stages:

➢ Description of the system that is at risk

➢ Identify the potential hazards or sources of risk (the list of initiating events or
scenarios of events leading to the undesired outcome – technological and
human)
➢ Risk analysis to estimate the likelihood of the scenarios or events occurring and
each scenario’s consequence
➢ Compare and rank the various risk drivers

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➢ Action plan in response to the identified major risks

➢ Regular monitoring, review and updation of the process.
1. For example, the system at risk needs to be defined as to include inter-modal
integration.
2. Examples of potential hazards are fire risk or security alarms or failure of train
control or motive power or passenger doors / escalators / platform screen doors
on trains or in stations; staff training and work environment; inadequate
maintenance.
3. Action plan shall include the following.
4. Procedures and Records
5. Evaluation of progress and effectiveness of EMP and EMoP,response to inquiries,
complaints and requests for informationsurveillance, incident reporting,
corrective and preventive actions, emergencies, training and emergency
exercises, response to emergencies,
6. Identification of resources: Sources of repair equipment, personnel, transport
and medical aid for use during emergency will be identified.
7. Emergency systems: Back-up systems for ventilation, communication and train
control, lighting etc shall be established.
8. Evacuation procedures: Evacuation procedures will be prepared in consultation
with local administration and notified. To ensure coordinated action, an
Emergency Action Committee shall be constituted.
9. Communication System: Primary and back-up system shall be put in place
10. Review and Updation: Drawing inputs from the incident reporting system the
Action Plan shall be reviewed at pre-decided intervals and upon occurrence of
defined ``trigger events`` and suitably updated.

15.6 ENVIRONMENTAL MONITORING PLAN& ENVIRONMENT MANAGEMENT SYSTEM

Environment monitoring and environment management system is avital process of any

Environmental Management Plan (EMP) of development project for review of indicators
and for taking immediate preventive action.

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15.6.1 Environment Monitoring Plan

Environmental monitoring should be an integral part of works towards better

environmental management of air, noise, vibration, water quality etc both during
construction and in operation phases of the project. The following parameters are
proposed to be monitored:

• Water Quality,
• Air Quality,
• Noise and Vibration,
• Environmental Sanitation and Waste Disposal,
• Ecological Monitoring and Afforestation,
• Workers Health and Safety

Environmental monitoring during pre-construction phase is important to know the

baseline data and to predict the adverse impacts during construction and operations
phases. The estimated environmental monitoring cost during construction and
operation is about Rs 2.13 crore.

Construction Phase

During construction stage environmental monitoring will be carried out for air quality,
noise levels, water quality and ecology. At this stage it is not possible to visualize the
exact number of locations where environmental monitoring must be carried out.
However keeping a broad view of the sensitive receptors and also the past experience
an estimate of locations has been made and are summarized in Table 15.31.

TABLE 15.31: CONSTRUCTION STAGE MONITORING SCHEDULE

Parameter Frequency per year Locations Years
Air Quality 2x24 hours, 2 times in a month 11 5

Noise 2x24 hours, 2 times in a month 11 5

Water Once in six month, twice in a year 10 5
Soil Once in six month, twice in a year 10 5
Ecology Four times in a year Along 5
corridor, depot

These numbers could be modified based on need when the construction actually
commences.

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Water Quality

The water quality parameters are to be monitored during the entire period of project
construction. Monitoring should be carried out by NABL Accredited/MoEFCC recognized
private or Government agency. Water quality should be analyzed following the
procedures given in the standard methods. Parameters for monitoring will be as per IS:
10500. The monitoring points could be ground and surface water.

Air Quality

Air quality should be monitored at the locations of baseline monitoring. The parameter
recommended is Particulate Matter (PM2.5 and PM10), SO2, NOX, CO and HC. The
contractor will be responsible for carrying out air monitoring during the entire
construction phase under the supervision of MMRC.

Noise Monitoring

The noise levels will be monitored at construction sites for entire phase of construction
by the site contractor and under the supervision of MMRC.

Ecological Monitoring

The project authority in coordination with the Department of Forest shall monitor the
status of ecology/trees along the project corridors at least 4 times in a year during
construction phase in order to maintain the ecological environment. The
plantation/afforestation of trees by Department of Forest, Government of Maharashtra
will be review four times a year during construction phase.

Workers Health and Safety

Monitoring of health risk issues that might arise throughout the project life time will be
done. Epidemiological studies at construction sites will be performed to monitor the
potential spread of diseases. Regular inspection and medical checkups shall be carried
out to workers health and safety monitoring. Any reoccurring incidents such as
irritations, rashes, respiratory problems etc shall be recorded and appropriate
mitigation measures shall be taken. Contractor will be the responsible person to take
care health and safety of workers during the entire period of the construction and
project proponent is responsible to review/audit the health and safety measures/plans.

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15.6.1.1 Operation Phase

Even though the environmental hazards during the operation phase of the project are
minimal, the environmental monitoring will be carried out for air, noise, water and
ecology during operation phase of the project. The parameters monitored during
operation will be Particulate Matter (PM2.5 and PM10), SO2, NOx, CO and HC for ambient
air quality. Water quality parameters that will be monitored will be as per IS: 10500.
The monitoring schedule is presented in Table 15.32. Monitoring should be carried out
by NABL Accredited/MoEF recognized private or Government agency under the
supervision of MMRC. Project Operator will be responsible for successful environmental
monitoring of the proposed project during operation phase.

TABLE 15.32: OPERATION STAGE MONITORING SCHEDULE

Parameter Frequency per year Locations Years
Air Quality 2x24 hours, in a week for each season, 7 3
three seasons in a year
Noise 2x24 hours, in a week for each season, 7 3
three seasons in a year
Water Once in six month, twice in a year 6 3
Soil Once in six month, twice in a year 6 3

The environmental monitoring results will be submitted to management quarterly

during construction phase and semi annually during operation phase.

15.6.2 Environment Management System (EMS)

Environment Management System is intended to facilitate implementation, tracking and

reporting of mitigation and monitoring measures proposed for the project. Roles and
responsibilities are summarized in Table 15.33 and Table 15.34.

TABLE 15.33: ROLES AND RESPONSIBILITIES - SECURING APPROVALS/CLEARANCES

Issues Provision of Law & Approving Authority
S. No Regulations

Pre-Construction Stage

1. Prior Environmental Clearance EIA Notification 2006 SEIAA

and its amendments

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Issues Provision of Law & Approving Authority

S. No Regulations

2. CRZ clearance as The alignment CRZ Notification Coastal Zone

approximately from Ch: 14309- 2011 with Management
15343, Ch: 19800-22500, Ch: amendment Authority.
22900- 25400 is passing along Maharashtra and
the existing and proposed SEIAA
Development Plan Road in CRZ
1A /CRZ II.
3. Forest Clearance as alignment Forest RegionaL officer,
passing along the proposed (Conservation) Act nodal officer, DFO,
Development Plan Road 1980 DC, CF,CCF, State
adjacent to SGNP near Forest Right Act, Secretary
Dongripada Station, 2006
Lokmanyanagar Bus depot.

4. Forest Clearance as alignment Forest Forest Department

passing along the existing and (Conservation) Act
proposed Development Plan 1980
Road adjacent to Mangroves in
Forest Right Act,
Vasai Creek near balkumnaka to
2006
laxminagar and saket to shiwaji
complex

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Issues Provision of Law & Approving Authority

S. No Regulations

5. NOC from AAI is required if Aircraft Act 1934 AAI

permissible height of buildings with Aircraft
above AGL at any proposed (Amendment) Act,
Metro station is breached. As 2007 (44 of 2007) &
proposed elevated station
Ministry of Civil
height is lesser than the max
Aviation (Height
permissible height from AAI.
Restrictions for
Safeguarding of
Aircraft Operations)
Rules, 2015
amended 2018
6. Permission for tree “The Maharashtra Tree authority (in the
cutting/felling and Felling of Trees respective municipal
transplantation (Regulation) Act, council)
1964

The Maharashtra
(urban areas)
protection and
preservation of tree
Act, 1975

7. Transit Pass permit Transit Permit for DFO

felled trees under
Maharashtra Forest
Rules 2014

8. Protection of Air Quality Compliance to SPCB

National Ambient Air
Consent to Establish depot
Quality Standards.
(Amendment dated 9 Dec 2016
Air (Prevention and
exempting from Consent has
Control of Pollution)
been quashed by NGT in Dec
Act, 1981 amended
2017)
in 1987;

Air (Prevention and

Control of Pollution)
Rules, 1981

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Issues Provision of Law & Approving Authority

S. No Regulations

9. Protection of Water Quality Water (Prevention SPCB

and Control of
Compliance to National water
Pollution) Act, 1974
Quality Standards
amended in 1988;
Treatment and discharge of
Water (Prevention
sewage
and Control of
Consent to Establish depot Pollution) Rules,
1975

10. Horizontal and Vertical Chief Executive

Clearance for Construction of Officer, Maharashtra
bridges Maritime Board

Construction Stage

11. Consent to Establish and Air (Prevention and State Pollution

operate batching plant, Control of Pollution) Control Board
material yards Act 1981

Water (Prevention
and Control of
Pollution) Act 1974,

12. Permission for withdrawal of Environment Regional Director,

groundwater for construction (Protection) Act, Central Ground
(not recommended) 1986 Water Board and
DC/DM of the state

13. Authorization for handling, Hazardous and State Pollution

storage and Hazardous Waste Other Wastes Control Board;
(Management &
Tran boundary
Movement) Rules,
2016

14. Authorization for Disposal of Construction and Approval of C&D

Construction and Demolition Demolition Waste waste management
Waste Management Rules, plan from Local
authority if

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Issues Provision of Law & Approving Authority

S. No Regulations

2016 generation is more

than 20t/day or 300
ton/months

Operation Stage

15. Consent to Operate Depot Water (Prevention State Pollution

under red category (Railway and Control of Control Board
locomotive Pollution) Act 1974,
workshop/Integrated road
Air (Prevention and
transport workshop/Authorized
Control of Pollution)
service centres)
Act ,1981

TABLE 15.34: ROLES AND RESPONSIBILITIES –PREPARATION AND IMPLEMENTATION OF

ENVIRONMENTAL MANAGEMENT PLAN (EMP) AND ENVIRONMENTAL MONITORING PLAN
(EMOP)
SI. No. Environmental Mitigation Measure Implementing Responsible
Impact Entity Entity
Location and Design Phase
1. Displacement and Alignment design to avoid or DPR and design PIU
private property minimize impact. consultant
acquisition, impact
of environmentally
sensitive areas.
2. Loss of trees and DPR and design PIU
water bodies consultant
3. Visual intrusion To design aesthetic structures of DPR and design PIU
viaduct and stations on elevated consultant
sections.
Pre-construction Phase
4. Displacement and Implement R&R Plan PIU PIU
private property
acquisition.
5. Loss of trees and Implement compensatory Forest Forest
water bodies forestation Department Departmen
t

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6. Site measures Prepare Safety, Health and Contractor PIU

Environment (SH&E) Manual
and secure approval.
7. Water supply; Requirement for construction to Contractor PIU
sewage and solid be planned so as to avoid use of
waste disposal ground water.
8. Environmental Implement institutional Contractor PIU
Management and requirements for
Monitoring implementation of EMP and
EMoP.
Construction Phase
9. Soil erosion, Implement suitable construction Contractor PIU
fugitive dust methods and as per SH&E
generation, muck Manual
disposal and C&D
waste
management
10. Air and noise Vehicles and machinery are to Contractor PIU
Pollution be maintained to emission
standards; machinery noise
muffles etc and personal
protective gear to workers.
11. Vibration Implement vibration monitoring Contractor PIU
and building condition surveys
at sensitive structures
12. Water pollution Implement measures such as Contractor PIU
precipitation tanks on site
13. Soil pollution Implement measures to prevent Contractor PIU
ingress of toxic / heavy metals
14. Labour camp: Implement measures as per Contractor PIU
water supply; SH&E Manual
sewage and solid
waste disposal;
health
15. Facilities on site Contractor PIU
and workplace
safety
16. Incident Prepare Incident Management Contractor PIU
Management Plan with reporting formats.
17. Environmental Prepare Environmental

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Monitoring Monitoring Plan.

18. Availability of Implement training and Contractor PIU
institutional establish environment unit.
capacity
19. Tree protection/ • Contractor shall prepare an Contractor PIU
Cutting and action plan for number of
Disposal trees to be affected/felled
and trees proposed to be
planted as per compensatory
afforestation norms
• The indigenous plants to be
planted in the project area
• Other than Contractor, no
one is allowed to cut the
identified trees which are
falling in a ROW
• Biomass shall not be stored at
site for more than 15 days
Operation Phase
20. Noise Pollution Implement and maintain noise PIU PIU
barriers on viaduct
21. Vibration Implement vibration monitoring PIU PIU
and building condition surveys
at sensitive structures.
22. Water supply, Implement prescribed measures PIU PIU
sanitation, sewage including rain water harvesting
and solid waste at stations and depots; green
disposal at stations belt and water recycling at
and depots depots.
23. Sewage and Implement STP and ETP at PIU PIU
effluent disposal depots.
24. Incident Implement Incident PIU PIU
Management Management Plan.
25. Environmental Implement Environmental PIU PIU
Monitoring Monitoring Plan.

The range of documentation required to be generated and maintained as part of EHS

before and during construction and during operation is as follows:

• Controlled documents of mandatory environmental Approvals and clearances along

with record extensions thereof

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• Controlled documents of approved SH&E Manual, EMP and EMoP with revisions thereof
and time schedule of such revisions if any.
• Controlled documents of formats of site inspection checklists with revisions thereof and
time schedule of such revisions if any
• Reports of site inspections, monitoring data, reports of internal or external audit,
observations of PIU and local statutory agency if any like Pollution Control Board, local
municipal authority, Forest Department etc. and subsequent remedial action taken by
Contractor if any.
• Records of coordination meetings of PIU/GC and Contractor with subsequent remedial
action taken by Contractor if any.
• Records of incident reporting and remedial action taken by Contractor if any and
followup of such incidents.

A typical EMS organization is depicted in Figure 15.19. One indicative activity i.e.,
approval of EMS documents is shown in this organisation chart.

15.6.2.1 Training

The training for engineers and managers will be imparted by MMRC on regular basis to
implement the environmental protection clauses of the tender document and to
implement the best environmental practices during the construction phase. Apart from
training, programmes should include guidelines for safety, methods of disaster
prevention, action required in case of emergency, fire protection, environmental risk
analysis etc.The cost involved for such programmes is estimated as Rs 9.60 lakh. Details
are given in Table 15.35.

TABLE 15.35: COST FOR TRAINING PROGRAMME

S. No. ITEM Cost (Rs.)
1 Curriculum Development and course preparation 1 month 50,000
Rs.50000/month
2 1 Extension Officer (1 year) Rs.35, 000/month 42,0000
3 Instructor 20 sessions of 10 days each 24,000
4 Demonstration/Presentation Aids 1,00,000
5 Material etc 150000
Total 960,000.00
15.6.2.2 Establishment of Environmental Division

It is recommended that Project Authority establishes an Environment Division at the

initial stage of the project itself. This division should have an Environmental Officer and

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an Environment Engineer. The task of the division would be to monitor implementation

of environmental mitigation measures and environmental monitoring and it should
report directly to Chief Engineer of the Project Authority. Progress of the division
should be reviewed by an Environmental Advisor once in a year. The Environmental
Advisor should be an experienced expert familiar with environmental management in
similar projects. Cost for the first ten years (including 10% annual increase) is given in
Table 15.36. The estimated cost is Rs 2.44 crore.

TABLE 15.36: Environmental Division Cost

S. No Head Cost (Rs lakh)
A Capital Cost
Office Furnishings (Computer, furniture etc) LS 2.50
B Recurring Cost
Man Power Cost (For 12 months)
Environmental Engineer @ Rs. 50,000/month 6.00
Environmental Assistant @30000/month 3.60
Office Maintenance @ Rs. 15,000/month 1.80
C Sub Total (A+B) 13.90
Miscellaneous expenses, LS (10 % of C) 1.39
Total cost for 1 Year 15.29
Total cost for 10 years @ 10% annual increase 243.68

15.7 SUMMARY OF ENVIRONMENTAL COST ESTIMATE

Estimated environmental cost for the proposed metro corridors is about Rs 13.09 crore.
Summary of cost estimate is given in the following Table 15.37.

TABLE 15.37: SUMMARY OF ENVIRONMENTAL COST ESTIMATE

S No Item Amount in (Rs) crore

1 Compensatory Afforestation 2.04

2 Mangrove management cost 0.40
3 Forest management cost 0.25
Environmental Construction 1.88
4
Monitoring Operation 0.26
5 Training and Extension 0.1
6 Noise Barrier 5.72
7 Environment Division 2.44
Total 13.09

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FIGURE 15.19: EMS ORGANIZATION

Project Director
Project Implementation Unit (PIU)

PIU/GC PIU/GC PIU/GC

Approved EMS Documents
Alignment Designer & R&R Manager EMS Manager
Station Planner

Draft EMS Contractor’s Project Manager

EMS Assistant
Manager Documents

EMS Section Section

EMS Assistant Manager Engineer Engineer
Manager

Section EMS Section EMS

Manager Manager

* GC: General Consultant as Project Management Consultant

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15.8 SOCIAL IMPACT ASSESSMENT

Development of proposed metro rail corridor in Thane involves acquisition of land for
stations, running sections, TSS, Depot and for other facilities. Acquisition of this private
land may cause social disruption and economic loss for the families/people who are
likely to be affected. While implementing the project, there is a need to take into
account these disturbances and losses due to the project, their impact on socio-
economic condition of the people and plan for their mitigation measures to minimize
any negative impacts through SIA. The present preliminary SIA study is only for the
requirement of Detailed Project Report (DPR).The objectives of this study are to (i)
socio-economic profile of affected families/people in the project area,(ii) examine
potential impacts of project on socio-economic condition of affected families/people,
and (iii) develop socially, culturally and economically appropriate measures for
mitigation of adverse effects of the project

15.8.1 Approach and Methodology

The SIA which includes RAP has been prepared in accordance with the State and
national policy and guidelines. The input tasks are desk research, site visits and
identification and enumeration of affected structures and families, sample socio-
economic survey and local public consultation.

15.8.2 Land Requirement and Acquisition

The project shall require the acquisition/transfer of 28.6479 ha of land. Out of the total
land, 21.8491 ha is private land and 6.7988 is government land.

15.8.3 Potential Social Impacts

Impact on Structures: The number of affected structures as identified on the basis of

alignment drawings and site visit. There are 80 structures likely to be affected in
proposed corridor. Majority of structures are affected in Dongripada, near ShivajiChowk
and Shivai Nagar. Out of the total structures, 40 are commercial and 36 are residential.
About four are other structure includes bus stop, Govt. structures, community toilet and
temple (Table 15.38).

TABLE 15.38: STATION/VIDUCT WISE AFFECTED STRUCTURE

Type of structures
STATION/AFFECTED AREA Commercial Residential Other Total
RAILA DEVI 0 19 0 19

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Type of structures
STATION/AFFECTED AREA Commercial Residential Other Total
LOKMANYA NAGAR BUS DEPOT 10 0 1 11
SHIVAI NAGAR 12 2 0 14
NEELKANTH TERMINAL 3 0 0 3
DONGRIPADA 13 0 2 15
PATLIPADA 1 0 0 1
NEAR SHIVAJI CHOWK 0 15 0 15
NEW THANE 1 0 0 1
WAGLE ESTATE 0 0 1 1
TOTAL 40 36 4 80
Note: Other structures include bus stop, Govt. structures, community toilet and temple.

Table 15.39 depicts corridor wise fully affected structures. Out of the total structures
about 68 structures are fully affected. Among the total fully affected structures, majority
(36) is residential structures and 30 are commercial structures.

TABLE 15.39: STATION WISE FULLY AFFECTED STRUCTURES BY TYPE OF STRUCTURES

Type of structures
STATION/ AFFECTED AREA Commercial Residential Other Total
RAILA DEVI 0 19 0 19
LOKMANYA NAGAR BUS DEPOT 10 0 1 11
SHIVAI NAGAR 6 2 0 8
NEELKANTH TERMINAL 0 0 0 0
DONGRIPADA 14 0 0 14
PATLIPADA 0 0 0 0
NEAR SHIVAJI CHOWK 0 15 0 15
NEW THANE 0 0 0 0
WAGLE ESTATE 0 0 1 1
TOTAL 30 36 2 68

Out of the total partially affected structures four are residential, 11 are commercial and
five are residential cum commercial structures. It is observed that majority of structures
which are likely to be affected either partially or fully are commercial (Table 15.40).

TABLE 15.40: STATION WISE PARTIALLY AFFECTED STRUCTURES BY TYPE OF STRUCTURES

Type of structures
STATION/ AFFECTED AREA Commercial Residential Other Total
RAILA DEVI 0 0 0 0
LOKMANYA NAGAR BUS DEPOT 0 0 0 0
SHIVAI NAGAR 6 0 0 6

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Type of structures
STATION/ AFFECTED AREA Commercial Residential Other Total
NEELKANTH TERMINAL 3 0 0 3
DONGRIPADA 1 0 0 1
PATLIPADA 1 0 0 1
NEAR SHIVAJI CHOWK 0 0 0 0
NEW THANE 1 0 0 1
TOTAL 12 0 0 12

Out of the total structures which are likely to be affected due to development of
proposed metro rail project,45 structures are pucca,15 are semi-puccaand remaining 19
structures are kutchha (Table 15.41).

TABLE 15.41: STATION WISE CONSTRUCTION OF AFFECTED STRUCTURESBY TYPE OF STRUCTURES

Type of structures
STATION/ AFFECTED AREA Pucca Semi-Pucca Kutcha Total
RAILA DEVI 0 0 19 19
LOKMANYA NAGAR BUS DEPOT 11 0 0 11
SHIVAI NAGAR 14 0 0 14
NEELKANTH TERMINAL 3 0 0 3
DONGRIPADA 15 0 0 15
PATLIPADA 1 0 0 1
NEAR SHIVAJI CHOWK 0 15 0 15
NEW THANE 1 0 0 1
TOTAL 45 15 19 79

Impact on Families/Persons: About 132 families consisting 620 persons shall be affected
due to the proposed metro project. Majority of families shall be affected in
ShivaiNagar,LokmanyaNgar Bus Depot and Dongripada. Area/Station wise number of
PAFs and PAPs are presented in Table 15.42. Exact number of affected and displaced
families/persons will be found out during detailed Census/Baseline Socio-Economic
Survey (BSES) after peg marking of alignment on the ground.

TABLE 15.42: IMPACT ON PAFs AND PAPs

Total affected Total Total
STATION/AFFECTED AREA structures PAFs PAPs
RAILA DEVI 19 19 89
LOKMANYA NAGAR BUS DEPOT 11 22 103
SHIVAI NAGAR 14 44 207
NEELKANTH TERMINAL 3 3 14

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Total affected Total Total

STATION/AFFECTED AREA structures PAFs PAPs
DONGRIPADA 15 22 103
PATLIPADA 1 3 14
NEAR SHIVAJI CHOWK 15 15 71
NEW THANE 1 4 19
TOTAL 79 132 620
Note: PAF=Project Affected Families; PAP= Project Affected Persons
PAPs are estimated based on average family members per household calculated from
sample socio-economic survey

Categories of affected families are given in Table 15.43. In total, there are 51 title
holders and 81 non-title holders affected families. Out of the total titleholders, 48 PAFs
are commercial and 3 PAFs are residential. Similarly, out of the total non-titleholders, 42
PAFs are commercial tenants and 39 PAFs are residential.

TABLE 15.43: TITLE HOLDERS AND NON-TITLE HOLDERS PAFs

Type of PAFs
STATION/VIDUCT Non- Total
Titleholders
titleholders
RAILA DEVI 0 19 19
LOKMANYA NAGAR BUS DEPOT 9 13 22
SHIVAI NAGAR 26 18 44
NEELKANTH TERMINAL 3 0 3
DONGRIPADA 11 11 22
PATLIPADA 1 2 3
NEAR SHIVAJI CHOWK 0 15 15
NEW THANE 1 3 4
TOTAL 51 81 132

Loss of Residence: Out of the total affected families 58 PAFs shall be displaced physically
as their residential units are getting affected due to proposed project. Majority of
residential PAFs will be displaced at Raila Devi and near ShivajiChowk.

Loss of Business: Out of the total affected families 69 PAFs shall be displaced physically
as their commercial units are getting affected due to proposed project. Majority of
residential PAFs will be displaced at Raila Devi and near ShivajiChowk.

Out of the total partially affected structures four are residential, 11 are commercial and
five are residential cum commercial structures. It is observed that majority of structures
which are likely to be affected either partially or fully are commercial (Table 15.44).

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Impact on Community Structures: One religious structure at Wagle Estate and two
community toilets at Dongripada are likely to be affected.

15.8.4 Socio-economic Profile of Project Affected Families

As the proposed alignment for Thane Metro Rail Project is part of proposed
Development Plan Road (DP Road) in Thane City, the sample socio-economic survey has
been conducted among the PAFs except those are affected due to DP Plan road.

Table 15.41 shows demographic characteristics (i.e. sex, age and marital status) of
sample PAPs. Among the surveyed population it is observed that 57% are male and
remaining 43% are female. The sex ratio is 753 per 1000 males. The persons of surveyed
families have been categorized into four age groups. The distribution of person’s age in
various group shows that around 25% of the total persons belong to below 17 years;
about 35% belong to the 18-34 years age group that is potentially productive group. A
little more than one-third belongs to 35-39 years (34%). About 6% of total persons
belong to above 60 years, who are dependent population. It is observed that majority of
persons belong to 35 to 60 years age group and average age of surveyed population is
30 years. It is observed that out of total surveyed people, majority of them (65%) are
married, and about 32% are unmarried.

TABLE 15.44: DEMOGRAPHIC CHARACTERISTICS OF SAMPLE PAPS

Characteristics Number Percent
Sex
Male 182 57.05
Female 137 42.95

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Sex ratio 753

Age group
0-17 78 24.45
18-34 112 35.11
35-59 109 34.17
60 & above 20 6.27
Mean ± SD 30.2
Marital status
Married 172 65.40
Unmarried 84 31.94
Widow/widower 7 2.66
n 263
Total 319 100.0

Table 15.45 shows social characteristics like religious and social groups, family pattern
and its size of PAFs and educational level of PAPs. The study result shows that about
87% of the surveyed families are Hindu followed by Muslim (12%) and others (1%) are
Jains. About 50% belong to General Caste followed by OBCs (25%). About 16% are
Scheduled Caste and 9% are Scheduled Tribe. Majority of surveyed families are nuclear
(75%) followed by joint (17%). About 46% of families are medium and small in size
each and remaining 8% families having more than seven members. The analysis
indicates that out of the total surveyed people, about 9% are illiterate. So far as
educational attainment is concerned 17% are educated up to primary class, 44% are
educated up to upper primary, about one-third studied up to high school and 18%
have studied up to higher secondary level. Other than this, about 11% of persons have
attained college.

TABLE 15.45: SOCIAL CHARACTERISTICS OF SAMPLE PAFS

Characteristics Number Percent
Religious groups
Hindu 66 86.8
Muslim 9 11.8
Jains 1 1.3
Caste groups
SC 12 15.8
ST 7 9.2
OBC 19 25.0
General 38 50.0

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Characteristics Number Percent

Family pattern
Joint 13 17.1
Nuclear 57 75.0
Individual 6 7.9
Family size
Small (2-4) 35 46.1
Medium (5-7) 35 46.1
Large (Above 7) 6 7.9
N
Education (PAPs)
Illiterate 26 8.8
Primary 51 17.3
Upper Primary 130 44.1
High School 53 18.0
Higher Secondary 31 10.5
College 4 1.4

Table 15.46 shows household main occupation, monthly income & expenditure, and
earning and dependent members.The survey results in Table 15.39 shows that majority
of head of the surveyed households are employed in some activities. Out of the total
surveyed families, majority (52.63%) of them are involved in business, 28% are in other
activites, 13.16% are in private job. The majority of families monthly income is
between Rs. 12000 to Rs. 20000/-. The average income of a families is Rs.21184/- per
month. Monthly per capita income is Rs.4859/-. Average family expenditure is
Rs.17736/- per month. On an average earning member per family is one and
dependent is two.

TABLE 15.46: ECONOMIC CHARACTERISTICS OF SAMPLE PAFS

Characteristics Number Percent
Household main occupation
Business/Shop 40 52.63
Private Job 10 13.16
Govt. Job 5 6.58
Others 21 27.63
Household monthly income
Rs. <12000 23 30.26
Rs. 12000 -20000 30 39.47
Rs. >20000 23 30.26
Average monthly income (Rs.) 21184

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Characteristics Number Percent

Average monthly per capita income 4859
Monthly household expenditure
Rs. <12000 32 42.11
Rs. 12000 -20000 30 39.47
Rs. >20000 14 18.42
Average monthly expenditure (Rs.) 17736
Average monthly per capita expenditure 4068
Earning members in family
1 Member 58 76.32
2 Members 13 17.11
Above 2 Members 5 6.58
Dependent members in family
< 2 members 12 15.79
2-3 Members 35 46.05
> 3 Members 29 38.16
Monthly per capita expenditure has been adopted from the report on household
consumer expenditure based on 68th NSS round, 2011-12

15.8.5 Vulnerable Groups

Among 76 PAFs who were surveyed, 38 families (50%) belong to vulnerable category of
whom 18 % would become BPL if they lose their livelihood due to the proposed
project. About 4 % PAFs are in BPL category, 2% PAFs are female headed households,
15% are Scheduled Castes and 10% are Scheduled Tribes.

15.8.6 Awareness and Opinion about the Project

During socio-economic survey, questions were asked to the families regarding the
awareness, source of information and opinion about the proposed metro rail project.
The data suggest that considerable proportion of PAFs were aware of the metro rail
project due to past survey work and from newspaper. While investigating the opinion
of PAFs on proposed Thane Metro Rail Project, majority were found it good for the city
overall development (49%), and one-third of PAFs reported that Metro Project will be
helpful in order to increase job opportunities (34%) and improve city transportation
system (12%). Further those highlighted the negative impact, out of them, 76% raise
their grave concern that they may lose their house.

15.8.7 Preferred Location and R&R Options

Majority of surveyed families preferred to be located within the area if they are
displaced due to the proposed metro rail project. 87% of families preferred

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constructed houses and shops in resettlement site. 12% families preferred land for
land and only 1% preferred cash assistance. Proximity to school, hospital and market
followed by income from business activity, daily jobs are considered as main factors
while providing alternate place to displaced families.

15.8.8 Key Findings of Public Consultation

During the period 18th to 25th June 2018, project level public consultations were
conducted along the alignment; affected persons were invited to participate. The
social experts briefed the participants about the objectives of the meeting regarding
various social issues related to the project i.e., alignment plan, land acquisition,
displacement, rehabilitation & resettlement and compensation etc.
Some of the views expressed, suggestion given or queries raised by the participants
are as follows:
➢ Participants from proposed Dongripada station appreciated the need of the project.
At the same time, they expressed their concern regarding displacement or
demolition of their shops which is only source of livelihood for them. Further,
respondent added that, shops can be resettled but what would be the intervention
for their loss of livelihood. In this context they further added that previously at the
time of construction of Shivai Nagar in 1998, they have lost their shops but did not
get any type of compensation.
Respondents from Dongripada requested that the proposed Dongripada station can
be shifted on Shivai Nagar main road on the service road as no one is using the
road.
➢ Affected PAFs from Raila Devi (near Ramp) suggested that they are staying at the
place from last 30-40 years and people are working in petty jobs or labourers and
living with hand to mouth. Government should provide accommodation to project
affected families.
Further they added that the resettlement area should be nearby only, as our
livelihood, children education is nearby only. Participants from the BanjaraBasti
(Raila Devi near ramp), strongly suggest that the affected families/people should get
adequate compensation in order to re-instate the life of people.
Additionally, participants from Raila Devi (near ramp) suggested that behind the
community, there is open place belong to mental hospital and alignment can be
shifted so that many households need not to be shifted which may incur
resettlement cost to local Govt.
➢ Participants from Kranti Nagar near ShivajiChowk reported that they are staying in
this place from decades and this place is near to Thane Railway Station and

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accessibility is higher. If Government want their land, they should need to resettle
properly and house need to be provided.
It was observed during socio-economic survey as well as public consultations that
people were curious and happy that metro will be reality but showed their grave
concern regarding resettlement and rehabilitation of project affected families.

15.8.9 Applicable Laws, Guidelines for Land Acquisition, Rehabilitation and Resettlement

As per the observation received from Maha Metro, following guidelines and circulars of
Government of Maharashtra are applicable for land acquisition, rehabilitation and
resettlement compensation.

• Government Circular No. Misc.-03/2015/C.N34/A-2 dated 12th May 2015,

30th September, 2015 and LQN-01/2017/CN 12/A-2 dated 25th January, 2017,
Revenue Forest Department, Government of Maharashtra, in the context of
acquiring land of private sector by method of direct purchase through
private negotiation for irrigation and other projects.

• Direct purchase method ensures that the property owners are negotiated directly
for purchase of land by giving them an amount amicably accepted by the affected
person which is 250% of the market value. In the process the concerned person is
getting better price for the involved land and structure. This has been adopted for
this DPR.

15.8.10 Institutional Arrangement

Executing Agency (EA): The Government of Maharashtra (GoM) and Government of

India(GoI) will be the executing agency of the project. The GoM will be responsible for
overall execution of the RAP. An independent Monitoring and Evaluation (M&E)

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Agency/Specialist will be hired by GoM to monitor the implementation of the various

provisions and activities planned in the RAP. The independent M&E Agency/Specialist
will review the plan implementation in lights of targets, budget and duration that had
laid down in the plan.

Implementing Agency (IA):MahaMetro will be responsible for implementation of the

project. The Managing Director (MD) will be the in charge of the overall project activities
and will facilitate land acquisition, capacity building and implementation of RAP.
MahaMetro will be responsible for coordinating with other concerned government
departments, NGO, and R&R Supervision Consultant for land acquisition, planning and
implementation of RAP which will include the disbursement of compensation,
assistance, shifting and relocation of affected people. MahaMetro will be accountable to
the GoM (i.e. the EA) for the implementation of the RAP.

Project Implementation Unit (PIU): The PIU headed by the Project Director (PD) is
responsible for the overall execution of the project and planning and implementation of
resettlement and rehabilitation component during preparation, implementation and
post implementation phase of the project. The PIU will coordinate with all implementing
agencies and monitoring the progress of the project.

Social Management Unit (SMU): MahaMetro shall set up a Social Management Unit
(SMU) which shall look after land acquisition, resettlement and rehabilitation activities.
A Sr.Social Development Officer (SSDO) will be appointed on full time by MahaMetro.
The SMU shall ensure that all land acquisition issues are handled according to the
approved Rehabilitation & Resettlement Plan. It will also monitor that all the procedural
and legal issues involved in land acquisition are fulfilled. The SMU will assist for getting
all the necessary clearances and implementation of the resettlement activities prior to
start of any civil work.

A Resettlement and Rehabilitation Officer (RRO) may be appointed in this SMU to

supervise and monitor overall activities of RAP and he/she will report day to day
progress to SSDO. RRO will also work closely with the District Collector to expedite the
payment of compensation for land acquisition and assistance to APs. The RRO will form
Local Resettlement Committees (LRC) in each project affected areas consisting of local
representatives and other stakeholders. Specific functions of the SMU in regards to
resettlement management will include the following:
➢ Overall responsibility of planning, implementation and monitoring of land
acquisition, resettlement and rehabilitation activities in the project;
➢ Ensure availability of budget for R&R activities;
➢ Liaison lined agencies support for land acquisition and implementation of land

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acquisition and resettlement;

➢ Coordinating with line Departments.
SMU may also look after the Corporate Social Responsibility (CSR) activities of
MahaMetro on long term basis for sustainable development of affected communities.
Non-Government Organization (NGO): An NGO will be appointed to extend
implementation support to MahaMetro in the form of assisting affected
families/persons during relocation and preparation of Income Restoration Plan (IRP).
The NGO will help educating PAPs on proper utilization of compensation and
rehabilitation grant and help them in getting financial assistance. The NGO will be
supervised by SSDO, SMU.

Implementation Support Consultant(R&R): During implementation phase of RAP,

MahaMetro will appoint a Implementation Support Consultant(R&R) through General
Engineering Consultancy (GEC) to assist in implementation of resettlement plan. The
consultant will carry out due diligence in the implementation of resettlement and
rehabilitation programmes through periodic monitoring. The consultant will be
responsible for (i) preparation of database of affected structures, families, persons, (ii)
verification of database through field survey,(iii)improve monitoring system,(iv)capacity
building of implementation staffs ,(v)regular follow up implementation activities and
other relevant activities.

Grievance Redress Committee (GRC): Efficient grievance redressal mechanism will be

developed to assist the PAPs resolve their queries and complaints. Grievances of PAPs
will be first brought to the attention of field level staff of MahaMetro. Grievances not
redressed by the staffs (field level) will be brought to the Grievance Redressal
Committee (GRC). The proposed GRC will have representatives from PAPs, women, NGO
and local body; Project Director (PIU), SSDO, SMU of MahaMetro and Land Acquisition
Officer (LAO). The main responsibilities of the GRC are to: (i) provide support to PAPs on
problems arising from land/property acquisition; (ii) record PAPs grievances, categorize,
and prioritize grievances and resolve them; (iii) immediately inform the SMU of serious
cases; and (iv)report to PAPs on developments regarding their grievances and decisions
of the GRC.

Other than disputes relating to ownership rights under the court of law, GRC will review
grievances involving all resettlement benefits, compensation, relocation, replacement
cost and other assistance.

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15.8.11 Training and Capacity Building

Establishing sufficient implementation capacity to launch and carry out those
components of project resettlement that must be completed before civil works.
Exposure visits and training through specialists in the field will be arranged for SMU
staff.

15.8.12 Implementation Schedule of Resettlement Action Plan

The implementation of RAP will consist of four major stages:

➢ Identification of Cut-off Date (CoD) and notification for land acquisition. For non-
titleholders the cut-off date shall be date of start of Census Survey.
➢ Verification of properties of PAFs/PAPs and estimation of their type and level of
losses.
➢ Preparation of list of PAFs/PAPs for relocation/rehabilitation.
➢ Relocation and rehabilitation of the PAPs.

Timing of Resettlement
The resettlement process must be completed before the start of civil works on the
particular corridor. Requisite procedure will be developed by the Maha Metro to carry
out resettlement of PAPs located within Corridor of Impact (CoI), before the civil work
starts on any section of the project. All activities related to the land acquisition and
resettlement shall be planned to ensure that 100% compensation is paid prior to
displacement and the affected people will be given at least four months of notice to
vacate their property before civil work begins. Stretches which are free of encroachment
and other encumbrances will be handed over first to the contractor.

Implementation Schedule
The period for implementation of RAP has been taken as two and half years. However,
monitoring and evaluation will continue beyond the period of implementation. The R&R
activities of proposed project are in three phases: project preparation, RAP
implementation and Monitoring and Evaluation (M&E).RAP implementation schedule is
given in Figure 15.20.

15.8.13 R&R Cost Estimate

In accordance with the observation received from Maha Metro, compensation cost for
land shall be calculated @ 250% of the circle rate. This will include cost of land, value of
assets attached to the land, solatium, one time resettlement and rehabilitation cost i.e
transportation, compensation for livelihood, subsistence allowance etc. A tentative R&R
cost has been calculated based on Schedule-II of Right to Fair Compensation and

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Transparency in Land Acquisition, Rehabilitation and Resettlement Act,2013. The

tentative R&R cost of proposed metro rail is INR 50.44 million.

FIGURE 15.20 RAP IMPLEMENTATION SCHEDULE

Description 2018 2019 2020 2021 2022

A Project Implementation
Identification of required land for
1 acquisition in DPR
Preliminary Socio-economic survey
2 for SIA in DPR
3 Community /Public Consultation
Preparation of Detailed SIA by
4 Govt.after Notification
6 Review/Approval of SIA
Establishment of Grievance Redress
7 Committee
Census survey after peg marking on
8 the ground
9 Finalization of updated SIA and RAP
10 Disclosure of SIA and RAP
B RAP Implementation
11 Notification of Land Acquisition
12 Joint Measurement Survey
13 Suggestion & Objection of PAPs
14 Hearing by Competent Authority
Declaration of Award of
15 Compensation as per RTFCTLARR,Act
Resettlement and Rehabilitation
16 provisions
17 Shifting of PAPs
18 Grievance Redress
19 Schedule of Civil Work
C Monitoring and Evaluation
20 Internal Monitoring
21 External Monitoring

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DISASTER MANAGEMENT & SECURITY MEASURES
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Final DPR Chapter 16: Disaster Management And Security Measures

16. D I S A S T E R M A N A G E M E N T &
SEC URITY M EASURE S

16.1 DISASTER MANAGEMENT ANDIMPERATIVES

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
insubstantial 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.

World Health Organization (WHO), defines disaster as “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.”

16.2 NEED FOR DISASTER MANAGEMENT

Disaster brings about sudden and immense misery to humanity and disruptions to
normal human life in established social and economic patterns. It has the potential to
cause large scale human suffering.

Metro systems will carry thousands of passengers daily, therefore the effect of any
disaster spread over in operational area (station, tunnels, viaducts etc.) is likely to be
considerable. It may also cause destruction or damage to infrastructure, buildings and
communication channels of Metro.

16.3 TYPE OF DISASTERS IN METRO SYSTEM

Metro specific disasters can be classified into two broad categories as Man-made and

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Natural.

a. Man Made Disaster

• Terrorist attack
• Bomb threat/ Bomb blast
• Hostage Situations
• Release of Chemical or biological gas in trains, stations or tunnels
• Fire in metro buildings, underground/ elevated infrastructures, power stations,
train depots etc.
• Train accident and train collision/derailment of a passenger carrying train
• Sabotage
• Stampede

b. Natural Disaster
• Earthquakes
• Floods

16.4 4
OBJECTIVES OF DISASTER MANAGEMENT PLAN

The main objectives of Disaster Management Measures are as follows:

• Save life and alleviate the sufferings.

• 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 as early as possible.
• Lay down the actions required to be taken by staff in the event of a disaster in
Thane Metro Rail Corporation in order to ensure prompt handling of crisis
situation in a 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.

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16.5 5
PREPAREDNESS OF STAFF FOR DISASTERS

Being a technologically complex system with a new set of staff, intensive mock drills
for the staff concerned is very essential to train them to become fully conversant with
the actions required to be taken up 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.
Since learning can only be perfected by ‘doing’ the following Mock Drills are
considered essential:

i. Fire Drill - This shall include

• Making announcements
• Protecting the area
• Summoning assistance
• Using firefightingequipment locally available
• Passenger evacuation in case of need

ii. Rescue of a disabled train

• Identifying causes, isolating fault.

• Announcement to passengers
• Passenger evacuation
• Coupling / Uncoupling of trains for clearing a failed train by an assisting train.
• Driving from an intermediate cab with Cab to Cab telephone communication from
front cab.

iii. Detrainment of passenger between stations

• Blocking adjacent line

• Announcement to passengers.
• Use of emergency doors.
• Guiding passengers to next station.

iv. Passenger evacuation from station

• Announcement to passengers.
• Closing of booking offices.
• Opening of AFC gates/ Emergency exits
• Changing the direction of escalators.

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• Crowd control with assistance of security staff and Police/Metro Police.

• Working of TVS system.
• Working of fire suppression and detection system

v. Drill for use of rescue & relief train

• The following items need to be noted

• Time taken by the staff to report for duty from the time of first information.
• Departure time of rescue and relief train.
• Testing of all vital systems like generators, control panel.etc.
• Demonstrating a few key functions

vi. Hot line telephone communication with state disaster management authority.

16.5.1 Authorities Coordination in Case of Disaster, Command & Control at the National,
State & District Level

Authority coordination is essential for disasters of such a nature or magnitude as to be

beyond the coping capacity of the community of the affected area. Following
provisions have been considered for Thane Metro Rail:

i. National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:

i. 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.

ii. 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:

• The Prime Minister of India, who shall be the Chairperson of the National
Authority, Ex officio;
• Other members, not exceeding nine, to be nominated by the Chairperson
of the National Authority.

iii. The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (ii) to be the Vice-Chairperson of the

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National Authority.

iv. The term of office and conditions of service of members of the National Authority
shall be such as may be prescribed.

ii. State Disaster Management Authority

Establishment of State Disaster Management Authority:-

i. 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.

ii. 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:

• The Chief Minister of the State, who shall be Chairperson, ex officio;

• Other members, not exceeding eight, to be nominated by Chairperson of
State Authority;
• The Chairperson of State Executive Committee, ex officio.

iii. The Chairperson of State Authority may designate one of the members nominated
under clause (b) of sub-section (ii) to be the Vice- Chairperson of the State
Authority.

iv. The Chairperson of the State Executive Committee shall be Chief Executive Officer
of the State Authority, the Chief Minister shall be the Chairperson of the Authority
established under this section.

v. The term of office and conditions of service of members of the State Authority shall
be such as may be prescribed.

iii. 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:

i. National Crisis Management Committee (NCMC) under chairmanship of

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Cabinet Secretary
ii. Crisis Management Group (CMG) under chairmanship of Union Home
Secretary.
iii. State Level Committee under the chairmanship of Chief Secretary.

iv. District Level Committee under the Chairmanship of District Collector.

All agencies of Government at National, State and district levels will function in
accordance with guidelines and directions given by these committees.

iv. 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:

i. Prepare a disaster management plan setting out following, namely:-

• Provisions for prevention and mitigation measures as provided for in the

District Plan and as is assigned to the department or agency concerned;
• Provisions for taking measures relating to capacity-building and preparedness
as laid down in the District Plan;
• The response plans and procedures, in the event of, any threatening disaster
situation or disaster;

ii. 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;

iii. Regularly review and update the plan; and

iv. Submit a copy of its disaster management plan, and of any amendment thereto,
to the District Authority.

16.6 6
PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS

An effective system needs to be provided which includes Fire Detection and

Suppression System, Smoke Management, Environmental Control System (ECS),
Tunnel Ventilation System, Track-way Exhaust System (TES), Lighting System, Station
Power Supply System, DG Sets & UPS, Seepage system, Water Supply and Drainage
System, Sewage System, Station Area Lights and other facilities which may be deemed

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necessary.

The above said provisions are suggestive and an exhaustive set of facilities have to be
provided based on site conditions, location and other internal and external factors.

16.6.1 Measures in Case of Fire

Fire has been recognized as one of the most dreaded accidents on metros primarily because of
large concentration of passengers at stations and in trains. Fire prevention and prompt
response to any incident of fire or smoke emission is therefore the most important component
of disaster management on Metros. For better management and safety from fire disaster on
metro system, various signages like prohibition signs, warning signs, emergency escape signs
etc. shall be installed as mentioned in NFPA 130,Standard for Fixed Guideway Transit and
Passenger Rail Systems and National Building Code of India,2016 part 4. Universally accepted
measures for fire prevention include:

• Rigid observance of nonsmoking regulations

• Total ban on carriage of inflammable/ explosive substance within metro

premises and in trains

• Non accumulation of garbage in the metro station premises and inside trains

• All staffs posted at stations must ensure instructions are rigidly enforced by
regular checks.

• Installation of fire alarms and detection systems.

A. Fire and Smoke

In the event of fire and / or smoke either in train , station premises, right of way
including the tunnel or other metro premises, every Metro Rail official whether on
duty or not shall,
• Report the occurrence to the nearest Station Controller (SC) or Chief Controller
(OCC). A reporting system shall be developed as per NFPA Guidelines and
officials shall be trained accordingly.
• Take all possible steps to extinguish fire like using portable fire extinguishers,
blankets, water, sand etc. that is available on site depending on the source of
fire. Standards steps/measures to extinguish may be followed from NBC of
India, 2016 and NFPA 130.
• Disconnect electric supply, if required

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• Prevent the fire from spreading

• Seek assistance of Fire services.

B. Fire in a Train

The guidelines set out below are based on the content analysis of past accidents on
other Metros and are in the nature of best practices. Since every fire incident is
unique, the train operator is to exercise quick judgment based on:

• The nature of fire whether localized or widespread in passenger area.

• The extent of occupation of the train-number of passengers-if the number is
manageable he will ask passengers of the affected coach to move away to
other coaches.
• Proximity of the next station – passenger evacuation and handling of
emergency is much easier at station than in between stations. Train Operator
(TO) has to exercise his judgment about those extreme cases where the train
has to be stopped forthwith to save life by prompt evacuation or taken to the
next station expeditiously.

C. Fire in Train at the Station Platform

The Train Operator shall open all train doors on the platform side and ask passengers
to vacate the train. He will inform OCC and Station Controller and take assistance from
station staff as required.

D. Special Instructions for underground sections

Entire underground Metro network is equipped with Tunnel Ventilation system,

capable of Centralized operation from OCC and also local operation from Station
Control Rooms.

In the event of a ‘fire incident’ the system is designed to:

• Provide smoke free evacuation route

• Make available adequate fresh air
• Remove smoke and heat
• Cut off supply to the fire affected area during emergency.

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A water pipeline should run along the entire underground Metro corridor. These
pipelines have hydrants fixed every 15 m where hose pipes can be connected. The
pipes are of great help to quickly extinguish any fire outbreak. Each underground
section should equip with one to three cross passages between the up and down
tunnels. These passages can be used for speedy evacuation of commuters in case of
emergency. There is a Fire Detection and Suppression system equipped to
automatically activate alarms for Vents, Fans and Dampers & Suppression equipment.
The system is operated from a panel located in the Station Control Room.

E. Fire Suppression System

A wet Fire Main System covers the station area as well as the entire length of the
tunnels. In addition there are automatic sprinklers, inert gas based suppression
systems and portable fire extinguishers at various locations. Immediately on receipt of
information about a train with fire incident held up between stations – Auxiliary
System Controller (ASC) will

• Identify the location of fire (front/rear of the train)

• Identify affected ventilation zone/s
• Other trains held up needing increased ventilation
• Help OCC to decide the correct direction of passenger evacuation.
• Identify the appropriate TVS Master mode and operate TVS system.
• Inform TO through TC the direction of evacuation.

Before starting evacuation, ASC/ Traction Power Controller (TPC) shall check for the
adequacy of Tunnel Lighting and correct Operation of TVS & ECS and Tunnel lights can
be switched on from Station control room by BMS controller/ nominated E&M staff.

F. Fire at Metro Station Premises

The fire can be at the following locations:

• In areas, where the passengers enter for purchasing tickets or leave the station
after performing their train journey including lifts, staircases and escalators.
• Concourse
• Auxiliary electrical substations.

In case of fire in areas where passengers enter/leave the station premises, the
endeavor of station staff should be to cordon off the area so that it is not
approachable for intending Metro users or by Metro passengers leaving the station

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area.

16.6.2 Measures in Case of Collision of Trains

In the event of a train collision involving Metro trains, any employee witnessing,
discovering or being involved in a train collision shall inform the Operations Control
Center (OCC) and provide the following information-

• Callers name and identification,

• Reason for the call,
• Train identification,
• Location of the collision (Line identification , track (UP/DN), OHE mast no.,
nearest station if not at station),
• Need for medical assistance,
• Presence of smoke or fire

If the employee making the first report is a Train Operator (TO), Traffic Controller (TC)
shall instruct the Train Operator to secure the train, inform the passengers about the
incident, check if any passenger or employee needs medical attention. The TO will
inform TC accordingly. If the other TO has not communicated with OCC, TC will ask TO
to collect similar information about the second train and report.

A. Train Operator (TO) shall

• Look for presence of smoke or fire. Furnish details of visible damage, if any coaches are
derailed or
• If the other track is obstructed.
• The OCC /TC shall instruct Train Operators of trains in approach of the collision site, in
both directions, to stop their trains at stations and report their positions.

B. Duties of Train Operator:

• In the event of collision taking place involving his train, the train operator shall
inform OCC by giving as many details as possible.
• In case of adjacent track is infringed, he will first protect the adjacent track to
avoid multiple accidents as per prescribed procedure.
• He will inform passengers about the incident advising them about rescue and relief
arrangements being made.
• He shall quickly assess the situation particularly in respect of passenger’s injury
and again inform OCC with as much details as available seeking medical and other

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assistance as required.
• He will render first aid to passengers and check for injury and damage to the train
(both his train and other train).
• Shall seek OCC’s permission for passenger evacuation.
• Shall await further instructions from OCC.

C. Duties of Station Controller:

• The Station Controller on receipt of information about collision at his station shall
inform OCC.
• Arrange for immediate medical assistance as required.
• Inform Metro rail police/Local police.
• Mobilize the staff for evacuation of passengers and rendering of first aid to the
injured and their hospitalization as required.
• Inform passenger waiting at the station of the likely delays.
• Station controller will evacuate passengers as per instructions of OCC.

D. Duties of Traffic Controller:

• On receiving information about train collision the Traffic Controller shall block all
movement on both the tracks to protect the site of accident.
• Inform Maha-Metro Disaster Management Team members.
• And other designated Maha-Metro departments and Personnel.
• Mobilize medical assistance as required.
• Inform the train depot to be in readiness to move rescue and relief train.
• Instruct Station Superintendent to depute staff for evacuation of passengers and
providing medical aid to the injured.
• Regulate train services and inform all stations on the route about the likely
dislocation in train services.
• Activate ventilation system based on condition of the scene (for tunnel section
only).
• Arrange for Public Address announcements to be made to passengers in trains and
at stations.
• Initiate operating procedure to relieve train congestion at collision site by: a) Single
track operation (Single Line Working), b) Turning trains on both sides of collision
site (Short Loop Operation) etc.
• The OCC Chief Controller shall inform the Disaster Management Team, ED/OP,

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GM/OP and all controllers in OCC, the Police/Metro Police and Security Controller
to secure the accident scene and Station Superintendent/Station Controllers on
the affected line. Chief Controller shall also inform emergency services. All
controllers in OCC shall inform their respective officers, maintenance/emergency
team and others as applicable.

E. Medical Assistance

The TO/SC requesting medical assistance to OCC shall provide an estimate of the likely
number of people requiring medical assistance and also indicate the most convenient
access point for medical personnel to enter. (The names and addresses of person
requiring/receiving medical assistance and the names of medical agencies and
personnel shall be recorded in the Accident Log book maintained at site/at OCC).

16.6.3 Measures in Case of Train Derailment

A. Duties of Train Operator:
i. The TO becoming aware that his train has derailed shall stop the train immediately
if not, already stopped and secure the train.
ii. Inform passengers of the problem and action being taken.
iii. Inform OCC providing following information:

• Train Operator identification

• Location (line identification, Track (UP/DN), & Mast No.)
• Train description (Train no. & train set no.)
• Adjacent track obstructed or clear.
• Passenger injury or presence of smoke or fire.
• Seek instruction for passenger evacuation.

B. Duties of Traffic Controller:

• TC shall instruct TOs of trains approaching the derailment site on both tracks to
stop their trains and report their positions.

• TC shall immediately notify DMT and all concerned Metro departments,

Police/Metro Police and Security Controller to secure the accident site and Station
Superintendents on the affected line for informing waiting passengers at stations
about the likely delay. OCC/TC will also arrange to inform passengers aboard
trains held up.

• Mobilize medical assistance as required.

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• Inform the depot to be in readiness to move the rescue and relief train.

• Instruct Station Managers to depute staff for evacuation of passengers and

providing medical aid to the injured in case of derailment between stations.

• Regulate train services and inform all stations on the route about the likely
dislocation in train services.

• Activate ventilation system based on condition of the scene (for tunnel section
only).

• Arrange for Public Address announcements to be made to passengers in trains

and on stations.

• Request assistance of Police / Metro Police / Security/ Watch & Ward for crowd
control at critical stations.

• Initiate operating procedure to relieve train congestion at derailment site by:

• Single track operation (Single Line Working),

• Turning trains on both sides of derailment site (Short Loop Operation) etc.

C. Medical Assistance:

The employee requesting medical assistance to OCC shall provide an estimate of likely
number of people requiring medical assistance and will also indicate the most
convenient access point for medical personnel to enter. (The names and addresses of
passengers requiring medical assistance and the names of medical agencies and
personnel shall be recorded in the Accident Log book maintained at site/in OCC).

16.6.4 Measures in Case of Terrorist Actions

Increase in terrorist actions against public transport worldwide, indicates that public
transport systems are becoming more vulnerable and potential targets for terrorist. It
is clear that preventing terrorist activities is the primary responsibility of security
agencies and state police.

However, concern for passenger wellbeing and their security and adverse effects of
such mishaps on the public image of transport systems itself, requires best possible
level of preparedness for prevention of such threats within Metro premises. Key
components of such preparatory and preventive action include:

• Encouraging and guiding passengers to be cautious themselves.

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• An awareness program – appealing users to be on the alert and report any

suspect package.
• Well thought out crisis communication to prevent misinformation, confusion,
panic and shock.
• Clear procedures and systems of communications need to be established for
emergencies and regularly tested, in order to ensure a working communication
during crisis situation.
• Frequent mock drills to test effectiveness of passenger evacuation systems
including the collaboration and response of passengers.
• Training all frontline staff to prevent dangerous situations and handle incidents.
• Once they have happened act with courage, promptitude and alertness,
reassuring passengers and providing regular information for their guidance.
• Terrorist attack may take place anywhere in the metro rail’s jurisdictions,
however when it takes place, on the right of way particularly underground
section, at metro station and in running trains it may have serious impact in terms
of human distress and restoration of normal operation. On receipt of information
of any terrorist act on Metro Trains, stations or on the Right of Way, OCC will take
prompt action to get the entire metro network cleared of all passengers.

A. Terrorist attack at Station

Duties of Station Superintendent/Station Controller:

• Shall visit the affected spot, assess the extent of impact on human life and also
how it may affect train services.

• Shall inform the OCC about details of incident.

• Sound the hooter and get the station premises vacated of all the passenger
• Depute staff to announce at 5 minute interval, through the station PA system
what has happened and what the passengers are expected to do without getting
panic.
• Mobilize resources to render first aid and evacuate the injured.
• In case any person is seen moving in a suspicious manner, he may be detained for
interrogation with the help of security staff.
• Passengers found near the affected area may also be asked about their firsthand
knowledge of the occurrence and their statement with name and addresses

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recorded.
• Inform Police/Metro Police and depute station security staff to protect and
cordon the site to preserve the clues and leave the site undisturbed for police
investigation.

Duties of Traffic Controller/Chief Controller:

Immediately on receipt of the information about terrorist attack, Chief Controller

shall:

• Inform Police/Metro Police and security personnel and ask them to rush to the
spot of occurrence.
• Mobilize Medical Assistance and/ or Fire Services to reach the spot.
• Inform the DMT and other Maha-Metro departments and personnel.
• Hold trains at stations. Train movement shall only be resumed after confirming
that the running of train through the affected station is safe, till the position
becomes clear regular announcement to be made to passengers in train and at
station of the likely delay and evacuation procedures started. The entire Metro
network shall remain closed till rescue and search operations have been
completed. Revenue operations shall only be started after ensuring that the
system is fully safe and secure.

B. Terrorist Attack in Train:

Of all the cases of terrorist attack, those within a train will have most disastrous
consequences and very prompt action will be necessary to restrict the damage to men
and material. Such a situation may include:

• A Bomb on the track which detonates under a train.

• Detonation of Bomb / igniting of inflammable material inside a train.
• Release of chemical / biological gases in a train.
• Criminal interference with train running equipments which causes fire in the
coaches while on run.
• Other terrorist activities incapacitating the train on run.

C. Bomb Blast on Track:

There may be derailment of the train with large scale damage to the train and fixed

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structures as well as injury to the passengers in the train. In case of derailment, the
train will immediately come to a stop. The Train Operator shall immediately inform
Traffic Controller about the occurrence and ask for immediate assistance as required.
TO shall seek permission for evacuation of passengers. In case the situation does not
permit detrainment from one end, it may be arranged from both ends. The injured
passengers should be evacuated as soon as the Medical Team arrives on the spot.

D. Bomb Blast inside the Train:

The Train operator shall:

• Inform Traffic Controller

• Inspect the impact of explosion and if the train is in a position to move, he will try
to take the train to the next station at reduced speed.
• In case he is not able to take the train to the next station, Shall stop the train and
inform the Traffic Controller about the incident.
• Shall seek assistance of fire services and medical services as required, take the
permission of the TC to detrain the passengers.
• Shall make an on the spot assessment of the situation including the injury/death
of passengers and inform the Traffic Controller for immediate appropriate action.
• The TO shall make announcement to the passengers through the train PA system
about the situation and ask them to remain calm indicating that action has
already been taken to arrange for detrainment of passengers.
• The TO will arrange evacuation of the passenger when authorized by OCC.
• This will help in reaching prompt assistance to the injured and disabled
passengers on arrival of the Security and Medical Team.
• Train Operator will thereafter arrange to detrain the injured passengers with the
help of security and medical staff.

E. Release of Chemical Poisonous or biological gases in tunnels, trains or at stations

Whenever other terrorist activities described above produce loud noise, explosion, fire
and smoke, release of lethal or harmful gases works silently and can only be generally
inferred from-

• Unusual smell
• Passengers or employees complaining of Breathing problems- including
choking/fainting, Severe eye/Skin irritation and Vomiting etc.

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Receiving any such complaint the Train Operator or Station Controller/ Station
Manager will take serious note of it and immediately inform OCC to take prompt
action to handle the emergency as case of suspected release of poisonous gases. If gas
release is detected in a train, TO will inform OCC and expeditiously bring the train to
the next station, open train doors and request all passengers to detrain. He will
personally check with station staff, security and Police/Metro Police that the train has
been completely vacated.

To prevent further spreading of gas in platform area and to help Police and Medical
teams to investigate and identify the gas he will close the train doors. In the event of
gas release in station premises, the station should be fully vacated and kept closed
unless certified free of contamination by medical authorities.

Whereas, release of gases on the Right of Way in Rail corridors may not have serious
impact, with gas spreading into atmosphere. In tunnel sections it will be necessary to

• Locate the presence of gas in specific ventilation zones.

• Activate appropriate TVS modes to dilute the gas.
• Degasify the tunnel portion or the entire tunnel, depending upon the severity of
the case informing civil authorities of the likely discharge of gas in certain areas
which may require to be protected.
• Pending this, the affected portion or the entire tunnel will have to be vacated of
all passengers and staff.

Normal operation should only be resumed after running of a trial train with Police,
Medical and metro authorities confirming that the section has been made free of
contamination.

16.6.5 Measures in Case of Natural Calamities

On being informed about an earthquake in the city of Thane or experiencing the same,
OCC Traction Power Controller (TPC) will switch off Traction power Supply in a manner
which does not shut down station supplies informing the Traffic Controller who will
instruct the TOs to stop their trains and report their position.

In the event of a significant earthquake, TO experiencing the impact or being informed

by passengers or OCC will bring his train to a stop and inform OCC the location of the
train.

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• If at station, he will not move the train, inform OCC and advice passengers to
remain inside the train.
• After receiving OCC instructions that the earthquake has subsided, the trains
waiting at stations will detrain passengers.
• For the trains held up between stations, TOs to visually check the track. If the
track is unaffected and there are no visible obstruction after informing OCC/TC,
train can be moved at walking speed up to the next station where passengers
shall be detrained.
• Train Operator (TO) will keep passengers informed of the problem andrequests
them to maintain calm.

In case of any doubt, OCC will arrange for passenger evacuation on the right of way as
per procedure. Normal operation of revenue trains shall only be resumed after the
track and structures department issuing of a certificate of fitness for normal
operations which will be issued after detailed physical inspection. OCC and Station
Superintendent/Station Controllers will continuously inform passengers of the
situation and likely time for commencement of train services.

16.7 SECURITY MEASURES, ESSENTIALS OF SECURITY MANAGEMENT,

SECURITY SYSTEM DESIGN PARAMETER

16.7.1 Security Measures & Essentials of Security Management

Metro Rail System has emerged as the most reliable mode of urban transportation
system in India. The inherent characteristics of metro system make it an ideal target
for terrorists and miscreants. Metro systems are typically open and dynamic systems
which carry thousands of commuters. Moreover, high cost of infrastructure, its
economic impacts to the society, being the life line of city with high news value pose
greater threat to its security. Security is a relatively new challenge in the context of
public transport. It addresses problems caused intentionally and 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 terror threat.

The public transportation system is increasingly becoming important for urban areas
to prosper in the face of challenges such as reduction in congestion and pollution.
Therefore, security system for public transportation like metro rail plays an important

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role in helping the system to become the preferred mode choice for commuters.
Therefore, provision of an excellent and reliable security system is a prerequisite for
metro system for increasing its market share. Metro railway administration must
ensure that security model keep pace with the rapid expansion of the metro and
changing security scenario.

16.7.2 Security System Design Parameter

Security means protection of human, intellectual assets and infrastructure either from
criminal interference, destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. Three important pillars of security
are as follows:

• The Human factor;

• Procedures; and
• Technology

Staff interaction with passengers create 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. The staff members should be skillful,
trained, drilled and experienced. 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 tested in advance. There are number of technologies which can be
used to enhance security e.g. surveillance systems. The objectives of the security
systems differ i.e., detection of the plan before an attack, deny the access for carrying
out an attack and mitigation measures after an attack.

16.7.3 Different Phases of Security

There are three different phases associated with the security system in metro. These
phases are as under:

i. Prevention

These are the measures which can prevent a security breach from taking place. These
can be identified by conducting risk assessment and gathering intelligence. Prevention
begins with the daily operational security problems. Care has to be given in controlling
unused, damaged properties which could otherwise prove to be a breeding ground for
more serious crimes.

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ii. Preparedness

Plans have to be prepared to respond to incidents and to mitigate the impacts.Staff

have to be accordingly trained to carry out the exercises. The results of the risk
assessment will give basis for such plans.

iii.Recovery

Urban transport system should have laid down procedures/instructions for quick
recovery of normal service after an incident. Financial health is important for the
recovery 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.

16.7.4 Responsibilities and Partnerships

The responsibility of the Security lies with the state. Security in public requires clear
governance. Responsibility should be clearly defined. In the present scenario, this is
the responsibility of the State Government to ensure secured travel in Thane Metro.

16. 8 SECURITY SYSTEMS RECOMMENDED FOR THANE METRO

For providing an efficient security system in metro station areas the following
provisions are suggested:

i. CCTV coverage of all metro stations with 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.
ii. 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.
iii. 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.
iv. 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.

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v. 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.
vi. Bomb Blanket at least one per station and depot.
vii. Wireless sets (Static and Handheld) as per requirement of security agency.
viii. Dragon light at least one per metro station.
ix. Mobile phones, land lines and EPBX phone connections for senior security officers
and control room etc.
x. Dog Squads (Sniffer Dog), at least one dog for 4 metro stations. Dog Kennels
alongwith provision for dog handlers and MI room will also be provided by metro
train depot administration including land at suitable places line wise.
xi. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate of
metro train depot administration.
xii. Bullet proof jackets and helmets for Quick Response Team (QRTs) and riot control
equipments including space at nominated stations. One QRT Team looks after 5-6
metro stations as per present arrangement. One QRT consist of 5 personnel and
perform duty in three shifts.
xiii. Furniture to security agency for security room and checking point at every entry
point at stations. Scale is one office table with three chairs for security room &
office and one steel top table with two chairs for checking point.
xiv. Ladies frisking booth - 1 per security check point (AFC) Wooden Ramp - 1 per
DFMD for security check points.
xv. Wall mounted/ pedestal fan at security check point, ladies frisking booth and
bullet proof morcha, as per requirement.
xvi. Physical barriers for anti-scaling at Ramp area, low height of via duct by providing
iron grill of appropriate height & design/concertina wire.
xvii. Adequate number of ropes. Queue managers, cordoning tapes, dragon search
lights for contingency.
xviii. Iron grill at station entrance staircases, proper segregation of paid and unpaid
areas by providing appropriate design grills etc.
xix. Proper design of emergency staircase and fireman entry to prevent unauthorized
entry.

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17. DETAILED PROJECT COST

ESTIMATES
17.1. CAPITAL COST ESTIMATE

17.1.1. Coverage

Cost estimate for Thane Metro Ring corridor has been prepared covering civil,
electrical, signaling and telecommunications works, rolling stock, environmental
protection, rehabilitation, etc. at July 2023 price level.

While preparing the capital cost estimates, various items have generally been
grouped under three major heads on the basis of (i) Route km length of
alignment, (ii) Number of units of that item and (iii) Item being an independent
entity. All items related with alignment, construction, permanent way, OHE,
Signaling &Telecommunication, etc. have been estimated at rate per Route
km/km basis.

Cost of station structures, other electrical services at these stations and

Automatic Fare Collection (AFC) installations at all stations have been assessed
in terms of each station as a unit. Similarly, for items like Rolling stock costs have
been estimated in terms of number of units required for each item. In remaining
items, viz. land, utility diversions, rehabilitation, etc. the costs have been
assessed based on each item, taken as an independent entity.

Cost Estimate has been updated based on the rates for individual components
as per Benchmarking of Cost Estimates for Metro Rail Projects by MoHUA
published in February’ 2019, escalated @ 5% per annum.

Basic cost is exclusive of taxes and duties. i.e. GST and Custom duty. Taxes and
duties mainly comprising of latest prevalent GST & Custom duty are worked out
for each corridor. Public procurement order-2017, issued by Department of
Industrial Policy on minimum Indian component in Procurement in Metro Rail
systems have also been taken into consideration.

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17.1.2. Land Requirement

a. Finalization of alignment, location of stations, entry / exits etc. has been done with
the objective of keeping land requirement to the bare minimum. For this purpose,
alignment, stations, depots, parking and Property Development (PD) have been
planned in the State Government land unless and until it becomes unavoidable to
plan these facilities in Central Government land or private land. The summary of land
requirement for the Corridor is as Table 17.1.

TABLE 17.1: LAND & STRUCTURES REQUIREMENT (IN HA)

Ownership Purpose Permanent Land Temporary Structures
Land (Floor area)
Alignment / Stations, ancillary 0.4368 0 0.1115
Central buildings & Misc.
Govt Parking cum PD 0 0 0
Total 0.4368 0 0.1115
Alignment / Stations, ancillary 5.6470 0 1.8363
buildings & Misc. RSS, etc
Depot 0 0 0
State Govt 0 0
Parking cum PD 0.7150
Casting Yard 0 50 0
Total 6.3620 50 1.8363
Alignment / Stations, ancillary 2.5748 0 1.9355
buildings & Misc., RSS, etc
Private Depot& entry/exit 18.6343 0 0
Parking cum PD 0.64 0 0
Total 21.8491 0 1.9355
Grand Total 28.6479 50 3.8833

b. The land area for piers of elevated alignment, elevated stations falling over the
existing road and entry/exit falling on road / State Government land has not
been accounted for in the land requirement and costing as present land use is
not getting affected by these facilities. Land requirement for other metro
utilities like ramp, off the road elevated stations, depot, RSS, ancillary buildings
etc. have been accounted as far as per details in subsequent paras.

c. Rate of Central Govt. land required on permanent basis has been taken from
Circle rates. No solatium has been applied to the basic land cost.

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d. Rate of State Govt. Land required on permanent basis has been taken from Circle
rates. No solatium has been applied to the basic land cost. In case, State Govt. is
in a position to provide its land free of cost or at reduced rates, it will further
improve the financial statistics of the project.

e. Rate of Central Govt. land and State Govt. land required on temporary basis for
5 years construction period, has been taken @ 1% Per annum on Circle rates. No
solatium has been applied to the basic land cost.

f. Rate of Private land have been taken from Circle rates. As per Policy of Govt. of
Maharashtra, compensation for land in Urban areas (Municipal corporation and
Municipal Council areas) is computed as under:

• Cost of land as per Ready Reckoner rates.

• Solatium = 150% of cost of Land which includes R&R cost and other
administrative charges

g. Efforts have been made to provide parking for maximum possible stations.
Details of land required for parking is mentioned separately in relevant chapter.

h. Rates of Structures have been taken from Circle rates after applying depreciation
(depending on age of structures). Additional 4% water charges,4% sanitary
charges & 4% Electrical charges has been taken into account for calculation of
structures rates.

i. The total cost of Land including escalation for first three years works out to be
Rs. 3,414.20 Crore for Thane Metro based on Ready Reckoner. However, latest
RR rates shall be applicable during the time of acquisition.

17.1.3. Items other than Land

As explained above, the rates of items other than land are based on
Benchmarking of Cost Estimates for Metro Rail Projects by MoHUA published in
February 2019. The rates of cost components at July 2023 price level are given
in Table 17.2. As per soil conditions mentioned in Chapter 5, TBM will be working
in mixed soil conditions. The TBM should be capable of excavating soils and rocks
both, hence combination of scrappers and disc cutters will be used under such
situations. Secondly, Thane is situated in seismic zone III of the seismic zonation
map of India. Therefore, suitable seismic coefficient commensurate to seismic
Zone III have to be adopted in the design of the structures. Considering the
topography of Thane for the UG section by T.B.M in alignment & formation and

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UG section civil works, the per km cost for alignment & Formation has been
estimated to Rs. 165 Crore.

Similar Geotechnical conditions and seismic zonation have been observed in Pune.
Serial number of items in the table denotes the serial number of item in detailed
cost estimate. On other items, Escalation of 5% per annum is applied to bring the
rates at current price level of July’2023.
TABLE 17.2: BASIS OF RATES OTHER THAN LAND
S. No. Item Unit Rate
(Rs. In Crores)
2.0 Alignment and Formation
2.1 Elevated section including viaduct length in station R. Km. 46.10
2.2 Underground section by T.B.M and cut & cover section R. Km. 165.00
excluding station length
2.3 Elevated to at-grade depot entry R. Km. 11.62

3.0 Station Buildings

3.1 Elevated Station Buildings (140mx21.95m)
a Elevated station - Civil Works Each 32.39
b Elevated station - EM Works excluding lifts & escalators Each 4.98
etc.
c Automatic Fare Collection System Each 4.36
3.2 Underground Station (190m length) incl. EM works,
lifts, escalators, VAC etc. by Cut & Cover
a Underground Station - Civil works (LAR of Pune Metro) Each 165.00
b Underground Station - EM works and Lifts & escalators Each 52.33
etc.
c Automatic Fare Collection System Each 4.36
4.0 Maintenance Depot including OCC Building
a Civil works Each 130.82
b EM works + Machinery & Plant + General Works Each 80.98

5.0 P-Way
5.1 Ballastless track for elevated & underground Section Route Km. 8.22
5.2 Ballasted track for Depot Track Km. 4.86
5.3 Ballasted track for Depot entry/exit Route Km. 8.22

6.0 Traction & power supply incl. OHE, ASS etc. Excl. lifts
& Escalators
6.1 Elevated section including SCADA R. Km. 9.34
6.2 UG Section R. Km. 14.33
6.3 For Depot Track Km. 2.49
6.4 RSS cum TSS Each 56.07

7.0 Signalling and Telecom.

7.1 Signalling for Main line R. Km. 5.48

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S. No. Item Unit Rate
(Rs. In Crores)
7.2 Signalling for depot Track Km. 3.99
7.3 Telecommunication at Stations Per Station 5.61
7.4 Telecommunication for Depot Each 4.36
7.5 Platform Screen Doors (UG stations) Per Station 3.74
8.0 Environment and R & R incl. Hutments etc.
a Environmental Cost As per details given in
respective chapter 15 of DPR
b R&R
9.0 Misc. Utilities works
a Civil works R. Km. 3.74
b Electrical Works R. Km. 3.74

10.0 Capital Expenditure on Security

a Civil works + EM works Per Station 0.46

11.0 Staff Quarters

a Civil works R. Km. 1.46
b EM works R. Km. 0.36

12.0 Multimodal Integration and Last mile connectivity Per Station 3.74
13.0 Rolling Stock Each 8.00

17.2. INNOVATIONS PROPOSE TO REDUCE THE COST

The type of viaduct, tunnel and other structural, track parameters are adopted
similar to that adopted in other metro projects being executed nationwide. This
shall encourage indigenous development and manufacturing of components
that are being presently imported. Such steps shall induce progressive increase
in local content in procurement, construction etc.

17.3. COSTING OF ENTIRE PROJECT

17.3.1. Corridor-Wise Capital Cost Estimate

Detailed capital cost estimate for Thane Metro ring corridor is given in Table17.3.

TABLE 17.3: CAPITAL COST ESTIMATE

July 2023, Price Level

Total Length = 28.50 Km, From = 0m to 27400.2m, UG = 3.01 Km, Elevated = 24.390 Km & Depot
Entry = 1.10 Km
Stations = 22, Elevated = 20 No's & U/G by Cut & cover = 2 No's.

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Quanti Amount (in

Sr.No Item Unit Rate ty INR Cr)
(in INR
1 Alignment & Formation Cr)
Elevated section including viaduct length in station
R. Km. 46.10 24.39 1124.33
1.1 & entry to Depot

Underground section by tunnel boring machine

R. Km. 165.00 3.01 496.65
(TBM) and cut & cover
1.2

Elevated to at-grade depot entry Each 11.62 1.10 12.78

1.3
Sub Total - alignment & formation 1633.76

Station Buildings - Elevated Station Buildings including

2 Architectural Finishes, Lifts & Escalators

2.1 Elevated station - Civil Works excluding Viaduct Each 32.39 20.00 647.86

2.2 Elevated station - EM Works, Lifts & escalators etc. Each 4.98 20.00 99.67

2.3 Elevated station – AFC Each 4.36 20.00 87.21

Underground Station (190m length) incl. EM

3.2
works, lifts & Escalators
a Civil Works excluding Viaduct Each 165.00 2.00 330.00

b UG station - EM Works, Lifts & escalators etc. Each 52.33 2.00 104.66

c Each 4.36 2.00 8.72

UG Station - AFC
Sub- total Station Building 1278.13
Depot Augmentation for additional Rolling stock for
3 Phase II
3.1 Civil works LS 130.82

EM works + Machinery & Plant + General Works

3.2A LS 80.98
Sub-total Depot 211.80
4 Permanent Way
4.1 Ballastless track for elevated & UG R.Km 8.22 27.40 225.31
4.2 Ballasted track for depot T.Km 4.86 11.80 57.34
4.3 Ballastless track for Depot Entry/Exit R.Km 8.22 1.18 9.05
Sub-total Permanent Way 291.69
Traction & power supply incl. OHE, ASS etc. Excl. lifts &
5 Escalators
5.1 Elevated section including SCADA R. Km. 9.34 25.49 238.18
Track
For Depot 2.49 11.80
5.2 Km. 29.40
5.3 RSS cum TSS Each 56.07 2.00 112.13
5.4 UG Section R. Km. 14.33 3.01 43.13
Sub-total Traction and Power Supply 422.84
6 Signalling and Telecom
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6.1 Signalling
a Signalling for Main Line R.Km 5.48 28.50 156.24
b Signalling for Depot R.Km 3.99 11.80 47.40
Sub-total Signalling 203.28
6.2 Telecommunication
Per
a Telecommunication at Stations station 5.61 22.00 123.34
b Telecommunication at Depot per depot 4.36 1.00 4.36
per
c PSD at UG Stations station 3.74 2.00 7.48
Sub-total Telecom 135.18
7 Enviornment & R & R incl. Hutments etc.
7.1 Environmental Cost 11.56
7.2 R&R incl. in land cost 0.00
Sub-total Enviornment & R&R 11.56
8 Misc. utilities etc
8.1 Civil works R. Km. 3.74 28.50 106.52
8.2 Electrical Works R. Km. 3.74 28.50 106.52
Sub-total Misc 213.05
9 Security
Per
9.1 Civil works + EM works 0.46 22.00 10.14
Station
Sub-total Security 10.14
10 Staff Quarters
10.1 Civil works R. Km. 1.46 28.50 41.50
10.2 EM works R. Km. 0.36 28.50 10.14
Sub-total Staff quarters 51.64
Per
12 Multimodal Integration and Last mile connectivity station 3.74 22.00 82.23
13 Rolling Stock Per coach 8.00 150.00 1200.00
Total Base Cost Excluding Land cost 5,745.30
14 General Charges 287.27
Total Taxes (GST & Custom Duty)
1,166.62
Contingency @ 3% 172.36
Total cost incl GC and excl. Contingency at
current price level (Excl. Land & Taxes)
6,204.93
Total cost incl GC, Contingency and Taxes at
current price level (Excl. Land)
7,371.55
Total Escalation 1,214.45
Total cost including escalation 8,586.00
Interest During Construction (IDC)
312.71
Land cost 3,170.05

PPP for AFC (incl. GC, contingency, tax & escl etc.) 131.34
Total Completion Cost including Land
12,200.10
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17.3.2. Taxes and Duties

Taxes and duties are worked out for Thane corridor. The components is
presented in Table 17.4. Current rates of GST (i.e. 18% on Metro projects) have
been taken into consideration and have been applied as per prevalent practice.
Taxes & duties have been worked out in Table 17.5.

TABLE 17.4: TAXES AND DUTIES COMPONENTS

S.No. Tax Component %
1 Basic Customs duty = 8.2500%
2 IGST (CGSTportion) = 9.7425%
3 IGST (SGSTportion) = 9.7425%
4 Total Customs Duty = 27.735%
5 General GST = 18.0000%
6 General CGST = 9.0000%
7 General SGST = 9.0000%

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TABLE 17.5: TAXES & DUTIES (RS. IN CRORES)

Total Taxes and duties
cost
S. Imported Indegenious Basic IGST IGST Total Total GST Total
Description without GST
No. Materials Materials Customs (CGST (SGST Customs CGST SGST (CGST & Taxes &
Taxes & RATE
(%) (%) Duty portion) portion) Duty SGST) Duties
duties
1 Alignment & Formation
Elevated 1124.33 0% 100% 0.00 0.00 0.00 0.00 18% 101.19 101.19 202.38 202.38
Underground 496.65 0% 100% 0.00 0.00 0.00 0.00 18% 44.69 44.69 89.39 89.39
Depot Entry 12.78 0% 100% 0.00 0.00 0.00 0.00 18% 1.150 1.150 2.30 2.30
2 Station Buildings
Elevated station - civil works 647.86 0% 100% 0.00 0.00 0.00 0.00 18% 58.308 58.308 116.62 116.62
Elevated station-EM works 99.67 20% 80% 1.64 1.942 1.942 5.53 18% 7.716 7.716 15.43 19.88
AFC – Elevated 87.21 20% 80% 1.44 1.699 1.699 4.838 18% 6.28 6.28 12.56 17.40
Underground station-civil
330.00 0% 100% 0.00 0.00 0.00 0.00 18% 29.70 29.70 59.40 59.40
works
Underground station-EM
104.66 20% 80% 1.73 2.039 2.039 5.81 18% 7.35 7.35 15.07 20.88
works
AFC - UG
8.72 40% 60% 0.29 0.34 0.34 0.97 18% 0.471 0.471 0.942 1.912
3 Depot
Civil works 130.82 0% 100% 0.00 0.00 0.00 0.00 18% 11.774 11.774 23.55 23.55
EM and M&P works 80.98 10% 90% 0.67 0.789 0.789 2.25 18% 6.56 6.56 13.12 15.37

4 P-Way 291.69 20% 80% 4.81 5.68 5.68 16.18 18% 21.00 21.00 42.00 58.18

5 Traction & power supply

Traction and power supply 422.84 50% 50% 17.44 20.598 20.598 58.64 18% 19.028 19.028 38.056 96.69

6 S and T Works
Signalling 203.28 50% 50% 8.39 9.90 9.90 28.19 18% 9.15 9.15 18.30 46.49
Telecommunications 135.18 50% 50% 5.58 6.58 6.58 18.75 18% 6.08 6.08 12.16 30.91

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7 Environmental works 11.56 0% 100% 0.00 0.00 0.00 0.00 18% 1.041 1.041 2.08 2.08

8 Misc.
Civil works 106.52 0% 100% 0.00 0.00 0.00 0.00 18% 9.587 9.587 19.17 19.17
EM works 106.52 0% 100% 0.00 0.00 0.00 0.00 18% 9.587 9.587 19.17 19.17

9 Security
Civil works & EM works 10.14 0% 100% 0.00 0.00 0.00 0.00 18% 0.913 0.913 1.83 1.83

10 Staff quarters
Civil works 41.50 0% 100% 0.00 0.00 0.00 0.00 18% 3.735 3.735 7.47 7.47
EM works 10.14 0% 100% 0.00 0.00 0.00 0.00 18% 0.913 0.913 1.83 1.83

11 Multimodal Integration 82.23 0% 100% 0.00 0.00 0.00 0.00 18% 7.401 7.401 14.80 14.80

12 Rolling stock 1200.00 40% 60% 39.20 46.764 46.764 132.728 18% 64.80 64.80 129.60 262.73

13 General Charges 287.27 0% 70% 0.00 0.00 0.00 0.00 18% 18.098 18.098 36.196 36.196

14 Total 5745.30 81.58 96.342 96.342 274.264 446.17 446.17 892.352 1166.618

Total taxes & Duties SAY 1166.62

Total Central GST & Basic Customs duty 624.10
Total State GST 542.52

15 Lifts & Escalators 94.95 60% 40% 3.13 3.70 3.70 10.53 18% 5.127 5.127 10.254 20.784

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Detailed Project Report for Thane Metro Rail
FINAL DPR Chapter 17: Detailed Project Cost Estimates

17.4. SUMMARY OF CAPITAL COST

The abstract of capital cost estimate of Thane Metro is given in Table 17.6.

TABLE 17.6: ABSTRACT OF COST ESTIMATE

(Rs. In Crore)
TOTAL
S.No ITEM
AMOUNT
1 Alignment and Formation 1,633.76
Station Buildings incl. Civil works, EM works, ECS, TVS, Lift, escalators &
2 1,278.13
Architectural Finishes etc
3 Depot including civil, EM, Machinery & plants, general works & OCC building 211.80
4 P-Way for main line, depot and depot connectivity 291.69
5 Traction & power supply for main line and depot incl. OHE, ASS, GIS etc. 422.84
6 Signalling and Telecom. etc. 338.46
7 Environment 11.56
Misc. Utilities, road works, Topographic Surveys, Geotechnical Investigation,
8 Barricading, Tree Cutting and replanting, other civil works such as signage's, 213.05
Environmental protection and traffic management
9 Capital Expenditure on Security including civil and EM works 10.14
10 Staff Quarters including civil, electrical works 51.64
Capital Expenditure on Inter modal integration including Footpath for
11 82.23
pedestrians
12 Rolling Stock 1,200.00
Total Cost at July, 2023 price levels (Excluding Land, R&R, PPP, IDC, General
13 5,745.30
Charges, Contingencies, Central & State Taxes)
14 General Charges @ 5% on all items except land 287.27
15 Contingencies @ 3 % on all items except land 172.36
Total Cost at July, 2023 price levels incl. General Charges and Contingencies
16 6,204.93
(Excluding Land, R&R, PPP, IDC, Central & State Taxes)
17 Escalation at 5 % pea on all items except contingencies 813.06
Total Cost incl. General Charges, Contingencies, Escalation, (excluding Land,
18 7,017.99
R&R, PPP, IDC, Central & State Taxes)
19 Central GST & Basic Customs duty 624.10
20 Escalation at 5% pa on Central Taxes including Basic Customs Duty 84.12
Total Cost incl. General Charges, Contingencies, escalation, Central Taxes
21 7,726.20
(excluding Land, R&R, PPP, IDC, State Taxes)
22 State GST including escalation @ 5% pa 615.64
23 Interest during Construction (IDC) including Front End Fee 312.71
25 Land including escalation @ 5% pa 3,414.20
PPP component (Lifts and Escalators installations) incl. Central and State Taxes,
26 131.34
escalation etc
27 Total Completion Cost 12,200.10

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17.5. OPERATION AND MAINTENANCE COST

The Operation and Maintenance cost for Thane Metro Ring Corridor is worked
under three major heads:

• Staff cost
• Maintenance cost which includes expenditure towards upkeep and maintenance
of the system and consumables and
• Energy cost

17.5.1. Staff Cost

The O&M staff is assumed to be provided @ 35 persons per kilometre and the
annual cost this account is estimated considering average staff salary of Rs. 14.6
Lakhs per annum in the year 2029 considering pay-revision. The escalation factor
used for staff costs is 9% per annum to provide for growth in salaries. The estimated
staff cost is Rs.143.84 Cr. for Thane Metro for the inception year i.e. 2029

17.5.2. Maintenance Expenses

Maintenance expenses are taken @ Rs. 1.68 Crores/km in the year 2023.
Maintenance cost for Thane Metro would be Rs. 72.15 Crore in the inception year
i.e. 2029 considering escalation @ 5% p.a. for every year of operation.

17.5.3. Energy Charges

The energy consumption to meet the traction and non-traction power requirement
is based on traffic demand for different horizon years. The cost of electricity is a
significant part of O&M charges, constituting about 30% of total annual working
cost. The traction power tariff is taken @ Rs. 5.8 per kWh & Rs. 270 per kVA per
month in the year 2018, which is escalated @ 5% every year of operation. Annual
energy consumption charges have been estimated as Rs. 121.67 crore in year
2029, Rs. 184.77 crore in 2035, Rs. 352.99 crore in 2045 and Rs. 481.58 crore
in 2050 for Thane Metro

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17.5.4. Additional Investment

To cater to increased traffic demand, additional investment will have to be made

for purchase of additional coaches. The additional investment in the year 2035
works out to Rs. 368.61 Crores for purchase of 30 additional coaches.

An investment of Rs. 525.67 Crores would be required for purchase of 39 additional

coaches in the year 2045 and Rs 401.80 crores for 27 additional coaches in the year
2050 for Thane Metro. These additional investments have been worked out
considering an escalation factor of 2% per annum.

17.5.5. Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipments due to wear and tear. With the nature of equipment
proposed to be provided for the corridor, it is expected that about 25% of the
equipment comprising Electrical, Rolling stock and 50% of Signalling & Telecom
would require replacement/ rehabilitation after 20 years.

The replacement cost for Thane Metro works out to be Rs. 1945.99 Crore in the
year 2045.The replacement cost has been worked out considering an escalation
factor of 5% per annum.

The year wise total Operation and Maintenance cost for the corridor of Thane
Metro is indicated in Table 17.7

TABLE 17.7: O&M COST WITH ESCALATION

Staff Maintenance Energy Addition/
Total
Cost Expenses Charges Replace -
Year O&M Remarks
Esc ment
Esc @9% Esc @5% cost
@5% Cost (Cr.)
2029 143.84 72.15 121.67 337.66
2030 156.79 75.76 130.31 362.86

2031 170.90 79.55 139.45 389.90

2032 186.28 83.53 149.23 419.04

2033 203.05 87.71 159.54 450.30

2034 221.32 92.10 170.54 483.96

2035 241.24 96.71 184.77 522.72 368.61 Addition of 30 coaches

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Staff Maintenance Energy Additio

Total
Cost Expenses Charges n/
Year O&M Remarks
Esc Replac
Esc @9% Esc @5% cost
@5% e-
ment
Cost
(Cr.)
2036 262.95 101.55 196.47 560.97

2037 286.62 106.63 208.96 602.21

2038 312.42 111.96 222.14 646.52

2039 340.54 117.56 236.17 694.27

2040 371.19 123.44 251.06 745.69

2041 404.60 129.61 266.85 801.06

2042 441.01 136.09 283.55 860.65
2043 480.70 142.89 301.33 924.92

2044 523.96 150.03 320.08 994.07 Addition 39 coaches=525.67 Cr.

2045 571.12 157.53 352.99 1,081.64 2471.66 Replacement of 25% of Elec. &
2046 622.52 165.41 379.13 1167.06 50% S&T assets = Rs. 1945.99 Cr
2047 678.55 173.68 407.10 1259.33 Total= Rs. 2471.66 Cr.
2048 739.62 182.36 436.81 1358.79
2049 806.19 191.48 468.48 1466.15
2050 878.75 201.05 504.28 1584.08 401.80 Addition of 27 coaches

2051 957.83 211.10 505.66 1674.60

2052 1044.03 221.66 530.95 1796.64

2053 1138.00 232.74 557.49 1928.23

2054 1240.42 244.38 585.37 2070.16

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 Chapter – 18
TRANSIT ORIENTED DEVELOPMENT
Detailed Project Report for Thane Metro Rail

18. TRANSIT ORIENTED

DEVELOPMENT
18.1 1
NATIONAL TRANSIT ORIENTED DEVELOPMENT POLICY

National Transit Oriented Development (TOD) Policy provides guidelines on

development along transit corridors. TOD integrates land use and transport
planning and aims to develop planned sustainable urban growth centres,
having walkable and liveable communes with high density mixed land-use.
Citizens have access to open green and public spaces and at the same time
transit facilities are efficiently utilized.

TOD focuses on creation of high density mixed land use development in the
influence zone of transit stations, i.e. within the walking distance of (500-800
m) of transit station or along the corridor in case the station spacing is about 1
km. TOD advocates pedestrian trips to access various facilities such as
shopping, entertainment and work.

TOD increases the accessibility of the transit stations by creating pedestrian and
Non-Motorised Transport (NMT) friendly infrastructure that benefits large
number of people, thereby increasing the ridership of the transit facility and
improving the economic and financial viability of the system. Since the transit
corridor has mixed land-use, where the transit stations are either origin
(housing) or destination (work), the corridor experiencing peak hour traffic in
both directions would optimize the use of the transit system.

18.2 2
OBJECTIVES OF TOD

The objectives of TOD include:

• To promote the use of public transport by developing high density zones

in the influence area, which would increase the share of transit and walk
trips.

• To provide all the basic needs of work/ job, shopping, public amenities,
entertainment in the influence zone with mixed land-use development

• To establish a dense road network within the development area for safe
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and easy movement and connectivity of NMT and pedestrians between

various uses as well as to transit stations.

• To achieve reduction in the private vehicle ownership, traffic and

associated parking demand.

• To provide all kinds of recreational/entertainment/ open spaces, required

for a good quality of life in the influence area.

• To prevent urban sprawl by accommodating the growing population in a

compact area with access to the transit corridor, this would also
consolidate investments and bring down the infrastructure cost for
development.

• To reduce carbon footprints by shifting towards environmentally friendly

travel options for the line haul as well as for access and egress trips.

18.3 3 TOD
STUDY METHODOLOGY

• The study begins by discussions with the client to understand the key
considerations such as metro line alignment, land use in the corridor alignment.
This include details on existing and proposed land-use, planned and under
construction infrastructure projects, development control regulations etc.

• This is followed by site reconnaissance to understand the corridor alignment,

activities and exiting land use in the catchment of the corridor, major transport
intersections, real estate micro market prevalence etc.

• The study has been supported by segmentation of metro corridors into clusters,
real estate market research in each cluster, study of TOD policies in other cities
etc.

• The study includes on-ground research, interactions with local body to

understand regulatory aspect and review of development control regulations
(DCR). The study has been further strengthened by secondary research that
include review of available literature and database.

• Recommendations include revenue estimates to SPV from Thane Metro TOD

development and other non-fare box revenue streams.

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• Demand assessment along the TOD corridor for potential asset classes has been
carried out to identify the potential along the corridor and determine the
revenue estimation through sale of premium FSI (basis the supply demand
dynamics).

• Revenues from other sources of non-fare box revenue streams have been
estimated on the basis of case studies, benchmarks and primary data collection.
The other sources of non-fare box revenue taken in the study are as under:

➢ Advertisement in stations and trains

➢ Leasing of retail space inside stations
➢ Semi-naming rights of stations

The TOD study methodology flowchart is shown in Figure 18.1.

FIGURE 18.1: TOD STUDY METHODOLOGY

18.4 4
DEVELOPMENT CONTROL REGULATIONS

The land management and urban development initiatives within municipal

jurisdiction are handled by Thane Municipal Corporation (TMC). As per
Maharashtra Regional and Town Planning Act, 1966, TMC has formulated
Development Control.

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18.4.1. Land Use Classification

The city of Thane has been divided into five (5) land-use zones such as
Residential, Commercial, Industrial, Green and Special Reservations (TABLE
18.1).

TABLE 18.1: LAND USE CLASSIFICATION

Land Use Sub Zone Permissible Usages
Residential (R1) Purely • Residential Building
Residential • Customary Home Occupation
• Medical and Dental Practitioners dispensaries or Pathological or
diagnostic clinics permitted on the ground floor/stilt or first
floor
• Nursing Homes, polyclinics maternity homes and medical
practitioners.
• Professional Offices and studies of a resident of the premises
and incidental to such residential use
• Educational Building excluding building of trade schools but
including student hostels in independent buildings, religious
buildings, community halls, welfare centers and gymnasia.
• Public Libraries
• Club Houses or Gymkhana
• Bus shelters, bus stations, bus depot, railway stations, taxi
stands and heliports on independent plots
• Radio Broadcasting and Television studios
• Police Stations, telephone exchanges, government sub-offices,
municipal sub-offices, consulate offices.
(R2) • All uses permitted in Purely residential zone (R1)
Residential • Stores and Shops for retail business, including department
with shop stores
line at • Personal services establishments
ground • Hair dressing saloons and beauty parlors
floor • Frozen food stores
• Shoe repair and sports shops
• Professional offices
• Tailoring, embroidery and button hole making shops
• Cleaning and Pressing establishments for cloths.
• Shops for goldsmiths, lock smiths, watches and clocks repair,
musical instruments and their repairs
• Coffee grinding establishment with electric motive power.
• Restaurant, eating houses, cafeteria, ice cream parlors and milk
bars, bakeries
• Trade and other similar schools
• Coal or Fire wood shops
• Local Sub-offices of any public utility

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Land Use Sub Zone Permissible Usages

• Data Processing Units
• Repairing garages, motor driving schools, travel agencies, ticket
booking and selling agencies
Commercial (C1) • Any uses permitted in R2 Zone
Commercial • Auto Part stores and show rooms for motor vehicles and
Zone machinery
• Sale of used or second-hand goods for merchandise
• Club houses or other recreational activities conducted as
business
• Storage of furniture and household goods
• Retailing of building materials, open and enclosed
• Pasteurizing and milk processing plants
• Business offices including trade exchanges.
(C2) • All uses permitted in C1 Zone
Commercial • Wholesale establishments
Zone • Printing, book binding, engraving, block making
• Public Utility buildings
• Headquarters of commercial organizations
Industrial Industrial • Uses permissible in industrial zone shall be as per the industrial
Zone location policy of the Govt.
• Information Technology Establishment shall be permitted in
Industrial Zone and Service industrial estates on all plots
fronting on roads havingwidth12 m or more.
• Uses permissible in Non-viable plots in industrial Zone are as
follows
• Petrol Pumps or service stations
• Parking Lots
• Electric Sub station
• Offices for public utility or organization
• Banks including safe vaults, telephone exchanges, police
stations, govt and semi-govt offices, municipal offices, fire
stations.
• Hotel with not more than 50 rooms
• Convenience shops, departmental stores
• Restaurants
• Warehouses
Green (G1, 2 & 3) • Agriculture, horticulture and animal husbandry
Green Zone • Gardens and poultry farms
• Forestry
• Golf Clubs and Links
• Public Parks, Private parks, playfields, stadia, gymkhanas,
swimming pools
• Amusement Park

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Land Use Sub Zone Permissible Usages

• Race tracks and shooting ranges
• Fish Curing on open land/fish farming
• Public Utility establishment
• Cemeteries and crematoria
• Slaughter house

18.4.2. Floor Space Index

TABLE 18.2: PERMISSIBLE FSI IN THANE

Land Use Permissible FSI
Residential In R-1 zone,
(a) for plots fronting on roads below 9 m. width, permissible FSI will
be 1.5 only,
(b) for plot fronting on road width of 9 m. above (existing or
proposed) additional 0.5 FSI shall be allowed for commercial use only
subject to condition that, margin and parking space as required under
these regulations are provided and separate access for residential
and commercial users are provided.
Other Buildings Maximum floor space index shall be 1.33
Educational Buildings The maximum F.S.I shall be 1.00
Institutional Buildings The maximum F.S.I. shall be 1.00
Public Entertainment The maximum F.S.I. shall be 1.00
Hall/Mangal Karyalaya
Building
Commercial The maximum F.S.I. shall be 1.00. For the purpose of F.S.I. net area of
land excluding open space and area covered by internal roads shall
only be considered.
Industrial The maximum F.S.I. shall be 1.00

18.4.3. Benchmark Study of TOD Policy

Since TOD Policy specifically for Thane city is not available, therefore the
benchmark study analysis of TOD policies of Mumbai and Nagpur cities have
been carried out.

A. Draft Transit Oriented Development Policy for Mumbai Region

➢ Key Objectives of TOD (Draft Proposal Stage)

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A TOD Framework for the Mumbai city can be developed to ensure a clear
priority towards land use and transport integration can be realized at all scales
from vision to implementation.

• Aim of the project is to enhance safe access to the Metro Station,

supporting transit supportive development in its vicinity. This would
improve development potential of the area.
• Stations within walking distance avoid second mode of transport
• Parking is a specific domain and has to be comprehensively addressed in
terms of on‐street parking, off-street parking and parking within TOD areas
• Promote affordable housing stock around station areas
• Create Poly‐centric growth nodes around public transit stations
• Reduce use of cars, promote sustainable development, decongest roads &
promote efficient travel.

➢ Influence Zone of The TOD Corridor

TOD Zones have been identified around all Suburban Rail stations, and around
the metro line 01, 02, 03 & 04, as well as the monorail stations. These TOD
zones have been classified into a hierarchy on the importance based on a
Passenger Volume Survey and Interchanges. Accordingly, growth bands within
1.0 km influence zones on either side of the 3 Suburban Rail lines (the Western,
Central & Harbour Railway lines), and 0.5 km influence zones along metro rail
(TABLE 18.3).

TABLE 18.3: INFLUENCE ZONES IN MUMBAI TOD CORRIDOR

Hierarchy and Railway Line TOD Node
Influence Buffer
Order 01: 1 Km Suburban Dadar, Andheri, Kurla, CST, Borivala, Bandra,
influence Zone Railway Mumbai Central, Ghatkopar
Order 02: 0.5 Km Metro Rail D.N. Nagar, Marol
Influence Zone
Order 03: 0.3 Km Metro Rail All Metro Stations except D.N. Nagar and
influence buffer Marol.
Mono Rail All Monorail Stations.

• Order 1 stations are proposed to have a larger area of influence of 1 km

radius. This distance can be easily covered using Intermediate Public
Transport or cycles

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• Order 2 stations have a lower intensity than Order 1 stations and are
proposed to have an influence radius of 500 m from the railway station. This
distance can be covered by walk
• Order 3 stations have the least intensity and an influence area with a 300 m
radius.

➢ Key Features of Proposed Mumbai TOD Guidelines

• Reduction of road traffic by intensifying urban development along railway
corridors
• Development of selective commercial pockets with higher FAR (Floor Area
Ratio) for commercial developments by carefully considering the
overcrowding and congestion levels.
• Incentivizing higher FAR in 500 m x 500 m area around each station in the
new transit systems urban renewal scheme.
• Construction of commercial developments and multi-storeyed parking
structures at potential bus depots to generate revenues for upgrading bus
infrastructures and for compensating the losses of BEST (Brihanmumbai
Electric Supply and Transport).
• In the TOD areas where FSI is 5.0 to 6.5 and higher, parking provision is half
of that provided in other zones for Residential, Commercial, Retail, Hotels
and Industrial land uses.
• Any alignment modifications introduced in Metro/Mono/Elevated
Corridors/Corridors of Mass Rapid Transport System, including BRTS, by the
Appropriate Authority and sanctioned by Government shall stand
automatically amended on the Development Plan as modified.
• Furthermore, any new “Transport Corridor” such as Metro/Mono/Elevated
Corridors/Corridors of Mass Rapid Transit System, including BRTS, proposed
by Appropriate Authority and sanctioned by Government, shall stand
automatically added on to Development Plan.

B. TRANSIT ORIENTED DEVELOPMENT POLICY IN NAGPUR

TOD policy in Nagpur has been notified as per notification no. TPS-
2414/477/CR-248 (Part 1)/2014/UD-9 dated 14th March 2018 – Urban
Development Department, Government of Maharashtra. The notification

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enumerates the definitions and usages (w.r.t. Maximum Permissible FSI,

Premium etc.) for the Nagpur Metro Rail Corridor (NMRC).

• Nagpur Metro Rail Corridor (NMRC) - It is defined as the area falling within
500 mt distance on either side of the Nagpur Metro Rail measured from its
center line and includes the area falling within 500 mt distance from the
longitudinal end of the last Metro Railway Station.

• Base permissible FSI- It is the FSI permissible as per the provisions of the
Principal DCR, excluding the TDR that can be received.

• Maximum Permissible FSI- The maximum permissible total FSI in NMRC

shall be 4.00 including the base permissible FSI, subject to condition that,
the additional FSI over and above the base permissible FSI shall be allowed
within the overall limit of maximum permissible FSI, as mentioned in the
TABLE 18.4.

TABLE 18.4: PERMISSIBLE FSI IN NAGPUR TOD CORRIDOR

Sr. Minimum Road Plot Area Maximum Permissible

No. Width FSI

1 9.00 mt. Below 1,000 sq.mt. 2.00

2 9.00 mt. 1,000 sq .mt. or above 3.00
3 12.00 mt. 2,000 sq.mt. or above 3.50
4 15.00 mt. 2,000 sq.mt. or above 4.00

The maximum permissible FSI shall be determined by satisfaction of both the

criteria viz. Minimum Road width as well as plot area simultaneously. However,
in case both these criteria are not satisfied, the maximum permissible FSI shall
be minimum of that permissible against each of these two criteria as illustrated
in Table 18.5.

TABLE 18.5: PLOT AREA AND ROAD WIDTH IN NAGPUR TOD CORRIDOR

Plot Area Road Width

Less than 9 m 9m& 12 m & 15 m &
above above above
Below 1,000 sq.mt. Principle DCR 2 2 2
1,000 sq .mt. up to 2,000 sq.mt. Principle DCR 3 3.5 3.5
Above 2,000 sq.mt. Principle DCR 3 3.5 4.0

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Premium for Additional FSI

Additional FSI over and above base permissible FSI of respective land use zones
as per principle DCR, may be permitted on payment of premium as may be
decided by the Govt. from time to time.

The minimum tenement density per hectare of the gross plot area is as given
below.

• Minimum number of tenements= gross plot area X maximum proposed

FSI for residential use X 200 tenements per Hectare

In case tenement density proposed is less than that stipulated, the premium to
be paid in that event the additional premium shall be paid as may be decided
by the Govt. from time to time and such premium shall be chargeable on the
total additional FSI to be availed beyond base permissible FSI.

C. TOD POLICY ADOPTED FOR THANE METRO

At present, there is no TOD policy notified for Thane Metro. The TOD policy for
Mumbai Region (discussed in point A above) is also in draft stage. Recently for
Pune Metro and Mumbai Metro line 7, TOD policies have been notified in
similar lines with Nagpur Metro. Therefore TOD policy for Thane Metro has also
been taken in lines with Nagpur Metro. As per the policy, TOD corridor of
Thane Metro has been taken as 500 m on either sides of Metro corridor.

18.5 5 REAL
ESTATE ANALYSIS ALONG TOD CORRIDOR

Thane city has witnessed rapid demographic and real estate market growth in
last decade. Thane Municipal Corporation (TMC) is the Urban Local Body (ULB)
and governs 128 sq.km of area under it’s jurisdiction. Thane was an industrial
town during 1960-70 and the major industrial estate like Wagle, Kalwa, Kolshet
and Balkum were developed during this period. Large manufacturing and
industrial units in Thane gradually gave way to commercial development and
additionally, evolution of Thane as a residential hub stimulated development of
support social infrastructure. The city emerged as one of the preferred
locations for corporate entities. Moreover, proximity to Mumbai and
infrastructure developments resulting in rapid access to the real estate micro-
markets also enhanced the location attractiveness of the micro markets.

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18.5.1. Segmentation of Thane Metro Corridor

The real estate dynamics along Thane Metro Corridor has been analyzed by
segregating the corridor into 8 small clusters, which are further detailed out in
the subsequent sections. The cluster map is shown in Figure 18.2. The clusters
are segregated broadly based on the following factors:

• Geographical Extent
• Location Characteristics – Nature of economic activity, nature of
residing population
• Prevalent real estate scenario – Organized / Unorganized real estate
activity, prevalent pricing

A detailed analysis of these clusters has been carried out with respective to the
following:

• Economic activity in the cluster

• Physical and Social Infrastructure
• Key drivers for real activity
• Supply-Demand dynamics along various asset classes like residential,
office and retail
• Future outlook of the real estate growth in the cluster

Real Estate Market overview for residential, commercial and retail are presented in

FIGURE 18.3, FIGURE 18.4 and FIGURE 18.5.

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FIGURE 18.2: MAP OF CLUSTERS ALONG METRO CORRIDOR

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FIGURE 18.3: RESIDENTIAL MARKET OVERVIEW OF THANE

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FIGURE 18.4: COMMERCIAL MARKET OVERVIEW OF THANE

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FIGURE 18.5: RETAIL MARKET OVERVIEW OF THANE

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The snapshot of real estate scenario across various clusters along the corridor is presented in Table 18.6.

TABLE 18.6: SNAPSHOT OF REAL ESTATE SCENARIO ACROSS VARIOUS CLUSTERS ALONG THE CORRIDOR
FUTURE OUTLOOK FOR REAL
STATIONS IN THE ESTATE GROWTH
CLUSTER LAND USE KEY DEMAND DRIVERS
CLUSTER
RESIDENT
OFFICE RETAIL
IAL
• Connectivity to Suburban Railway Network
Thane Station, Mixed, Residential,
1 • Accessibility and Connectivity to other modes of transport such LOW LOW MEDIUM
New Thane Retail
as city buses and state transport buses
Shivaji Chowk,
Mixed, Residential, • Proximity to National Highway 3
2 Rabodi, MEDIUM LOW MEDIUM
Institutional, Retail • Established Social Infrastructure
BalkumPada
Balkum Naka, Industrial, • Large Defunct Industrial Land Parcels
3 HIGH MEDIUM MEDIUM
Kolshet Residential • Upcoming residential township projects
• Emerging Residential Micro-market
Manorama Nagar,
• Large land parcels
4 Azad Nagar, Residential, Retail HIGH MEDIUM HIGH
• Established Social Infrastructure
Patlipada
• Proximity to Ghodbunder Road
Waterfront, Residential, • Emerging Residential micro-market
5 Waghbil, Vijay Commercial • Small scale retail outlets HIGH MEDIUM HIGH
Nagar, Dongripada • Commercial Development
Manpada, K.G Industrial • Established Social infrastructure
6 Natyagruh, Gandhi (Warehousing), • Large land parcels HIGH MEDIUM MEDIUM
Nagar, Neelkanth Residential, Retail • Proximity to Ghodbunder Road
Industrial,
Sivai Nagar, • Desirable location for Commercial and residential development
7 Residential, HIGH HIGH MEDIUM
Lokmanya Nagar • Established social infrastructure
Commercial, Retail
Commercial,
Wagle Circle, Raila • Established Commercial and MSME industrial micro-market
8 Industrial, MEDIUM HIGH HIGH
Devi • Proximity to LBS Marg
Residential

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18.6 6 SUPPLY SIDE POTENTIAL

The methodology followed for the assessment of revenue from premium on

additional FSI is presented in Figure 18.6.

FIGURE 18.6: METHODOLOGY FOR ESTIMATION OF ADDITIONAL FSI

Vacant land parcels have been identified on best effort basis through primary site visit along
the corridor alignment and google imagery. Table 18.7 indicates the supply side dynamics for
vacant and defunct industrial plots along the influence zone of the metro corridor. The
permissible FSI area of each identified land parcel as per the base FSI has been determined.
The areas of the plots within 500 m from both sides of the corridor have been determined.

In addition to these, some land parcels which come under public utilities and green zones as
per the Development Plan have been presented in Table 18.8. These land parcels have not
been considered in the assessment of built up area.

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TABLE 18.7: AREA AND FSI DETAILS OF IDENTIFIED LAND PARCELS ALONG TOD CORRIDOR
Plot Area Nearest proposed Land Use as Cluster Approx. Applicable RG Net Plot Permissible Permissible
No (sq.mt) Metro Station per DP Approach Road FSI as per Reservation Area FSI area FSI area
width (m) DCR (sq.m.) (sq.m.) (sq.ft.)
V1 14,797 Waghbil Residential 5 30 1 15% 12,577 12,577 135,384
V2 14,343 Waghbil Residential 5 30 1 15% 12,192 12,192 131,230
V6 5,934 Waterfront Residential 5 40 1 15% 5,044 5,044 54,293
V7 7,308 Patlipada Residential 4 20 1 15% 6,212 6,212 66,864
V8 19,983 Patlipada Residential 4 20 1 15% 16,986 16,986 182,832
V9 14,961 Patlipada Residential 4 20 1 15% 12,717 12,717 136,884
V10 3,099 Patlipada Residential 4 20 1 15% 2,634 2,634 28,354
V11 42,709 Patlipada Residential 4 20 1 15% 36,303 36,303 390,762
V12 7,245 Patlipada Residential 4 20 1 15% 6,158 6,158 66,287
V14 7,749 Azad Nagar Residential 4 42 1 15% 6,587 6,587 70,899
V15 15,763 Azad Nagar Residential 4 12 1 15% 13,399 13,399 144,222
V16 10,422 Azad Nagar Residential 4 21 1 15% 8,859 8,859 95,355
V17 14,626 Azad Nagar Residential 4 12 1 15% 12,432 12,432 133,819
V18 3,764 Azad Nagar Residential 4 21 1 15% 3,199 3,199 34,438
V19 3,283 Manorama Nagar Residential 4 21 1 15% 2,791 2,791 30,037
V20 8,323 Manorama Nagar Residential 4 18 1 15% 7,075 7,075 76,150
V21 24,671 Manorama Nagar Residential 4 18 1 15% 20,970 20,970 225,725
V22 9,002 Manorama Nagar Residential 4 9 1 15% 7,652 7,652 82,363
V23 12,449 Manorama Nagar Industrial 3 33 1 10% 11,204 11,204 120,601
V24 8,431 Manorama Nagar Industrial 3 33 1 10% 7,588 7,588 81,676
V25 3,686 Manorama Nagar Residential 4 33 1 15% 3,133 3,133 33,725
V26 130,649 Manorama Nagar Residential 3 24 1 15% 111,052 111,052 1,195,360
V27 78,745 Kolshet Industrial Area Residential 3 24 1 15% 66,933 66,933 720,470
V28 22,705 Kolshet Industrial Area Residential 3 18 1 15% 19,299 19,299 207,737
V30 44,496 BalkumPada Residential 6&7 20 1 15% 37,822 37,822 407,112
V31 179,124 Gandhi Nagar Industrial 6&7 32 1 15% 152,256 152,256 1,638,880
converted to
Residential
V33 12,254 Dr. K.G Natyagraha Residential 5 30 1 15% 10,416 10,416 112,117

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TABLE 18.8: IDENTIFIED LAND PARCELS UNDER PUBLIC UTILITIES AND GREEN ZONE

Plot No Area (sq.mt) Nearest proposed Land Use as per DP Cluster Approx. Approach
Metro Station Road width (m)
V3 1,726 Waghbil Public Utilities 5 30
V4 15,429 Waghbil Public Utilities 5 30
V5 85,413 Waterfront Green Zone - G1 5 15
V13 13,037 Azad Nagar Park - RG 4 42
V29 34,351 Rabodi Public & Semi Public 2 12
V32 33,171 Waterfront Public Utilities 5 15
V34 25,825 Waterfront Public Utilities 5 36

All the identified land parcels come under residential and industrial landuse as per the
development plan. The clusterwise permissible FSI area details for the asset classes of
residential and industrial/commercial landuses have been presented in Table 18.9.

TABLE 18.9: CLUSTER WISE PERMISSIBLE FSI AREA DETAILS

Asset Class Cluster 3 Cluster 4 Cluster 5 Cluster 6 & 7 Total

Residential Permissible FSI
2,123,567 1,798,717 433,023 407,112 4,762,419
area (sq.ft.)
Average unit size
1,200
(sq.ft.)
Average no of units 1,770 1,499 361 339 3,969

Industrial/
Commercial
Permissible FSI
(Can be developed 202,277 1,638,880 1,841,157
area (sq.ft.)
into Commercial
IT- ITEs)

The cluster wise identified land parcels have been shown in Figure 18.7 to 18.13.

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FIGURE 18.7: IDENTIFIED LAND PARCELS IN CLUSTER 1

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FIGURE 18.8: IDENTIFIED LAND PARCELS IN CLUSTER 2

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FIGURE 18.9: IDENTIFIED LAND PARCELS IN CLUSTER 3

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FIGURE 18.10: IDENTIFIED LAND PARCELS IN CLUSTER 4

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FIGURE 18.11: IDENTIFIED LAND PARCELS IN CLUSTER 5

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FIGURE 18.12: IDENTIFIED LAND PARCELS IN CLUSTER 6 & 7

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FIGURE 18.13: IDENTIFIED LAND PARCELS IN CLUSTER 8

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18.7 7
DEMAND SIDE POTENTIAL

18.7.1. Demand Estimation for Residential Segment

Demand estimation for residential segment has been worked out in four steps as
explained below:

• Step I: Population Projection

From the Indicus Analytics data for Thane district, decadal growth rate has been
used for future projections of Thane population. Average Household (HH) size
has been calculated by dividing the total population by number of households.
The HH size has been used to calculate the number of HH's for projected
population.

• Step II: Estimating number of HH on the basis of total household earnings

From Indicus Analytics data, the number of households segregated by household
earnings has been used to calculate the estimated number of HH in each HH
earning bracket.

• Step III: Estimating potential demand of residential apartments

As per 2011 census, 26% of total Thane district population resides in rented
houses. The percentage share of the rented households is applied on the earning
wise households to estimate the housing demand. Households with earnings
over INR 5 Lakh bracket are considered to be the potentia demand for residential
apartments. Demand for next 30 years has been calculated.

• Step IV: Demand along the TOD corridor

Thane, at present has approx. 22,000 unsold residential units, which are
deducted from the calculated cumulative demand for next 30 years to arrive at
the actual demand numbers for the city. Based on Thane real estate market
understanding and the existing supply demand dynamics along the TOD corridor,
it has been considered that 60-80% of the demand shall come along the metro
corridor spread across various clusters.

Key target segment for housing in Thane

• Residential demand in Thane is largely end-user driven and typically generated

by the following target segments

o Rented households living in Thane looking to invest in own homes

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o Investors living in Thane investing in homes for rental income

• While the above segments are primary demand drivers for housing in Thane,
secondary demand drivers for housing comprise of speculative investors and
end-user generated as a result of nuclearization of families.

Table 18.10 presents the distribution of households by annual income.

TABLE 18.10: DISTRIBUTION OF HOUSEHOLDS BY ANNUAL INCOME

Annual Income of % Share of Housing Source
Households (INR/annum) Population Affordability
<Rs. 75,000 17% Annual Income of Households -
Indicus Market Skyline of India
2013-14
Rs. 75,000 - Rs.150,000 17% Upto 7.5 Lakhs Housing Affordability based on
Housing Loan Eligibility
Rs.150,001 - Rs.300,000 19% INR 7.6 to 15 Lakhs
Rs.300,001 - Rs.500,000 14% INR 16 to 25 Lakhs
Rs.500,001 - Rs.1,000,000 14% INR 26 to 50 Lakhs
1,000,001 - Rs.2,000,000 10% INR 51 Lakhs to 1 Cr
2,000,001 - Rs.5,000,000 6% INR 1 to 2.5 Crore

The demand for housing in Thane in terms of no. of units for different income
households is presented in Table 18.11.

TABLE 18.11: HOUSING DEMAND IN THANE

Housing Demand in Thane- No. of Units (in Thousands)
Annual Income of
Households 2018 2024 2029 2034 2039 2044 2049
(INR/annum)
500,001 - 1,000,000 82.1 99.5 115.2 125.1 140.4 153.2 168.1
1,000,001 - Rs.2,000,000 59.5 72.1 83.4 90.6 101.7 110.9 121.7
2,000,001 - Rs.5,000,000 36.3 44 51 55.3 62.1 67.8 74.4
5,000,001 - 10,000,000 6.4 7.7 8.9 9.7 10.9 11.9 13
>10,000,000 0.5 0.6 0.7 0.7 0.8 0.9 1

As discussed earlier, the primary target segments for housing in Thane are those who
reside in Rented households (which comprise of end-users segment), and investors
who invest in homes for rental income. Eventually the occupiers of homes in both the
above segments are the rented households. Hence, the Table 18.12 calculates the
demand for housing from the rented households based in Thane. Proportion of
rented households in Thane is 26% (as per census 2011).

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TABLE 18.12: HOUSING DEMAND IN THANE FROM RENTED HOUSEHOLDS

Housing Demand in Thane- No. of Units (in Thousands)
Annual Income of Households
2018 2024 2029 2034 2039 2044 2049
(INR/annum)
Rs.500,001 - Rs.1,000,000 21.4 25.9 30 32.5 36.5 39.8 43.7
1,000,001 - Rs.2,000,000 15.5 18.7 21.7 23.6 26.4 28.8 31.6
2,000,001 - Rs.5,000,000 9.4 11.4 13.2 14.4 16.1 17.6 19.3
Rs. 5,000,001 - Rs.10,000,000 1.7 2 2.3 2.5 2.8 3.1 3.4
>Rs.10,000,000 0.1 0.2 0.2 0.2 0.2 0.2 0.3
Cumulative Demand for Housing
Units in Over INR 5 Lakh Price 48 58.2 67.4 73.2 82,131 89,614 98,315
Segment
Incremental Demand for Housing
Units in Over 5 Lakh Price 1,838 1,816 1,752 1,809 1,775 1,710
Segment
Supply (Unsold Inventory) 22,000 (Q1 2018)

The current residential market demand dynamics in Thane indicate:

o Absorption of ~650 – 700 residential units across various configurations and

sizes per month.

o Also proposed infrastructure initiatives which include the Metro line 4

(Wadala – Kasarvadavali) and the upcoming Thane-Bhiwandi-Kalyan metro is
expected to further impact the real estate activity in Thane
Considering the growth in real estate activity in Thane and current absorption, we
anticipate about 2-2.5 years for the unsold inventory to be completely absorbed.
Hence demand for residential segment in initial years is very low. However, post
the absorption of the unsold inventory we foresee a demand for residential
segment (approx. 28,250 units) in Thane (next 30 years demand).

o Considering the present supply dynamics (upcoming projects), we have

considered ~ 70-80% (19,500 – 22,500 units) share of the residential demand
to come along the TOD corridor

o The available vacant land parcels along the TOD corridor has a potential to
develop approx. 3,900 units. (~4.76 mn. Sq.ft.)

o The additional demand along the TOD corridor comes out to be ~17,250 units
= ~20.68 mn. Sq. ft. It can be developed through purchase of premium FSI
from the authority at the rate of 60% of the ready reckoner rates.

18.7.2. Demand Estimation for Commercial Segment

Demand estimation for commercial segment has been worked out in five steps as
explained below:

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• Step I: Grade A Commercial Absorption Trend

For last seven years, 2009-2015 Y-o-Y Grade A commercial absorption (sq. ft.)
rate for each of the micro market in Mumbai has been studied and arrived at
average absorption (sq. ft.) for each of the micro-market in Mumbai.

• Step II: Projected absorption for Mumbai

On the basis of absorption CAGR of 2.36% for last seven years, accelerated
growth rate of 5% has been considered till 2019 and 3% there on for the
overall absorption in Mumbai micro-market. Share of absorption for each of
the micro-market of Mumbai is divided into two components - (i) 2016-19 and
(ii) 2019 onwards. The projected Grade A supply in each micro-market for next
three years i.e. 2016-2019.

• Step III: Projected absorption for Thane (2016-19)

The absorption (sq. ft.) for 2016-19 has been estimated on the basis of average
historic absorption (sq. ft.) trend considering the vacancy levels trend in micro-
market. Along with this average absorption (sq. ft.) rate, based on historic
trend it is observed that there is a lump in absorption when the supply hits the
market due to pre-commitments. Considering this the projected supply is
estimated to witness approx. 60% absorption by the time it hits in the micro-
market.

• Step IV: Projected absorption 2019 onwards

The absorption (sq. ft.) 2019 onwards has been estimated on the basis of
average absorption (sq. ft.) for Thane micro-market from 2009-2019.

• Step V: Share of TOD corridor

Share of TOD corridor is taken post 2019 considering time taken for project
conceptualization, initiation, development and marketing. Share of 33% has
been considered for subject site.

Demand for office Space in Thane has been assessed based on the past office space
absorption trends in Thane over a 9 year period from year 2009 to year 2017 (Table
18.13). The past 9 years considers various real estate cycles that a metropolitan
city would witness ranging from peak demand to slowdown in the market.

Further the demand projections are done for Mumbai market as a whole and thus
the share of demand of Thane in Mumbai Market over next 30 years timeframe. It

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is estimated that Thane will have nominal share (7%) as seen historically (Thane-
Belapur Road being the larger share due to lower rental values and larger supply).

The office space absorption in Thane and TOD corridor for the next 30 years has
been projected in Table 18.14. The summary of estimated demand along TOD
corridor is presented in Table 18.15.

TABLE 18.13: OFFICE SPACE ABSORPTION TRENDS IN MILLION SQ. FT.

Trends in absorption of office space in Million Sq. Ft.
Year 2009 2010 2011 2012 2013 2014 2015 2016 2017 Average
Mumbai 3 3.65 4.3 5.38 4.39 3.21 3.22 2.71 2.43 3.59
Thane 0.26 0.67 0.11 0.31 0.51 0.38 0.38 0.41 0.02 0.34
% share of
9% 18% 3% 6% 12% 12% 12% 15% 1% 10%
Thane

TABLE 18.14: OFFICE SPACE ABSORPTION IN THANE & TOD CORRIDOR (MN SQ. FT.)
Year 2018 2024 2029 2034 2039 2044 2048
Mumbai 2.48 2.8 3.09 3.41 3.76 4.15 4.5
Thane share @ 7% 0.14 0.2 0.22 0.24 0.26 0.29 0.31
Share of TOD Corridor
0.097 0.13 0.144 0.159 0.176 0.194 0.21
in Thane (67%)

TABLE 18.15: SUMMARY OF ESTIMATED DEMAND ALONG TOD CORRIDOR

Past Absorbed Trends in Thane 9 Year Period (Year 2009-2017) 3.051 mn.sq.ft.
Estimated Future Absorption for office Space in Thane: 30 Year Period (Year
7.31 mn. sq.ft.
2018-2048)
Estimated Future Absorption for office Space in TOD corridor: 30 Year Period
4.87 mn. sq.ft.
(Year 2018-2048)
Estimated Future Demand for office Space in in TOD corridor (considering
6.33 mn. sq.ft.
23% vacancy): 30 Year Period (Year 2018-2048)

The future potential demand along the TOD corridor is estimated to be 4.87 Mn. sq.
ft., whereas the vacant land parcels along the corridor indicate a potential supply of
commercial development to be 1.84 Mn. sq. ft.

Hence the additional demand can be catered to by purchase of additional FSI from
the authority. The commercial micro-market within TOD station clusters is
presented in Figure 18.14.

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FIGURE 18.14: COMMERCIAL MICRO-MARKET WITHIN TOD STATION CLUSTERS

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Out of the total demand projected in the Thane TOD corridor, below mentioned is
the percentage share distribution across two micro markets:

• Ghodbunder Road and Pokhran Road- new developments – 70% (Cluster 5, 6 &
7)
• Waghle Circle and Raila Devi- redevelopment of industrial to commercial - 30%
(Cluster 8)

18.7.3. Demand Estimation for Retail Segment

Demand estimation for retail segment has been worked out in seven steps as
explained below:

• Step I: Estimate Total Household Expenditure

From the Indicus Analytics data for Thane city, we have considered the
expenditure of households with annual earnings greater than five lakhs. This
expenditure includes food and related items, FMCG, Personal/ durable goods,
clothing and footwear, misc. goods & services (travel, doctor fees etc.). This
expenditure is escalated considering the inflation rate and population growth
at city level. Thus we arrive at year-on-year per capita annual expenditure for
households with annual earnings greater than five lakh.
• Step II: Estimate Total Household Expenditure on Retail
The expenditure on Retail is considered for items that includes 1) Food &
Related items 2) FMCG 3) Personal/ Durable Goods 4) Clothing & Footwear.
Retail expenditure constitute 30% of total expenditure
• Step III: Lease Rentals for the Retail
Considered the weighted average rentals for the retail establishments in the
city considering the major malls, the annual escalation of 5% is taken for this
rent.
• Step IV: Retail Rent Expenditure
The retailers on an average spends about ~12% on the rent of the total
earnings of establishment. This is considered to convert the household
earnings to the retailer space required at the city level
• Step V: Built-up Area required for retail
Built-up Area (BUA) sq. ft. for retail is calculated by = (Total expenditure in INR
for households with earnings greater than INR five lakh) * Annual Expenditure
Escalation * Retail Rent Expenditure)/(Lease rent in INR per sq. ft. per month *
12 * Annual Lease Rental Escalation

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• Step VI: Built-up Area required for organised retail

The total retail space requirement is mix of unorganised, organised retail and
online shopping. based on secondary reports, organised retail constitute of
10% share at India level in 2016 and same has been considered for Thane.
Organised or modern chain stores, all owned or franchised by a central entity,
or a single store that is larger. Organised retail constitute of formats such as
malls, high streets, shopping plazas, hypermarkets. Thus we arrive at organised
retail demand in Thane in next 10 years.

Table 18.16 and 18.17 presents the estimation of demand for retail segment along
TOD corridor in Thane.

TABLE 18.16: ESTIMATION OF RETAIL DEMAND ALONG TOD CORRIDOR

Year 2018 2024 2029 2034 2035 2036 2037
Population in households earning
7.72 9.35 10.83 11.76 12.04 12.33 12.62
>Rs.500,000 (INR Lakhs)
Per Capita expenditure (INR Lakhs) 3.34
Increase in expenditure- Inflation
4.26 5.71 7.29 9.31 9.77 10.26 10.77
rate adjusted (%) (INR Lakhs)
Total expenditure for Households
earning >Rs.500,000 (INR Lakh 0.33 0.53 0.79 1.09 1.18 1.26 1.36
Crores)
Retail expenditure share at 30%
for total expenditure (INR Lakh 0.1 0.16 0.24 0.33 0.35 0.38 0.41
Crores)

TABLE 18.17: ESTIMATED DEMAND FOR RETAIL ALONG TOD CORRIDOR

Year 2018 2024 2029 2034 2035 2036 2037
Retail Rent Expenditure (Sq.
37.97 46.01 53.25 57.84 59.23 60.64 62.05
Ft.) at 12%
Share of Modern Retail
3.8 4.6 5.32 5.78 5.92 6.06 6.21
(Organized) (Sq. Ft.)
Incremental demand (sq. ft.) 13,719 14,548 14,222 13,951 14,050 14,140 13,719
Existing Organized Supply
33.15
(lakhs sq. ft.)
Additional demand for
organized retail in Thane -29.35 -28.55 -27.83 -27.37 -27.23 -27.09 -26.94
(lakhs sq. ft.)

The demand estimation indicates oversupply in Thane market from Retail

development perspective. It is estimated that even newer supply comes up in the
corridor, it will be part of large residential development as support retail and may
not avail the additional FSI. Hence retail segment is not considered as potential
segment for revenue generation from additional FSI.

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18.8 8
ESTIMATION OF REVENUE FROM VALUE CAPTURE FINANCE

18.8.1. Premium on Additional FSI

The additional demand along the TOD corridor is spread across cluster 3, 4, 5, 6 and
7 with available vacant land parcels. For computing premium on additional FSI,
rates have been charged as 30% of ASR Land rates as follows:

* ASR Land Rates are land rates for the ‘Receiving Plot’, as mentioned in the Annual
Statement of Rates, prepared by the Inspector General of Registration & Controller
of Stamps, Maharashtra State for the year of utilization of additional FSI.

The Annual Statement of Rates (ASR) for different areas along TOD corridor are
given in Table 18.18.

TABLE 18.18: ANNUAL STATEMENT OF RATES

Nearest Proposed Location of Vacant Land Parcel Land Rate
Metro Station (Area As Per Reckoner Rate) (INR/Sq.M.)
Waghbil Waghbil 9,700
Waterfront Hiranandani Township 47,700
Patlipada Patlipada 44,000
Azad Nagar Azad Nagar 8,500
Manorama Nagar Manorama Nagar 8,500
Kolshet Industrial Area Kolshet Industrial Area 42,433
Balkum Pada Balkum Pada 30,367
Gandhi Nagar Gandhi Nagar 56,200
Dr. K. G. Natyagraha Dr. K. G. Natyagraha 42,200

For the purpose of Revenue Estimation from sale of additional FSI, we have divided
Ready Reckoner Rates in 4 Groups as follows:

• Group 1 – 0 – 10,000
• Group 2 – 20,000 – 40,000
• Group 3 – 40,000 - 50,000
• Group 4 – 50,000 – 60,000

Assuming the average Ready Reckoner Rate in Each Group and 2% escalation in
Rate every year (2018 – 2049) the Ready Reckoner Rates in Year 2024 are as
follows:

Group 1 Group 2 Group 3 Group 4

(0-10,000) (20,000-40,000) (40,000-50,000) (50,000-60,000)
Ready Reckoner Rate
9,843 34,198 49,413 63,290
2024 (Rs/Sq.M.)

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The revenue estimation from sale of additional FSI of residential and commercial is
presented in Table 18.19.

TABLE 18.19: REVENUE FROM SALE OF ADDITIONAL FSI TO SPV

Revenue from sale Revenue from sale Total Revenue 50% Share to
of Additional FSI of Additional FSI from sale of SPV (INR Crore)
Year
(Residential) (INR (Commercial) (INR Additional FSI
Crore) Crore) (INR Crore)
2025 166.5 12.1 178.6 89.3
2026 169.8 12.4 182.2 91.1
2027 173.2 12.6 185.8 92.9
2028 161.9 12.9 174.7 87.4
2029 165.1 13.1 178.2 89.1
2030 140.4 13.4 153.8 76.9
2031 143.2 13.6 156.9 78.4
2032 146.1 13.9 160.0 80.0
2033 149.0 14.2 163.2 81.6
2034 152.0 14.5 166.5 83.2
2035 147.8 147.8 73.9
2036 150.7 150.7 75.4
2037 153.7 153.7 76.9
2038 156.8 156.8 78.4
2039 159.9 159.9 80.0
2040 163.1 163.1 81.6
2041 166.4 166.4 83.2
2042 169.7 169.7 84.9
2043 173.1 173.1 86.6
2044 176.6 176.6 88.3
2045 180.1 180.1 90.1
2046 183.7 183.7 91.9
2047 187.4 187.4 93.7
2048 191.1 191.1 95.6
2049 195.0 195.0 97.5
4,123 133 4,255 2,128

18.8.2. Additional 1% Surcharge on Property Transactions

Government of Maharashtra vide Notification in Govt. Gazette dated 21.08.2015

amended in Maharashtra Municipal Corporation Act 2015, to levy 1% additional
surcharge on property transactions in accordance with section 149(B) of the act.
Government of Maharashtra has already started recovering 1% additional
Surcharge on property transactions since October 2016 in Nagpur. The additional
1% collection from hike in surcharge will be transferred to Maha-Metro’s account.

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Thane District is divided in 12 zones/ ward office for collection of surcharge on

property transactions and registration charges of properties. At present, the
surcharge on property transactions is charged at 6% of the agreement value and
registration is charged at 1% of market value or INR 30,000 whichever is less.

The annual collection of surcharge on property transactions in Thane Municipal

Area (share of TMC) for the past four years from 2014-15 to 2017-18 has been
collected from Thane Municipal Corporation (data also available on TMC website)
(Table 18.20). As per the sources from TMC, out of the total 6% surcharge on
property transactions, 1% surcharge goes to Thane Municipal Corporation.

TABLE 18.20: SURCHARGE ON PROPERTY TRANSACTIONS IN THANE MUNICIPAL AREA

1% Surcharge on Property
Transactions in Thane Municipal Area
Sr. No. Year
available to Municipal Corporation
(Rs in Cr)
1 2014-15 134
2 2015-16 106
3 2016-17 119
4 2017-18 64

Based on the past growth trends of surcharge collection, the average growth rate
comes out to be negative. The figure of 2017-18 is abnormal thus it has not been
considered in the projection. Considering that the surcharge collection will increase
in coming years, it has been assumed that expected surcharge on property
transactions in Thane Municipal area may be expected to grow at a Y-o-Y growth
rate of 2%. In similar lines with Nagpur Metro, 1% additional surcharge on property
transactions may be collected as a revenue to SPV. The estimated revenue to SPV
from 1% additional surcharge on property transactions is presented in Table 18.21.

TABLE 18.21: REVENUE FROM ADDITIONAL SURCHARGE ON PROPERTY TRANSACTIONS

S. Year 1% Surcharge on Property Revenue from additional 1%
No. Transactions to TMC at Y- Surcharge on Property
o-Y 2% CAGR (INR Cr) Transactions to SPV (INR Cr)
1 2015 134
2 2016 106
3 2017 119
4 2018 121
5 2019 124
6 2020 126
7 2021 128
8 2022 131
9 2023 134
10 2024 136

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S. Year 1% Surcharge on Property Revenue from additional 1%

No. Transactions to TMC at Y- Surcharge on Property
o-Y 2% CAGR (INR Cr) Transactions to SPV (INR Cr)
11 2025 139 139
12 2026 142 142
13 2027 145 145
14 2028 148 148
15 2029 151 151
16 2030 154 154
17 2031 157 157
18 2032 160 160
19 2033 163 163
20 2034 166 166
21 2035 170 170
22 2036 173 173
23 2037 176 176
24 2038 180 180
25 2039 184 184
26 2040 187 187
27 2041 191 191
28 2042 195 195
29 2043 199 199
30 2044 203 203
31 2045 207 207
32 2046 211 211
33 2047 215 215
34 2048 219 219
35 2049 224 224
Total 4455.0

18.8.3. Revenue from increase in Development Charge

As per section 124B of Maharashtra Regional and Town Planning Act, 1966,
development charges are to be levied & collected by the nodal authority at rates
specified in column (4) of the second schedule.

As per point (c) of column 3 of the second Schedule, projects involving development
of land for residential or institutional use, also involving building or construction
operations shall imply development charge fee as follows:

• For land component – 0.5% of rates of developed land as mentioned in the

Stamp Duty Reckoner

• For the built up component – 2.0% of the rates of developed land mentioned
in the Stamp Duty Reckoner

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The annual collection of development charge in Thane Municipal Area for the past
four years from 2014-15 to 2017-18 has been collected from Thane Municipal
Corporation (data also available on TMC website) (TABLE 18.22).

TABLE 18.22: SURCHARGE ON PROPERTY TRANSACTIONS IN THANE MUNICIPAL AREA

Development Charge Collection in Thane
Sr. No. Year
Municipal Area (Rs in Cr)
1 2014-15 50.02
2 2015-16 168.6
3 2016-17 198.15
4 2017-18 150

Based on the past growth trends of development collection, the average growth rate
comes out to be very high. Considering that the development charge collection will
increase at low pace in coming years, it has been assumed that expected
development charge in Thane Municipal area may be expected to grow at a Y-o-Y
growth rate of 2%.

As per the clause 2-1A of the section 124B of the MRTP act, for consideration of a
Vital Urban Transport Project, the development charges levied and collected under
the provision of the sub-section (2) shall be increased by one hundred percent. This
report considers the additional 100% only as the revenue to be accrued towards SPV.
The estimated revenue to SPV from 100% increase in development charge is
presented in Table 18.23.

TABLE 18.23: REVENUE FROM DEVELOPMENT CHARGE TO SPV

S. Year Development Charge 100% increase in Development
No. collection by Authority at Charge (Revenue to SPV) (INR Cr)
Y-o-Y 2% CAGR (INR Cr)
1 2015 50.02
2 2016 168.6
3 2017 198.15
4 2018 150
5 2019 153
6 2020 156
7 2021 159
8 2022 162
9 2023 166
10 2024 169
11 2025 172 172
12 2026 176 176
13 2027 179 179
14 2028 183 183
15 2029 187 187

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S. Year Development Charge 100% increase in Development

No. collection by Authority at Charge (Revenue to SPV) (INR Cr)
Y-o-Y 2% CAGR (INR Cr)
16 2030 190 190
17 2031 194 194
18 2032 198 198
19 2033 202 202
20 2034 206 206
21 2035 210 210
22 2036 214 214
23 2037 219 219
24 2038 223 223
25 2039 227 227
26 2040 232 232
27 2041 237 237
28 2042 241 241
29 2043 246 246
30 2044 251 251
31 2045 256 256
32 2046 261 261
33 2047 266 266
34 2048 272 272
35 2049 277 277
Total 5,519

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18.9 9
ESTIMATION OF REVENUE FROM OTHER SOURCES

18.9.1. Revenue from Advertisement and Leasing of Commercial Space in Stations

Figure 18.15 and 18.16 present the study of success stories from abroad which points to several innovative and systematic
approaches to advertising

FIGURE 18.15: CASE STUDIES OF NON FARE BOX REVENUE FROM ADVERTISEMENT WORLWIDE

London Underground Madrid Vodafone Deal

• They outsourced the entire advertising planning and strategy to • Madrid Metro has entered into an agreement with Vodafone to rename
Viacom Outdoor for a period of 8.5 years which includes station one of its lines as “Line-2 Vodafone”
advertising and underground advertising.
• Station will be named Vodafone-Sol
• Investment by agency to the tune of 50 million pounds, will • 3 million Euros for a period of 3 years
include digital advertising, digital panels , digital cross-track
• Vodafone will be allowed to use its insignia on Madrid’s official metro
projections
map, platforms and trains.

Corporate branding in Dubai & London

• Emirates Cable Car was a deal in which Emirates pays 36 million

pound for 10 years. This deal was made at the inception of the
cable-car launch by London Network Rail

• Dubai Metro has offered 23 out of 47 stations for corporate

branding. Government is offering 23 out of 47 stations for Dubai Metro London Emirates Cable Car
corporate branding. US$250 mn (Rs. 1,550 crore ) over 10 GBP 36mn (Rs. 335 Crore) over 10
years. years
Total 10 stations. Emirates Cable Car (started June 2012)
Source: Economist, news, industry Additional stations being commercialized
highlights

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FIGURE 18.16: CASE STUDIES OF NON FARE BOX REVENUE FROM ADVERTISEMENT WORLWIDE

Integrated multi- channel marketing and advertising (in and out- station advertising)

JR – East, Japan: Glasgow subway: Hong Kong MTR: Rome: Advertising Delhi Metro: IRCTC : Advertising
Advertising in Train Digital Boards Digital escalator behind Ticket/ Advertising on tracks, through apps, text
Channels Metro pass viaducts, columns messages

Delhi Metro has awarded exclusive long- term advertising rights for integrated multi- channel advertising for 42 metro stations to TDI International India
serving in the Out-Of-Home (OOH) sector

Commercial space within stations Station Branding

Train Wrapping

Café Coffee Day at Supermarket at IndusInd Bank Cyber City Station, Gurgaon:
Delhi Metro Stations Dubai Metro Station Delhi Metro has permitted train wraps on 10% of Bank pays Rapid Metro Gurgaon (RMGL) Rs. 5
Revenues from rentals & advertising total train sets; @ around Rs.25 lakh per month to Crores per year for naming rights, commercial
amounted to Rs. 280 crores in FY 14 for wrap 6-8 coaches of the metro depending on the & advertising space within station (5 year
Delhi Metro route contract started May 2014)

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Metros earn a substantial part of their non fare box revenue from advertising.
Internal station space, external and internal train space and metro pillars are leased
out to media agencies for using the space for advertising. Static panels, cut-outs,
train wraps, smart card advertising, bill boards, posters, internal train wraps, metro
pillar cut-outs, OOH, in train and station audio and video advertising are some of
the main sources for revenue. Delhi Metro, Mumbai Metro, Kochi Metro, Kolkata
Metro, Gurgaon Metro, Hyderabad Metro, Chennai Metro, Bangalore metro all
have a substantial part of their non fare box revenue earned from advertisement.
Generally advertising revenue is observed to be in the range of 7-15% of fare box
revenue for most of the above metros depending on the city.

The year wise revenue details from advertisement and commercial spaces in
stations of Delhi Metro are as under:

TABLE 18.24: ADVERTISEMENT REVENUE OF DELHI METRO

Total Revenue (INR Crore)
Non Fare Box Revenue Heads
2011-12 2012-13 2013-14 2014-15 2015-16
Fare Box Revenue 1016.3 1223 1364.83 1505.75 1650
Advertisement Revenue 78 81 75.16 77.07 102.05
% share of Advt. Revenue 8% 7% 6% 5% 6%
Average Share 6%

TABLE 18.25: REVENUE FROM COMMERCIAL SPACE LEASE OF DELHI METRO

Non Fare Box Revenue Total Revenue (INR Crore)
Heads 2011-12 2012-13 2013-14 2014-15 2015-16
Fare Box Revenue 1016.3 1223 1364.83 1505.75 1650
Revenue from commercial 17 22 23.73 29.79 42.59
spaces inside stations
% share 2% 2% 2% 2% 3%
Average share 2%

From the tables, it can be seen that the average share of advertisement revenue of
Delhi Metro is 6% of fare box revenue and the average share of commercial space
lease revenue is 2% of fare box revenue. Considering the share of non fare box
revenue of Delhi Metro, the non fare box revenue share from advertisement for
Thane Metro may be considered at 5-6% in the initial years of operation and 8%
post stabilization of metro operations. Similarly the revenue share from leasing of
commercial space inside stations may be considered at 2% in the initial years of
operation and 3% post stabilization of metro operations.

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The year wise revenue from advertisement and leasing of commercial space inside
stations for Thane Metro is presented in Table 18.26.

TABLE 18.26: REVENUE FROM ADVERTISEMENT & COMMERCIAL SPACE OF THANE METRO
Year Fare Box % Share of Revenue from % Share of Revenue from Leasing of
Revenue of Advt. Advertisement Commercial Commercial Space in
Thane Metro Revenue (INR Cr) Space Lease Stations (INR Cr)
(INR Cr) Revenue
2025 845 5 42.2 2 16.9
2026 931 5 46.5 2 18.6
2027 1026 6 61.6 2 20.5
2028 1127 6 67.6 2 22.5
2029 1235 6 74.1 2 24.7
2030 1358 8 108.6 3 40.7
2031 1493 8 119.5 3 44.8
2032 1642 8 131.4 3 49.3
2033 1812 8 144.9 3 54.4
2034 1990 8 159.2 3 59.7
2035 2259 8 180.7 3 67.8
2036 2415 8 193.2 3 72.5
2037 2586 8 206.9 3 77.6
2038 2767 8 221.3 3 83.0
2039 2964 8 237.1 3 88.9
2040 3165 8 253.2 3 95.0
2041 3389 8 271.1 3 101.7
2042 3627 8 290.2 3 108.8
2043 3881 8 310.5 3 116.4
2044 4151 8 332.0 3 124.5
2045 5110 8 408.8 3 153.3
2046 5544 8 443.5 3 166.3
2047 6026 8 482.1 3 180.8
2048 6547 8 523.8 3 196.4
2049 7101 8 568.1 3 213.0
5878.3 2198.1

18.9.2. Revenue from Semi-Naming Rights (C0-Branding) of Stations

Co-Branding by Suffixing/Prefixing of Brand Name with the Metro Station name

may be allowed for selected metro stations. Co-branding rights may be awarded to
the eligible/competent parties through tendering process. The Scope under this
type of advertisement may be to Suffix the Brand name with the Metro Station
name along with colouring of the station in brand colour. The contract may be
awarded generally for tenure of 10 years which may be further extendable by 5

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years on mutually agreeable terms and conditions. The bidders quote the lump sum
rate/annum for the total scope offered at the station.

The case study of Delhi Metro for the semi-naming rights of stations is presented
below:

Particulars Unit
Revenue from semi naming rights 2 INR cr/station/year
Total no. of stations with semi naming rights 43 no. of stations
Total revenue 86 INR cr/year

The similar rates of semi-naming rights i.e. Rs. 2 Crore per station per year has been
considered for Thane Metro. Out of total 22 stations, it has been assumed that
lesser number of stations will be given for semi-naming rights in the initial years of
metro operation and all the stations will be given post stabilization of metro
operation. The year wise revenue from semi-naming rights of station for Thane
Metro is presented in Table 18.27.

TABLE 18.27: REVENUE FROM SEMI-NAMING RIGHTS OF STATIONS

Year No of stations given Revenue estimate Total Revenue from
for semi naming rights (INR/cr.) per station semi-naming rights
per year (INR Cr.)
2025 6 2 12
2026 8 2.1 16.8
2027 10 2.2 22.1
2028 12 2.3 27.8
2029 14 2.4 34.0
2030 16 2.6 40.8
2031 20 2.7 53.6
2032 22 2.8 61.9
2033 22 3.0 65.0
2034 22 3.1 68.3
2035 22 3.3 71.7
2036 22 3.4 75.3
2037 22 3.6 79.0
2038 22 3.8 83.0
2039 22 4.0 87.1
2040 22 4.2 91.5
2041 22 4.4 96.0
2042 22 4.6 100.8
2043 22 4.8 105.9
2044 22 5.1 111.2
2045 22 5.3 116.7

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Year No of stations given Revenue estimate Total Revenue from

for semi naming rights (INR/cr.) per station semi-naming rights
per year (INR Cr.)
2046 22 5.6 122.6
2047 22 5.9 128.7
2048 22 6.1 135.1
2049 22 6.5 141.9
Total 1948.9

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 CHAPTER - 19
FINANCIAL ANALYSIS
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 19: Financial Analysis & Non Fare Box Revenue Assessment

19. FINANCIAL ANALYSIS & NON FARE

BOX REVENUE ASSESSMENT
19.1. INPUT FOR THE ANALYSIS

19.1.1. Input for Analysis

The financial analysis has been carried out for the Thane metro corridor.
Accordingly, the capital costs and O&M costs for the corridor has been added
to arrive at the total capital and O&M costs for proposed Thane MRTS.

19.1.2. Capital Cost

The Construction cost of the metro corridor at July, 2023 prices is estimated at
Rs. 6032.57 Crore. The total cost of project including land & R&R cost is
estimated at Rs. 8915.35 Crore. The capital cost components at July, 2023 are
given in Table 19.1.

TABLE 19.1: CAPITAL COSTS (RS. IN CRORE)

S.No Cost Component Total
1 Construction Cost without land & R&R 6032.57
2 Land Cost including R&R Costs 3170.05
· Private land 2643.40
· Govt land 526.65
3 Construction Cost including land & R&R 9202.62
Taxes 1166.62
· Central Taxes 624.10
· State Taxes 542.52
4 Total Cost with Land & Taxes &R&R 10369.24
5 Total Cost with land and Central Taxes only 9826.72

19.1.3. Completion Cost

Escalation rate has been assumed @ 5%. It has been calculated on the basis of
growth in Whole Sale Price index for last 12 years (Table 19.2).

TABLE 19.2: ESTIMATION OF ESCALATION RATE

Financial Year WPI Index
2016-17 183.2
2015-16 176.67
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Financial Year WPI Index

2014-15 181.19
2013-14 177.64
2012-13 167.62
2011-12 156.13
2010-11 143.32
2009-10 130.81
2008-09 126.02
2007-08 116.63
2006-07 111.35
2005-06 104.47
Growth over 12 years 1.0479 ~1.05
Source: Govt. of India, Ministry of Commerce & Industry

With escalation factor of 5% p.a., Land cost has been escalated to estimate land
rates applicable at the time of transfer. The details of completion cost under
different scenarios are as per Table 19.3.

TABLE 19.3: DETAILS OF COMPLETION COSTS (RS IN CRORE)

Amount
Completion Cost
Cost without taxes, Land & R&R 6,846
Cost with Central Taxes and without Land & R&R 7,554
Cost with all taxes and Land & R&R (without PPP 11,584
component & IDC)

19.1.4. Phasing of Construction

Considering the lengths of MRTS network, it is expected that the construction of

Thane metro will take 5-6 years but the operation can start after 5 years. Table
19.4 gives the % distribution of costs during the construction period based on
typical construction schedule. This has been finalized in discussion with Maha
Metro.

TABLE 19.4: % DISTRIBUTION OF COSTS DURING CONSTRUCTION

Year % Distribution of Cost
2024-2025 10%
2025-2026 25%
2026-2027 30%
2027-2028 20%
2028-2029 15%
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Final DPR Chapter 19: Financial Analysis & Non Fare Box Revenue Assessment

19.1.5. Requirement of Funds

The year wise requirement of funds under different scenarios has been given in
Table 19.5 (Without any Taxes), in Table 19.6 (With Central Taxes only) and

Table 19.7 (With Central and State Taxes). The cost of land is divided into two
initial years during which it is expected that the land acquisition work would be
over and related payments would be released.

TABLE 19.5: YEAR WISE FUND REQUIREMENTS WITHOUT TAXES (Rs. IN CRORE)

Land & R&R Completion Costs

Year Completion Cost
Cost (inc Land & R&R)
2024-2025 618 974 1592
2025-2026 1623 1365 2988
2026-2027 2045 1075 3120
2027-2028 1432 1432
2028-2029 1128 1128
TOTAL 6846 3414 10260

TABLE 19.6: YEAR WISE FUND REQUIREMENTS WITH CENTRAL TAXES WITHOUT
LAND & R&R (Rs. IN CRORE)
Central
Year Completion Cost Total Completion Cost
Taxes
2024-2025 618 64 682
2025-2026 1623 168 1791
2026-2027 2045 211 2256
2027-2028 1432 148 1580
2028-2029 1128 117 1245
TOTAL 6846 708 7554

TABLE 19.7: YEAR WISE FUND REQUIREMENTS WITH ALL TAXES (Rs. IN CRORE)
Completion Land & Central State Total Completion
Year
Cost R&R Cost Taxes Taxes Cost
2024-2025 618 974 64 56 1712
2025-2026 1623 1365 168 146 3302
2026-2027 2045 1075 211 184 3515
2027-2028 1432 148 129 1709
2028-2029 1128 117 101 1346
TOTAL 6846 3414 708 616 11584

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19.1.6. Operation & Maintenance Costs Estimates

• Basis of O&M Cost Estimates

The O&M Cost has three major components which include:

• Manpower Cost
• Energy Cost
• Maintenance Cost

Staff Cost
The O&M staff is assumed to be provided @ 35 persons per kilometer and the
annual cost this account is estimated considering average staff salary of Rs. 14.60
Lakhs per annum in the year 2029 considering pay-revision. The escalation factor
used for staff costs is 9% per annum to provide for growth in salaries. The
estimated staff cost is Rs. 143.84 Cr. for Thane Metro for the inception year i.e.
2027.

Maintenance Expenses
Maintenance expenses are taken @ Rs. 1.68 Crores/km in the year 2021.
Maintenance cost for Thane Metro would be Rs. 72.15 Crore in the inception year
i.e. 2029 considering escalation @ 5% p.a. for every year of operation.

Energy Charges
The energy consumption to meet the traction and non-traction power
requirement is based on traffic demand for different horizon years. The cost of
electricity is a significant part of O&M charges, constituting about 30% of total
annual working cost. The traction power tariff is taken @ Rs. 5.80 per kwh & Rs
270 per kva per month in the year 2018, which is escalated @ 5% every year of
operation. Annual energy consumption charges have been estimated as Rs.
121.67 crore in year 2029, Rs. 184.77 crore in 2035, Rs. 352.99 crore in 2045
and Rs. 481.58 crore in 2050 for Thane Metro.

Additional Investment
To cater to increased traffic demand, additional investment will have to be made
for purchase of additional coaches, installation of balance AFC, Lifts& Escalators.
The additional investment in the year 2035 works out to Rs. 368.61 Crores for
purchase of 30 additional coaches. An investment of Rs. 525.67Crores would be
required for purchase of 39 additional coaches in the year 2045 and Rs 401.80
crores for 27 additional coaches in the year 2050 for Thane Metro. These
additional investments have been worked out considering an escalation factor of
2% per annum for rolling stock.

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Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipments due to wear and tear. With the nature of equipment
proposed to be provided for the corridor, it is expected that about 25% of the
equipment comprising Electrical, Rolling stock and 50% of Signalling & Telecom
would require replacement/ rehabilitation after 20 years. The replacement cost
for Thane Metro works out to be Rs. 1945.99 Crore in the year 2045.The
replacement cost has been worked out considering an escalation factor of 5% per
annum. The Replacement Cost in terms be considered as Depreciation Cost. The
year wise total Operation and Maintenance cost for the corridor of Thane Metro
is indicated in Table 19.8.

TABLE 19.8: OPERATION AND MAINTENANCE COSTS (RS IN CRORE)

Staff Maintenance Energy Addition/
Total
Cost Expenses Charges Replace -
Year O&M Remarks
ment Cost
Esc @9% Esc @5% Esc @5% cost
(Cr.)
2029 143.84 72.15 121.67 337.66
2030 156.79 75.76 130.31 362.86
2031 170.90 79.55 139.45 389.90
2032 186.28 83.53 149.23 419.04
2033 203.05 87.71 159.54 450.30
2034 221.32 92.10 170.54 483.96
2035 241.24 96.71 184.77 522.72 368.61 Addition of 45 coaches
2036 262.95 101.55 196.47 560.97
2037 286.62 106.63 208.96 602.21
2038 312.42 111.96 222.14 646.52
2039 340.54 117.56 236.17 694.27
2040 371.19 123.44 251.06 745.69
2041 404.60 129.61 266.85 801.06
2042 441.01 136.09 283.55 860.65
2043 480.70 142.89 301.33 924.92
2044 523.96 150.03 320.08 994.07
2045 571.12 157.53 352.99 1,081.64 2471.55 Addition of 39 coaches
2046 622.52 165.41 379.13 1167.06 525.67
2047 678.55 173.68 407.10 1259.33 Replacement of 25% of
Electrical & 50% of S&T
2048 739.62 182.36 436.81 1358.79 assets = 1945.88
Total = 2471.55

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Staff Maintenance Energy Addition/
Total
Cost Expenses Charges Replace -
Year O&M Remarks
ment Cost
Esc @9% Esc @5% Esc @5% cost
(Cr.)
2049 806.19 191.48 468.48 1466.15
2050 878.75 201.05 504.28 1584.08 401.80 Addition of 27 coaches
2051 957.84 211.10 479.11 1648.05
2052 1044.05 221.66 514.49 1780.20
2053 1138.00 232.74 557.49 1928.23
2054 1240.42 244.38 585.37 2070.16

19.2. MEANS OF FINANCE

The Revenue for Thane metro will mainly consists of fare box collection and
revenue from other non-fare box sources such as property development,
advertisement, parking, taxes etc. Estimation of revenue from fare box and non-
fare box source has been made.

19.2.1 Fare Box Revenue

➢ Projected Traffic Demand

The ridership on the proposed Thane metro system has been estimated at 6.47
Lakh passenger trips per day in the year 2029. The ridership figures for key
horizon years are given in Table 19-9.

TABLE 19.9: EXPECTED METRO RIDERSHIP IN HORIZON YEARS

Year Passenger Trips per day (Lakh)
2029 6.47
2035 7.61
2045 8.72

➢ Trip Length Distribution

Average trip length on the Thane metro corridor is 7.07 km in 2045. The trip
length distribution is given in Table 19.10.

TABLE 19.10: TRIP LENGTH DISTRIBUTION

2029 2035 2045
MRTS FARE SLAB (KMS)
% Distribution in Horizon Years
0 to 2 16.87% 17.16% 16.53%
2 to 5 27.53% 25.44% 25.63%
5 to 12 42.40% 37.84% 42.52%
12 to 16 12.18% 15.04% 14.34%
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2029 2035 2045

MRTS FARE SLAB (KMS)
% Distribution in Horizon Years
16 to 21 0.83% 4.09% 1.75%
21 to 32 0.15% 0.38% 0.24%
>32 0.00% 0.00% 0.00%
Average Trip Length (Km) 6.63 7.24 7.07

➢ Fare Structure

DMRC revised its fare structure in 2017 with revision @ 7% per year as proposed
by DMRC Fare Fixation Committee 2016. DMRC fare in 2017-18 and Thane metro
fare for first year of operation in the year 2024-25 on the same basis is given in
(Table 19.11).

TABLE 19.11: FARE STRUCTURE - THANE METRO BASED ON REVISED DMRC FARE
MAHA Metro Fare
Fare slabs DMRC Fare in 2017-18
in 2029
0-2 10 19
2-5 20 40
5-12 30 59
12-21 40 78
21-32 50 98
>32 60 119

DMRC revised its fares in 2017 after a gap of 8 years. The increase is in fares is
almost 7% per annum. Considering the fact that DMRC has been operating MRTS
systems since 2002 and the current fares reflects the better picture of fares in
relation to operational cost. It is, therefore, suggested that MAHA metro may
consider adopting the revised fare structure of DMRC for Thane Metro. Table
19.12 the year wise fare structure for Thane Metro in horizon years.

TABLE 19.12: FARE STRUCTURE FOR THANE METRO BASED ON REVISED DMRC
FARES
YEAR 0-2 2-5 5-12 12-21 21-32 >32
2029 2030 19 40 59 78 98 119
2030 2031 20 43 63 83 105 127
2031 2032 21 46 67 89 112 136
2032 2033 22 49 72 95 120 146
2033 2034 24 52 77 102 128 156
2034 2035 26 56 82 109 137 167
2035 2036 28 60 88 117 147 179
2036 2037 30 64 94 125 157 192
2037 2038 32 68 101 134 168 205
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YEAR 0-2 2-5 5-12 12-21 21-32 >32
2038 2039 34 73 108 143 180 219
2039 2040 36 78 116 153 193 234
2040 2041 39 83 124 164 207 250
2041 2042 42 89 133 175 221 268
2042 2043 45 95 142 187 236 287
2043 2044 48 102 152 200 253 307
2044 2045 51 109 163 214 271 328
2045 2046 55 117 174 229 290 351
2046 2047 59 125 186 245 310 376
2047 2048 63 134 199 262 332 402
2048 2049 67 143 213 280 355 430
2049 2050 72 153 228 300 380 460
2050 2051 77 164 244 321 407 492
2051 2052 82 175 261 343 435 526
2052 2053 88 187 279 367 465 563
2053 2054 94 200 299 393 498 602

19.2.2 Non Fare Box Revenue

The sources of non fare box revenue identified in the study are divided into
two heads:
1. Value Capture Finance (VCF) tools
2. Other sources like Advertisement etc.
a) The three sources as a part of VCF have been used for assessment of revenue
in Thane Metro in similar lines with Thane Metro:
• Levying premium on additional Floor Space Index (FSI)
• Levying 1% additional surcharge on property transactions
• 100% increase in Development Charge
The assessment of revenue from VCF tools has been detailed in Chapter 18.
b) The other sources of Non-fare box revenue may be considered for Thane
Metro as under:

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i. Advertisements:
• Inside Station Advertisement: All section/Lines of Metro may be awarded for
advertisement purposes. Scope of the inside station advertisement may be display
static advertisement on fixed advertisement boards/panels as well as through
digital displays, putting up promotional canopies etc. Area of advertisement space
may be fixed based on type of station i.e. elevated orunderground station, size of
station, footfall of station etc.
• Outdoor Advertisement: Commercial Advertisement may be allowed by putting
Advertisement boards on Metro Civil Structure/Ancillary Buildings/Via
Duct/FOBs/Pillars. Scope of the Outdoor advertisement may be to put up static
advertisement display at the Metro Pillars/FOBs/Metro Viaduct/Ancillary
Building/Lift Lobby etc. Area of advertisement space may be decided based on
type, size of station and footfall of station etc. and as per policy of Urban Local
Body.
• Advertisement on Trains: The Metro company may be allowed Commercial
Advertisement on Metro Rail Trains; inside on prefabricated advertisement spaces
and outside by wrapping of trains. Bidder may wrap 10% of available cars subject
to maximum of 20% trains available in the line as well as may do advertisement
on pre-designated spaces inside the Metro Trains.
• Co-Branding: Co-Branding by Suffixing/Prefixing of Brand Name with the Metro
Station name may be allowed for selected metro stations. Co-branding rights
may be awarded to the eligible/competent parties through tendering process. The
Scope under this type of advertisement may be to Suffix the Brand namewith
the Metro Station name whereas for Stations. Colouring of the station in brand
colour as well as inside and outside Advertisement rights for the station may also
be permitted. The contract may be awarded generally for tenure of 10 years which
may be further extendable by 5 years on mutually agreeable terms and conditions.
The bidders quote the lump sum rate/annum for the total scope offered at the
station.

ii. Shops:
• Built-up Shops: Built up shops on the selected Metro Stations may be available
on license basis. These types of Shops may have an inbuilt structure and located
within the Metro Stations. The Shops awarded to the eligible/competent parties
through tendering process. The shops which fail to attract any bid through
tendering process may be made available through Walk-in-basis Scheme (First
come first serve basis) wherein the bidders may take the shops at reserve price.

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• Kiosks: - Leasing of small bare spaces to operate small kiosks for commuters
facilitations may be allowed on the metro stations.
• Water Vending Kiosk: - Small bare spaces may be allotted to install Water
Vending Kiosks as commuter facilitation.
• ATMs - Bare spaces may be leased to Banks to install and operate their ATMs/e-
lobby at Metro Stations as commuter facility.

The assessment of revenue from other non fare box sources has been detailed in
Chapter 18.

Year wise revenue from all the sources of non fare box revenue under the heads of
premium on additional FSI, Cess on stamp duty, development charge,
Advertisement, Leasing of commercial space in stations and semi-naming rights of
stations is shown In TABLE 19-13.

19.2.3 Urban Transport Fund

The non fare box revenue from VCF tools will go to Urban Transport Fund from
where it will be distributed to different agencies including SPV implementing Thane
MRTS project. As per the prevalent rules and regulations in the state, following
revenue share will be given to MRTS SPV

• Premium on additional FSI-50%

• Additional surcharge on property transactions-100%
• Development Charge- 100%

However, the revenue from other sources namely advertisement, leasing of

commercial space at stations and naming of metro stations will be go directly to
MRTS SPV.

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TABLE 19-13: ESTIMATION OF NON FARE BOX REVENUE (2029-2054)

Total Revenue (Rs. In Crore)
TOD (VCF) Other Sources
Year 1 % Additional
50% of Premium Developmen Leasing of Commercial Semi-Naming Grand
Surcharge on Property Total Advt. Total
on Additional FSI tCharge Space in Stations Rights of Stations Total
Transactions
2029 89.1 151 187 427.1 74.1 24.7 34 132.8 559.9
2030 91.1 154 190 435.1 108.6 40.7 41 190.3 625.4
2031 92.9 157 194 443.9 119.5 44.8 54 218.3 662.2
2032 87.4 160 198 445.4 131.4 49.3 62 242.7 688.1
2033 89.1 163 202 454.1 144.9 54.4 65 264.3 718.4
2034 76.9 166 206 448.9 159.2 59.7 68 286.9 735.8
2035 78.4 170 210 458.4 180.7 67.8 72 320.5 778.9
2036 80 173 214 467.0 193.2 72.5 75 340.7 807.7
2037 81.6 176 219 476.6 206.9 77.6 79 363.5 840.1
2038 83.2 180 223 486.2 221.3 83 83 387.3 873.5
2039 73.9 184 227 484.9 237.1 88.9 87 413 897.9
2040 75.4 187 232 494.4 253.2 95 91 439.2 933.6
2041 76.9 191 237 504.9 271.1 101.7 96 468.8 973.7
2042 78.4 195 241 514.4 290.2 108.8 101 500 1014.4
2043 80 199 246 525.0 310.5 116.4 106 532.9 1057.9
2044 81.6 203 251 535.6 332 124.5 111 567.5 1103.1
2045 83.2 207 256 546.2 408.8 153.3 117 679.1 1225.3
2046 84.9 211 261 556.9 443.5 166.3 123 732.8 1289.7
2047 86.6 215 266 567.6 482.1 180.8 129 791.9 1359.5
2048 88.3 219 272 579.3 523.8 196.4 135 855.2 1434.5
2049 90.1 224 277 591.1 568.1 213 142 923.1 1514.2
2050 91.9 228 283 602.9 616.6 231.2 149 996.8 1599.7
2051 93.7 233 289 615.7 670.2 251.3 156 1077.5 1693.2
2052 95.5 237.8 294 627.5 610.71 229.22 163.03 1002.95 1630.4
2053 97.3 242.6 299 639.4 632.82 237.52 167.93 1038.26 1677.7
2054 99.1 247.5 305 651.4 657.93 246.98 173.10 1078.01 1729.4
TOTAL 2226.6 5073.8 6279. 13579.4 8848.5 3315.8 2680.1 14844 28424.2
4 .3

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19.2.4 Total Revenue

The total annual revenue through the fare box and non fare box sources for the study
corridor is given in Table 19.14.

TABLE 19.14: TOTAL REVENUE COLLECTION (RS. IN CRORE) - DMRC REVISED FARES

Source of Revenue 2029 2035 2045

Fare Box Revenue 1171 2206 5114
Non Fare Box Revenue 560 779 1225
Total Revenue 1731 2985 6339

19.3. OPERATIONAL VIABILITY/FINANCIAL INTERNAL RATE OF RETURN (FIRR)

The FIRR for the project with capital costs including all taxes and revenue from fare box
and non-fare box sources works out to be 15.06% with DMRC revised fares and is
presented in Table 19.16. As with DMRC revised fares, the project has better financial
viability, it is suggested that MAHA metro may adopt fare structure based on revised fares
of DMRC.

19.4. SENSITIVITY ANALYSIS

The FIRR of the project is sensitive to revenues, and capital costs. The sensitivity of the
project FIRR for DMRC revised fares Scenario with respect to above factors is given in Table
19.15.

It can be seen that the project FIRR is more sensitive to ridership variations than to
variations in costs.

TABLE 19.15: PROJECT FIRR SENSITIVITY W.R.T COST AND RIDERSHIP

Parameter +5% +10% -5% -10%

Capital Cost 14.06 12.99 15.70 16.53
Ridership 15.47 16.24 14.60 13.90

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TABLE 19.16: THANE MRTS FIRR BASED ON DMRC REVISED FARES (Rs. IN CRORE)
Project Completion Costs Project Revenues Project O&M Costs
1 % Additional Operational
Total Project Revenue Premium on
Year Completion Land All Fare Box Surcharge on Development Gross O&M Additional/ Surplus
Completion from Adv & Additional Total
Cost Cost taxes Revenue Property Charge Revenue Cost Replacement
Cost PD FSI
Transactions Cost
2024-2025 636 975 120 1730 0.00 0.00 0 -1730
2025-2026 1666 1365 314 3345 0.00 0.00 0 -3345
2026-2027 2097 1075 396 3567 0.00 0.00 0 -3567
2027-2028 1466 277 1743 0.00 0.00 -1743
2028-2029 1153 218 1371 0 0 -1371
2029-2030 1171 133 89 151 187 427 1730 338 0 1393
2030-2031 1252 190 91 154 190 435 1878 363 0 1515
2031-2032 1353 218 93 157 194 444 2015 390 0 1677
2032-2033 1455 243 87 160 198 445 2143 419 0 1780
2033-2034 1571 264 89 163 202 454 2289 450 0 1900
2034-2035 1690 287 77 166 206 449 2426 484 0 2007
2035-2036 2206 321 78 170 210 458 2985 523 0 2534
2036-2037 2372 341 80 173 214 467 3180 561 0 2696
2037-2038 2550 364 82 176 219 477 3390 602 369 2499
2038-2039 2745 387 83 180 223 486 3619 647 0 3058
2039-2040 2954 413 74 184 227 485 3852 694 0 3250
2040-2041 3163 439 75 187 232 494 4096 746 0 3450
2041-2042 3407 469 77 191 237 505 4381 801 0 3687
2042-2043 3652 500 78 195 241 514 4666 861 0 3921
2043-2044 3930 533 80 199 246 525 4988 925 0 4187
2044-2045 4203 568 82 203 251 536 5306 994 0 4446
2045-2046 5114 679 83 207 256 546 6339 1082 0 5415
2046-2047 5500 733 85 211 261 557 6789 1167 0 5795
2047-2048 5906 792 87 215 266 568 7266 1259 2472 3712
2048-2049 6312 855 88 219 272 579 7747 1359 0 6579
2049-2050 6774 923 90 224 277 591 8289 1456 0 7029
2050-2051 7273 997 92 228 283 603 8873 1561 0 7514
2051-2052 7825 1078 94 233 289 616 9518 1675 0 8062
2052-2053 8358 1003 96 238 294 627 9989 1797 402 8025
2053-2054 8957 1038 97 243 299 639 10635 1928 0 8960
TOTAL 2308
93335
7018 3414 1324 11756 101696 13766 2127 4826 5975 12928 128390 1 3243
IRR 0.1506
% 15.06

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19.5. ALTERNATE MEANS OF FINANCING

The financing option for metro implementation depends upon selection of the
dedicated agency created to implement the project. As per Metro Rail Policy '2017,
the prominent models are:

• Equity Sharing Model- Special Purpose Vehicle (SPV) fully under Government
Control
• Public Private Partnership (PPP)
• Grant by the Central Government

Figure19.1 presents the implementation models graphically.

FIGURE19.1: MODEL OF IMPLEMENTATION OF MRTS PROJECTS

Equity Sharing Model - Special Purpose Vehicle (SPV)

fully under Government Control

Mode of Project Public Private Partnership - Design, Build, Finance,

Implementation Operate & Transfer with Viability Gap Funding (VGF)

Grant by the Central Government with Private

Participation during Implementation - Supply,
Operate & Transfer with Fixed Fee

19.5.1 Equity Sharing Model (SPV Model)

Under this model, a Special Purpose Vehicle (SPV) is set up as a joint venture between
Central Government and State Government for the implementation of the project and
for its subsequent Operation & Maintenance. Under this arrangement Government of
India and State Government make equal equity contribution and run SPV as a
commercial enterprise. As per the prevalent practice, Central Government contribute
20% of the project cost as their equity contribution. An equal amount can be
contributed by State Government aggregating the total equity to 40%. Remaining 60%
is arranged as soft loan from funding agencies. Delhi Metro Rail Corporation,
Bangalore Metro Rail Corporation, Chennai Metro Rail Corporation & Kolkata Metro
Rail Corporation are some of the examples of success of such a SPV. Under
implementation Thane metro has also been planned on Equity Sharing Model only.

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19.5.2 Public Private Partnership

As per Metro Rail Policy 2017, it is essential to explore private participation either for
complete provisioning of metro rail or for some unbundled components of operations
and maintenance costs of metro rail.

The fundamental principle underlying Public Private Partnerships (PPP’s) as a

development option for any infrastructure project is to combine the strengths of the
private sector with those of the public sector in order to overcome challenges faced
during construction & operation and to achieve better outcomes. The private sector
can be expected to contribute to efficiency gains in the development of land,
construction, operations and maintenance through the use of technology, better
management and construction practices. In addition, the private sector should be
expected to bring economies of scale from large projects and by involving a larger
number of private partners.

However, the success of PPP will depend critically on designing PPP structures that
make an appropriate allocation of risks, responsibilities, rewards and penalties, and
create the incentives for value creation. Indeed, this risk allocation is the defining
feature of the PPP strategy. The golden principle is that risks should be allocated to
the entity best equipped to manage each risk. The expectation is that such an
allocation of risks will not only produce the best possible program and project
outcomes but also optimize costs. This should lead to good quality outcomes at
optimum prices.

19.5.3 Grant by Central Government

Under this option Central Government would fund 10% of the project completion cost
excluding private investment Land, R&R and state taxes. Remaining costs are to be
borne by state with Private sector participation. These models have been explored for
implementation of Thane Metro Rail.

19.5.4 Case Studies of Private Sector Participation in MRTS in Indian Cities

Metro systems being planned in the cities of India have majorly adopted equity sharing
model. Some of the cities have gone for private sector participation also. Exhibit 19.1
to Exhibit 19.4 give the examples of PPP in construction and operationof MRT system.
Some of the metro companies have involved private sector in O&M also. Exhibit 19.5
to Exhibit19.7 gives the examples of PPP in some of the O&M

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activities. The involvement of private sector in O&M activities in case of Thane

Metro, can be finalized at the time of operation.

EXHIBIT 19.1: DELHI AIRPORT LINE UNDER PPP MODEL

DMRC has implemented a High Speed Airport Link from New Delhi Railway Station to
IGI Airport and further extension to Sector-21, Dwarka covering a distance of
22.7 KM with private sector participation. The project with an estimated cost of Rs.
3869 Crore has been implemented under a unique model of PPP where in the DMRC
has undertaken the civil works with the funds being contributed by GoI, GNCTD, Delhi
International Airport Limited and DDA (54%) and the cost of systems and Rolling
Stock (46%) is being met by the private operator who will operate thesystem for 30
years, after which the system will revert back to DMRC. The approved funding pattern
of the line is depicted inFigure 19.2. There have been some issues with the
concessionaire and DMRC is now operating the system.
FIGURE 19.2 APPROVED FUNDING PATTERN OF DELHI AIRPORT LINE

EXHIBIT19.2: HYDERABAD METRO UNDER PPP MODEL

Hyderabad Metro is the first PPP Metro Rail Project that has been sanctioned by
Government of India. GoAP has undertaken the Hyderabad Metro Rail Project under
Viability Gap Funding (VGF) scheme of GoI. The MRTS network include three high
density traffic corridor with total length of about 71 km. The Project is being executed
by L&T on design, build, and finance, operate and transfer (DBFOT) basis. GoAP will
spend another 1,980 Crore towards land acquisition, R&R package, shifting of utilities
and GoI will support the project with grant of 1,458 Crore as VGF.Figure 19.3gives the
funding plan of Hyderabad metro.
FIGURE 19.3 FUNDING PATTERN OF HYDERABAD METRO

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EXHIBIT19.3: GURGAON METRO UNDER PPP MODEL

Gurgaon's Rapid Metro project is India’s first fully privately financed metro. With
the project cost of Rs 1100 Crore, it has a network of 5.1 km connecting Cyber City,
NH-8 &Sikanderpur Station (DMRC) in Phase I. The planned route for Rapid Metro
acts as a feeder to the MRC’sJahangirpuri-Central Secretariat-HUDA City Centre
(Yellow Line). A special purpose vehicle (SPV), Rapid Metro Rail Gurgaon Limited
(RMGL) was formed to construct, operate and maintain the metro.

EXHIBIT19.4: MUMBAI METRO LINE 1 & 2 UNDER PPP MODEL

In contrast to the SPV model adopted for construction of metro rail system in the
city of Delhi, Bangalore, Chennai & Kolkata, the Maharashtra government has opted
Build Own, Operate & Transfer (BOOT) model in the city of Mumbai.

So far, 2 lines covering a distance of 44 KMs (Line 1 of 11.07 KMs from Versova –
Andheri - Ghatkopar with a total cost of Rs. 2356 Crore and Line 2 of 32 KMs from
Charkop – Bandra – Mankurd with an estimated cost of Rs. 8250 Crore) have been
awarded to private operator for construction and operation by giving Viability Gap
Funding by GoI& Maharashtra State Government to the extent of Rs. 650 Crore
and Rs. 1532 Crore for Line 1 & Line 2 respectively.

Mumbai Metro One Private Limited is a Joint Venture Company formed by Reliance
Energy Limited, a Reliance ADA Group Company, Veolia Transport, France and
Mumbai Metropolitan Region Development Authority (MMRDA) incorporated
under the Companies Act, 1956 to implement this project. Figure 19.4 gives the
funding pattern of Mumbai Metro Line 1. Line 1 is now operational. There are some
issues with the concessionaire and the implementation mechanism for Line 2 is being
revisited.
FIGURE 19.4 FUNDING PATTERN OF MUMBAI METRO LINE 1

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EXHIBIT 19.5: PPP IN O&M ACTIVITIES IN BANGALORE METRO

Bangalore Metro Rail Corporation Ltd (BMRCL) has signed a memorandum of

understanding (MoU) with the Embassy Group to build the Kadubeesanahalli Metro
station. Embassy Group will pay Rs 100 Crore to BMRCL in installments. The group is
the first corporate to sign the agreement under the public-private partnership scheme.
The station, to be located just outside the Embassy Tech Village on the Outer Ring Road,
will be on the recently approved 17-km North-South Metro corridor linking
Silk Board Junction with Krishnarajapuram.

The construction will be done in accordance with the façade designs and specifications
approved by BMRCL. The period of concession and permission grantedto Embassy
Group will be for 30 years starting from the date of commencement of commercial
operations and could be extended further on mutual terms. The agreement mandates
that the group will maintain Kadubeesanahalli Metro station, including housekeeping
and maintenance, along with all the equipment, according to
specifications laid down by the corporation.

The partnership also means the group will be entitled to utilize the pre-determined
spaces for advertisements. Embassy can also use the leasable retail space measuring
approximately 3,000 sq. ft at the Metro station. Embassy will also have the advantage
of leveraging the linear zone of 250 metres around the Kadubeesanahalli Metro

EXHIBIT19.6: PPP IN O&M ACTIVITIES IN LUCKNOW METRO - AFC

LMRC has tied up with M/s HDFC Bank for Fare Collection System and Provision of
Allied Banking Application for Phase I (21 stations of North South Corridor of the
project). The Bank was offered two options for partnership
Option 1 – Annual royalty payable by bidder to LMRC (including provisions of TVMs
and RCTMs)
Option 2 – Annual royalty payable by bidder to LMRC (excluding provisions of TVMs
and RCTMs)
The Royalty Shall increase by 20% on completion of every 3 years on a compounding
basis.
M/s HDFC Bank opted for Option 2 i.e. Annual Royalty payable by Bidder to LMRC
(excluding provisions of TVMs and RCTMs). HDFC Bank pays Rs. 1000 as Annual
Royalty under option 2 to LMRC. While opting for option 2, following cost is being
incurred by HDFC Bank in discharging the obligation.
Annual Manpower Cost (including dress) – Rs. 101.17 Lakh
Annual Cash Management Charges – Rs. 53.4 Lakh
Annual Maintenance Charges – Rs. 3.00 Lakh
Total - Rs. 157.54 Lakh
The above cost will be increased by approx. 9% annually considering the inflation
and other cost.

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EXHIBIT19.7: PPP IN O&M ACTIVITIES IN KOCHI METRO - AFC

Kochi Metro Rail Limited (KMRL) has signed a public-private partnership (PPP) pact
with Axis Bank for the automated fare collection (AFC) system. Under the agreement,
investment for the entire funding required for the AFC system will be undertaken by
Axis Bank, which will also maintain it for 10 years. The bank will pay
a royalty of Rs 209 Crore over the next 10 years for the right to be KMRL's partner
in this endeavor. In return, Axis Bank will get the right to issue co-branded cards,
which will function as a smart card as well as a ticket, to the users of the metro. In
addition to this, 0.2 per cent of Axis Bank's gross revenue, from the utilization of
this card outside KMRL's ecosystem in various mercantile outlets and internet
transactions, will also accrue to KMRL over the next 10 years.

The AFC system is a critical core component of any metro system. It includes complex
hardware and software installed at entry points of metro stations as well as buses
and boats. It uses radio frequency identification devices (RFID) to collect fares from
the users. In such a system, the metro ticket can be in the form of a co- branded card
or an NFC-enabled smart phone or a 'patch' on a mobile device or any other surface
with NFC stickers or QR code, or even as a paper-coupon. The smart card can be linked
with any bank account of the user, in any bank.

KMRL is planning a 'click and collect' system whereby the commuter will be able to
order goods and services using this card, which can be delivered at all metro stations.
It is also planning to start a drive for including a variety of local and national goods
and services that can be accessed using the KMRL-Axis Bank co- branded card. In
addition to the co-branded card, the bank will also develop a mobile app, which can
be used for ticketing as well as e-commerce. This initiative is unique in that it is for
the first time that 'open-loop' smart cards are being

19.5.5 Equity Sharing Model (SPV Model) for Thane Metro

Under this model, a Special Purpose Vehicle (SPV) will be set up as a joint venture
between Central Government and Government of Maharashtra for the
implementation of the project and for its subsequent Operation & Maintenance. As
per the prevalent practice, Central Government contribute 20% of the project cost
excluding land and state taxes as its equity contribution. An equal amount will be
contributed by State Government aggregating the total equity to 40%. In addition to
equity, Govt of Maharashtra will also fund the cost of land and state taxes. During
Stake holder consultations, it was agreed that local bodies in the city would contribute
towards funding of the metro in the city by giving land for the project free of cost.
Remaining amount shall be arranged as soft loan from funding agencies.

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Soft loan (ODA Loan) from three funding agencies namely ADB and KFW has been
considered. Table 19.17 gives the loan conditions of these agencies.

TABLE 19.17: LOAN CONDITIONS OF FUNDING AGENCIES

Loan Moratorium
S.N Agency Interest rate Commitment fee
period period
1 KFW 20 5 1.25%+6 monthly Euribor Nil
2 ADB 20 5 0.6%+6 monthly Euribor

In case of KFW and ADB, the loan interest rate has fixed and floating components,
Euribor rate is floating component in the interest rate. A positive Euribor rate gets
added to the interest rate to determine final loan interest rate whereas negative
Euribor has no effect on fixed rate of interest.

The funding pattern developed under this model is placed in Table 19.18, and Table
19.19.

TABLE 19.18: FUNDING PATTERN UNDER EQUITY SHARING MODEL (PROJECT COST
WITH CENTRAL TAXES) – CONSIDERING KFW LOAN
Amount
Particulars % Share
(Rs in Cr)
Equity by GoI 1151.13 15.30%
Equity by Govt. of Maharashtra 1151.13 15.30%
SD for CT by Govt. of Maharashtra 354.11 4.70%
SD for CT by GoI 354.11 4.70%
Soft Loan from bilateral/multilateral funding agencies 4515.72 60.00%
Total Cost excluding Land, R&R and PPP 7526.20 100.00%
Contribution by Local Bodies as Grant 200.00
SD for land and R&R by Govt. of Maharashtra 3414.20
State Taxes towards Completion Cost 615.64 -
IDC by GoM 312.71
Total Cost including Land, R&R, State Taxes and IDC 12068.76 -
PPP Component 131.34
Total Completion Cost 12200.10
SD: Subordinate Debt, CT: Central Taxes, IDC: Interest During Construction

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TABLE 19.19: FUNDING PATTERN UNDER EQUITY SHARING MODEL (PROJECT COST
WITH CENTRAL TAXES) - CONSIDERING ADB LOAN
Amount
Particulars % Share
(Rs in Cr)
Equity by GoI 1151.13 15.30%
Equity by Govt. of Maharashtra 1151.13 15.30%
SD for CT by Govt. of Maharashtra 354.11 4.70%
SD for CT by GoI 354.11 4.70%
Soft Loan from bilateral/multilateral funding agencies 4515.72 60.00%
Total Cost excluding Land, R&R and PPP 7526.20 100.00%
Contribution by Local Bodies as Grant 200.00
SD for land and R&R by Govt. of Maharashtra 3414.20
State Taxes towards Completion Cost 615.64 -
IDC by GoM 573.31
Total Cost including Land, R&R, State Taxes and IDC 12329.35
PPP Component 131.34
Total Completion Cost 12460.69 -
SD: Subordinate Debt, CT: Central Taxes, IDC: Interest During Construction

19.5.6 Public Private Partnership in Thane Metro

In this model, the private firm may be responsible for designing, building, operating and
maintaining of the entire project. Government of Maharashtra will bear the cost
towards land including R&R and state taxes irrespective of the model of PPP. The metro
rail being a social sector project not many private parties are available to bid for such a
project. Besides quite expectedly the private operator may demand assuredrate of
return in the range of 16% to 18% or a comfort of guaranteed ridership.

The operation period by a private entity is considered as 30 years, Debt: Equity ratio for
all financing by private entity is considered as 70:30, with long term cost of debt as 12%
p.a. The Private Partner will develop the infrastructure with its own funds and funds
raised from lenders at its risk (that is, it will provide all or the majority of the financing).
Private Partner is also responsible for operating (supply and running of rolling stock) and
managing the infrastructure life cycle (assuming life-cycle cost risks) for a specified
number of years. To carry out these tasks, the Private Partner, will usually create an SPV.

The bid parameter in such projects is either Premium (as percentage of revenues) if
the funds coming from users are sufficient to cover O&M expenses and long-term
maintenance with a surplus that can then be used as a source to repay the financing of
the construction of the asset, and where no Bidder is offering a Premium, bidding
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parameter is the Grant required (as per VGF scheme of Government of India which is
at present is maximum of 20% of the project cost).The Grant/ Premium is computed
for a target pre-tax equity IRR of private entity as 18%. Based on above, the funding
pattern without additional income from PD is provided in Table 19.21.

TABLE 19.20: FUNDING PATTERN UNDER PPP – BOT WITH VGF

Particulars Amount in Rs. Crores % of Contribution
VGF by GoI 1505.24 20.00%
VGF by GoM 1505.24 20.00%
Equity by Concessionaire 2257.86 30.00%
Concessionaire's Debt @ 12% p.a. 2257.86 30.00%
Total Cost Excluding Land, R&R and
7526.20 100.00%
PPP
Land by GoM 3414.20
State Taxes by GoM 615.64
IDC by GoM 1146.62
Total Cost including Land, R&R, State
12702.66
Taxes and IDC
PPP Component 131.34
VGF: Viability Gap funding, IDC: Interest During Construction

19.5.7 Grant by the Central Government – Supply of System and O&M by Private
Participation

Under this model, Government of Maharashtra will bear the cost towards land including
R&R and state taxes. Central Government shall provide a grant of 10% and post-
construction of civil assets by State Government, the Private Partner installs the system
(signaling and electrical assets), procures rolling stock and operates and maintains all
these assets. The State Government collects all the revenue and pays the Private Partner
a monthly/ annual payment for operations and maintenance of the system. The
remuneration given could comprise of a fixed fee and a variable component, which
would depend on the quality of service provided and the fixed feeis computed for a
target pre-tax equity IRR of private entity as 18% which will be financed through the
revenue generated in the project. For our analysis, a fixed fee escalated at long-term
WPI i.e. 4% p.a. is considered. Based on above, the funding pattern is provided in Table
19.22.

TABLE 19.22: FUNDING PATTERN UNDER GRANT BY CENTRAL GOVERNMENT MODEL

Particulars Amount (Rs in Cr) % of Contribution
Capital Contribution by GOI 752.61 10.0%
Capital Contribution by GoM 4515.71 60.0%
Equity by Concessionaire 677.38 9.0%
Concessionaire's Debt @ 12% p.a. 1580.50 21.0%
Total 7526.20 100.0%

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Particulars Amount (Rs in Cr) % of Contribution
Land by GoM 3414.20
Taxes by GoM 1323.86
IDC 521.15
Total Cost 12785.41
IDC: Interest During Construction

The total fund contribution of GoI & Govt of Maharashtra under various alternatives
is tabulated in Table 19.23.

It can be seen from the table that the contribution of Governments under SPV model
is same as that of VGF model. However, under the VGF model, the entire revenues for
the Concession Period are accruing to the Private Partner with no return on
Government’s contribution. Accordingly, it is proposed that Thane Metro project may
be implemented on SPV Model with soft loans from bilateral-multilateral agencies.

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ECONOMIC ANALYSIS
Detailed Project Report for Thane Metro Rail
Final DPR Chapter20: Economic Analysis

20. ECONOMIC ANALYSIS

20.1. APPROACH AND METHODOLOGY FOR ECONOMIC ANALYSIS

The economic appraisal has been carried out within the broad framework of
Social Cost – Benefit Analysis Technique. It is based on the incremental costs and
benefits and involves comparison of project costs and benefits in economic
terms under the “with” and “without” project scenario. In the analysis, the cost
and benefit streams arising under the above project scenarios have been
estimated in terms of market prices and economic values have been computed
by converting the former using appropriate shadow prices.

This has been done to iron out distortions due to externalities and anomalies
arising in real world pricing systems. The annual streams of project costs and
benefit have been compared over the analysis period of 30 years to estimate the
net cost / benefit and to calculate the economic viability of the project in terms
of EIRR & ENPV.

20.1.1 Evaluation Assumptions

Project horizon comprises of the construction and operation period of the rail
based transit project. The annual streams of project costs and benefit have been
compared over the analysis period of 30 years to estimate the net cost / benefit
and to calculate the economic viability of the project in terms of EIRR. The key
assumptions used in the evaluation are listed in Table 20.1.

TABLE 20-1: KEY EVALUATION ASSUMPTIONS

Parameter Assumption
Price Level July, 2023
Construction period 2024-2029
First year of operation of MRTS 2029
Daily to annual factor 340

20.1.2 Development of 'With' and 'Without' Scenarios

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

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within the next few years, except for the mass transit system corridors being
considered in this study.

The Without Project Scenario provides a baseline for comparing travel benefits
in both ‘with and without project scenarios’ for Metro System. Accordingly,
transport demand analysis for metro system in both scenarios has been carried
out. The mode-wise passenger trips for the horizon years have been worked out
and shown in Table 20.2.

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

TABLE 20-2: ESTIMATED DEMAND & MODAL SHARE IN “WITH” AND “WITHOUT
SCENARIO”
Daily Trips without Mass Transport Daily Trips with All Mass Transport
Mode
System System
2029 2035 2045 2029 2035 2045
Train 14.50 19.13 22.24 11.35 15.01 17.53
Bus 4.45 5.54 6.43 3.49 4.35 5.07
Car 2.31 3.28 3.87 1.81 2.58 3.05
Two
2.36 3.28 3.87 1.85 2.58 3.05
Wheeler
Auto 2.41 3.39 4.00 1.89 2.66 3.15
Taxi 0.48 0.67 0.78 0.37 0.53 0.62
MRTS 0.00 0.00 0.00 5.77 7.61 8.72
TOTAL 26.51 35.30 41.19 26.51 35.30 41.19
Source: Thane CMP 2018

20.2 ESTIMATION OF ECONOMIC COST OF MRTS

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

• Price contingencies/price escalations

• Import duties and taxes
• Sunk costs
• Interest payment, principal payment and interest during construction

The economic costs (Table 20.3) have been derived from financial costs using
following shadow price factor for each component to take care of the distortions
brought by above factors.

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TABLE 20-3: FACTORS USED FOR CONVERTING PROJECT COSTS TO ECONOMIC COSTS
S. No Item Factor
1 Capital Cost 0.83
2 Operations & Maintenance Cost 0.87

Table 20.4 and Table 20.5 gives the capital and O&M costs of the MRTS in
financial and economic terms at July'23 price levels respectively.

TABLE 20-4: FINANCIAL COSTS OF METRO - CAPITAL O&M (RS. IN CRORE)

Cost Component Metro

Construction Cost Including Land and R&R 9203
Taxes @18% FOR GST 1324
O&M Costs
2029 338
2035 523
2045 1082

TABLE 20-5: ECONOMIC COSTS OF METRO- CAPITAL AND O&M (RS IN CRORE)
Cost Component Metro
Construction Cost Including land and R&R 7638
O&M Costs
2029 294
2035 455
2045 941

20.3 ECONOMIC BENEFITS OF MRTS

Thane Metro will yield tangible and non-tangible savings due to equivalent
reduction in road traffic and certain socio-economic benefits. Table 20.6 gives
reduced passenger trips due to Thane metro.

TABLE 20-6: REDUCED PASSENGER TRIPS DUE TO THANE MRTS

S. No. Mode Reduced pass Trips Due to Thane Metro
2029 2035 2045
1 Bus 0.97 1.20 1.36
2 Car 0.50 0.71 0.82
3 2W 0.51 0.71 0.82
4 Auto 0.52 0.73 0.85
5 Taxi 0.10 0.14 0.17
6 Train 3.15 4.13 4.71
7 MRTS 5.77 7.61 8.72

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Shifting of passenger trips from road to metro would lead to reduction in

number of mini buses, IPT, usage of private vehicles, air pollution and increase
in the speed of road-based vehicles. This, in turn, will result in significant social
benefits due to reduction in fuel consumption, vehicle operating cost and travel
time of passengers. Reduction in accidents, pollution and road maintenance
costs are the other benefits to the society in general. The benefit stream
includes:

• Savings in Capital and operating cost (on present congestion norms) of

carrying the total volume of passenger traffic by existing modes in case MRTS
project is not taken up.
• Savings in operating costs of different modes due to de-congestion including
those that would continue to use the existing transport network even after
the MRTS is introduced.
• Savings in time of commuters using the MRTS over the existing transport
modes because of faster speed of MRTS.
• Savings in time of those passengers continuing on existing modes, because
of reduced congestion on roads.
• Savings on account of prevention of accidents and pollution with
introduction of MRTS.
• Savings in road infrastructure and development costs that would be required
to cater to increase in traffic, in case MRTS is not introduced.

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

• Reduced road stress

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

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20.3.1 Input Parameters

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

Vehicle Operating Cost (VOC): VOC is a function of speed, road roughness,

carriageway, width/capacity, rise and fall per unit. The VOC unit cost have been
taken from the “Manual on Economic Evaluation of Highway Projects in India,
2009” by the Indian Road Congress (IRC). The VOC has been adjusted for Thane
according to the traffic, road conditions in the city as recommended in the
manual. Table 20.7 gives the mode wise VOC to estimate benefits accruing to
the society from the project.

TABLE 20-7: MODE WISE VOC FOR THANE

Mode VOC* Rs /Km

Bus 38.32
Car 10.14
2W 3.09
Auto 5.07
Shared Auto 6.12
*Source IRC SP 30 (2009) Values brought to 2023 level using factor of 5%

Value of Travel Time (VOT): VOT is another important parameter of Economic

Analysis. It refers to the cost of time spent on transport. It includes costs of both
work and non-work trips. Mode wise value of time has also been taken from IRC
SP-30 (2009) Values brought to 2018 level using factor of 5%. The value of travel
time for MRTS passengers has been taken as that of deluxe bus. Table 20.8 gives
the mode wise VOT to estimate benefits accruing to thesociety from the project.

TABLE20-8: MODE WISE VOT FOR THANE MRTS

Mode Value of Travel Time**Passenger/ Hour

BUS 83.00
CAR 105.00
SC/MC 45.00
AUTO 89.00
SHARED AUTO 65.00
*Source IRC SP 30 (2009) Values brought to 2023 level using factor of 5%

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Other operational parameters required to assess the savings in VOC and VOT,
accidents, pollution for the system in year 2045 is presented in Table 20.9.

TABLE 20-9: MODE WISE OPERATIONAL PARAMETERS –METRO

Average Veh- Average Speed (Km/Hr)* Average Speed

Occupan
Mode Lead KM/ (With MRTS) (Km/Hr)* (Without
cy
KM Day MRTS)
2029 2035 2045 2029 2035 2045
Bus 12.2 150 14.7 11.6 10.8 12.8 10.1 9.4 19
Car 12.2 24 20.1 18.5 16.6 17.5 16.1 14.4 2.4
Two 11.9 24 24.4 21.3 17.8 21.2 18.5 15.5 1.4
Wheeler
Auto 9.2 92 19.3 18.3 16.9 16.8 15.9 14.7 2.6
Taxi 20.5 160 19.6 17.6 15.3 17.0 15.3 13.3 2.8
TRAIN 32.0 32.0 32.0 32.0 32.0 32.0
Source: Thane CMP- 2018

Other benefits that will accrue to the society include reduction in emission,
savings due to reduction in accidents. The input for the benefit estimation from
these parameters includes the emission factors by vehicle category as given by
CPCB (Table 20.10).

TABLE 20-10: MODE WISE EMISSION FACTORS (GRAM/KM)

Vehicle Type/ Pollutant CO HC NOX PM CO2

2-wheeler 1.4 0.7 0.3 0.05 28.58
Auto 2.45 0.75 0.12 0.08 77.89
Cars (incl. cabs) 1.39 0.15 0.12 0.02 139.52
Bus (incl. BRT) 3.72 0.16 6.53 0.24 787.72
Treatment Cost (Rs. /ton) 1,00,000 1,00,000 1,00,000 1,00,000 500
Source: Appraisal guidelines for Metro Rail Project Proposals MoHUA, GOI 2017

20.3.2 Estimation of Project Benefits

The methodology adopted to quantify benefits that will accrue to the society
owing to implementation of the metro project include:

• Travel time savings- travel time savings will accrue on two accounts:
o Travel time savings for passenger trips that are shifted to MRTS from
other modes due to higher speed of MRTS project as compared to
‘without’ project scenario.

o Travel time savings for trips remaining on road due to reduction in

congestion due to shift on metro leading to fewer vehicles on roads.

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Detailed Project Report for Thane Metro Rail
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o Passenger time savings = time savings of modal shift passenger + time

savings of passenger travelling on other mode.

o Time savings of modal shift passengers = (time spent by modal shift

passengers on metro rail project - time spent by modal shift diverted
passenger on alternate transport mode in do nothing/alternative
scenario) x value of passenger time.

o Time savings of passengers travelling on other modes = (time spent by

passengers travelling on other mode in with project scenario - time spent
by passengers travelling on other mode in do nothing/alternative
scenario) x value of passenger time.

• Savings in Vehicle Operating Cost- Shifting of passenger trips from road to MRTS
will result in lesser vehicles on roads resulting in saving in VOC. Savings in VOC
will also accrue on two accounts:

o VOC savings of mode wise vehicle trips which have shifted from road to
MRTS.

o VOC savings due to reduced congestion on roads of vehicles trips

remaining on road.

o The VOC savings are calculated by multiplying the unit VOC cost with
the number of vehicle trips and with the average lead distance for the
particular vehicle category. VOC savings = VOC [Rs. /km] x Average Lead
[km] x no. of vehicle trips

o The VOC savings are calculated for the vehicle types and then added. The
difference of cost in “with” and “without” project is taken to estimate
savings in Vehicle Operating Cost.

• Accident reduction-These savings are also based on reduction in no of vehicles

on roads due to shift of passengers of different modes on MRTS.

Reduction in fatal and injury accidents due less no of vehicles on roads.

o Savings in damage cost to vehicles involved in accidents.

o Based on trends of last 3-year data of vehicles and relationship with fatal
and damage accidents data, the reduction in no of accidents is estimated
for reduced no of vehicles on roads due to modal shift of passengers.
reduced number of fatal and damage accidents are then multiplied by
the cost of accident to arrive at savings due to metro.

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o Savings from pollution reduction - the reduction in no of vehicles on

roads due to shift of passengers of different modes on MRTS will reduce
the air pollution.

o Absence of vehicles on road due to modal shift passengers on MRTS will

save pollution from modes that would have continued on road in
"without MRTS scenario"

o Savings from pollution are estimated by using the following method

o Vehicle km saved = [no. of trips shift to metro from other mode] x

[average lead of the mode]

o Total volume of pollutant= [volume of pollutant released per km] x

[daily vehicle km saved]

o Annual treatment cost = [volume of pollutant] x [treatment cost/ton]

o savings in road infrastructure maintenance

o with less no of vehicles on roads, expenditure on road maintenance is

expected to go down. in the absence of data, a lump-sum expenditure of
Rs. 50 cr/ year has been assumed.

Following the above methodology socio-economic benefits of Thane metro have

been estimated in monetary terms. following factors have been used for
converting project benefits to economic costs (Table 20.11).

TABLE 20-11: FACTORS FOR CONVERTING PROJECT BENEFITS IN ECONOMIC COSTS

S. No Item Factor
1 Savings in Capital & Operating Cost of Buses 0.83
2 Savings in Capital & Operating cost of Private Vehicles 0.9
3 Savings in Passenger Time 1.0
4 Savings in VOC 0.9
5 Savings in Accident Costs 0.9
6 Savings in Pollution Costs 1.0
7 Infrastructure Maintenance Cost Savings 0.87

With input from above tables, the accrued economic benefits for Thane metro
in the horizon year 2051-2052 has been summarized in Table 20.12.

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Detailed Project Report for Thane Metro Rail
Final DPR Chapter20: Economic Analysis

TABLE 20-12: ECONOMIC RETURN PARAMETERS OF THANE METRO

MRTS
S.NO BENEFITS
Amount % Share
1 Travel Time Savings 12805 81
2 Savings in Vehicle Operating Cost 3008 18
Savings from Accident, Pollution &
3 63 1
Road maintenance Reduction
Total 15876 100

It is clear from the Table that benefits are mainly come from saving of Travel
Time by MRTS (81%), and VOC savings (18%), and benefit from emission
reduction, accident reduction and road maintenance cost (together 1%).

EIRR for 30 years for deriving the values of economic indicators (EIRR, ENPV),
cost and benefit stream for the system has been constructed in terms of money
value. The toolkit on finance and financial analysis 2013 by MOHUA, suggests
that ENPV to be calculated on social cost of capital or government security rate.
Accordingly, ENPV for the system have been calculated on both the rates. Metro
Rail Policy, 2017 prescribes 14% as acceptable EIRR rate for metro project, same
has been considered as the social cost of capital. The government security rate
in July, 2023 is 8.00%. Accordingly, ENPV for the system has been calculated
based on these rates. The summary of the ENPV and EIRR is presented in Table
20.13. The cost and benefit streams for metro system is presented in Table
20.15.

TABLE 20-13: ECONOMIC RETURN PARAMETERS OF THANEMETRO

S.NO PARAMETER Metro
1 EIRR 23.80%
2 ENPV
- Social cost of capital @14% 11749 Crore
-Government Security Rate @ 8.00% 38052 Crore

20.3.3 Outcome on Economic Viability

The project has EIRR more than 14%, indicating that the benefits to the society
are more than the social cost of capital of 14%. It also meets the acceptable norm
of MoHUA. Thus the project is economically viable and should be implemented.

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Detailed Project Report for Thane Metro Rail
Final DPR Chapter20: Economic Analysis

20.3.4 Sensitivity Analysis

The sensitivity analysis has been carried out to see the impact of change in
critical parameters in the range of 5% to 15% on EIRR and is presented in Table
20.14.

TABLE 20-14: SENSITIVITY ANALYSIS

Range in percentage
S.No. Factor
5% 10% 15%
1 Cost overruns due to delay or other factors 22.52 21.16 20.46
2 Increase in Maintenance Cost 22.97 22.52 22.16
3 Reduction in Ridership 21.87 21.11 20.34
4 Reduction in benefits 21.76 20.87 19.94
Combination of reduction in benefits and
5 21.01 19.45 17.94
increase in cost

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 Detailed Project Report for Thane Metro Rail
F
TABLE 20-15: ECONOMIC COST AND BENEFIT STREAM FOR METRO SYSTEM (IN CRORE)

Savings in
Capital Cost Travel Time Accident Pollution Reduced
Addition cost Vehicle
without land, Savings (VOT Reduction Reduction Road Total Savings Net Benefits
Year O & M - 87% +Replacement Total Cost Operating
R&R and IDC - Savings)- Benefits - Benefits- Infrastructure /Benefits (Rs. in Crore)
Cost- 83% Cost (VOC)-
83% 100% 90% 100% Costs -87%
90%

24-25
1,436 1,436 (1,436)
25-26
2,776 2,776 (2,776)
26-27
2,961 2,961 (2,961)
27-28
1,447 1,447 (1,447)
28-29
1,138 - 1,138 (1,138)
29-30
294 294 (1,003) 988 7.8 32 7.2 32 (262)
30-31
316 316 (1,017) 1,053 8.3 32 7.7 84 (232)
31-32
339 - 339 (1,032) 1,122 8.9 32 8.1 140 (200)
32-33
365 - 365 6,147 1,067 8.6 29 8.5 7,260 6,896
33-34
392 - 392 6,228 1,135 8.8 30 (259.4) 7,142 6,750
34-35
421 - 421 6,425 1,207 9.1 30 (5.2) 7,667 7,246
35-36
455 - 455 6,510 1,285 9.3 31 (5.4) 7,829 7,374
36-37
488 - 488 6,595 1,367 9.5 31 (5.7) 7,997 7,509
37-38
524 306 830 6,682 1,454 9.8 32 (5.9) 8,171 7,341

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 Detailed Project Report for Thane Metro Rail
F Savings in
Capital Cost Travel Time Accident Pollution Reduced
Addition cost Vehicle
without land, Savings (VOT Reduction Reduction Road Total Savings Net Benefits
Year O & M - 87% +Replacement Total Cost Operating
R&R and IDC - Savings)- Benefits - Benefits- Infrastructure /Benefits (Rs. in Crore)
Cost- 83% Cost (VOC)-
83% 100% 90% 100% Costs -87%
90%

38-39
562 - 562 6,769 1,547 10.1 32 (6.3) 8,352 7,790
39-40
604 - 604 6,858 1,646 10.4 32 (6.6) 8,540 7,936
40-41
649 - 649 6,948 1,751 10.7 33 (7.0) 8,736 8,087
41-42
697 - 697 7,039 1,863 11.0 33 (7.3) 8,939 8,243
42-43
749 - 749 8,518 1,566 9.8 27 113.8 10,234 9,485
43-44
805 - 805 8,617 1,663 10.4 27 3.2 10,321 9,516
44-45
865 - 865 8,717 1,767 11.1 27 3.4 10,525 9,660
45-46
941 - 941 9,023 1,877 11.8 28 3.5 10,943 10,002
46-47
1,015 - 1,015 9,128 1,994 12.6 28 3.7 11,166 10,151
47-48
1,096 2,052 3,147 9,234 2,119 13.5 28 3.9 11,398 8,250
48-49
1,182 - 1,182 9,341 2,251 14.4 28 4.1 11,638 10,456
49-50
1,267 - 1,267 9,449 2,391 15.3 29 4.3 11,888 10,621
50-51
1,358 - 1,358 9,559 2,540 16.4 29 4.5 12,149 10,790
51-52
1,457 - 1,457 9,670 2,698 17.5 30 4.8 12,420 10,963
52-53
1,563 334 1,897 12,659 2,832 18.8 30 (193.2) 15,346 13,449
53-54
1,678 - 1,678 12,805 3,008 20.1 30 (13.1) 15,850 14,173
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 Detailed Project Report for Thane Metro Rail
F Savings in
Capital Cost Travel Time Accident Pollution Reduced
Addition cost Vehicle
without land, Savings (VOT Reduction Reduction Road Total Savings Net Benefits
Year O & M - 87% +Replacement Total Cost Operating
R&R and IDC - Savings)- Benefits - Benefits- Infrastructure /Benefits (Rs. in Crore)
Cost- 83% Cost (VOC)-
83% 100% 90% 100% Costs -87%
90%

9,758 20,080 2,691 32,529 1,79,868 44,191 294 749 (334) 2,24,768 1,92,239
EIRR 23.80%

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 Chapter – 21
IMPLEMENTATION PLAN
Detailed Project Report for Thane Metro Rail
Final DPR Chapter 21: Implementation Plan

21. IMPLEMENTATION PLAN

21.1 PROJECT IMPLEMENTATION PLAN

The appointment of Interim and General Consultants may be initiated for project
management including preparation of tender documents – as soon as DPR is
approved by Government of India. The possible dates of important milestones are
given in Table 21.1.

TABLE 21.1: PROJECT IMPLEMENTATION SCHEDULE

S.No Tasks Timelines

1 State Government Approval of DPR August, 2021
2 Approval of GoI January, 2024
3 Appointment of Interim Consultant January, 2024
4 Appointment of General Consultants April, 2024
5 Commencement of Civil Works October, 2024
6 Commencement of Operation January, 2029

The commercial operation on Thane Metro corridor may start from January 2029.

21.2 IMPLEMENTATION STRUCTURE

Maharashtra has a successful example of metro operation in Mumbai on SPV model

by Mumbai Metro Rail Corporation Limited (MMRCL). Nagpur Metro Rail Phase-1
and Pune Metro project is also implemented on SPV model by Maha Metro. Similarly,
Thane Metro project may also be implemented on SPV model. However, some
subcomponents of operations & maintenance may be taken upwith private sector
participation (PPP) model.

The PPP model to be adopted and implementation structure shall be decided at the
time of implementation.

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21.3 LEGAL AND INSTITUTIONAL FRAMEWORK FOR IMPLEMENTING THE PROJECT

21.3.1 Legal Framework

The legislation for construction of Nagpur and Pune Metro may also provide legal
cover for construction of Thane Metro. Implementation of proposed Thane Metro can
be done under “The Metro Railways (Amendment) Act 2009”.

21.3.2 Institutional Arrangements

Metro construction is a very specialized and multi-disciplinary job. It is therefore,

impossible to have a single organizational set up which can be responsible for all
aspects of metro implementation, namely investigation, planning, design, drawing
up of specifications, preparation of tender documents, fixing of contractors,
supervising the contractors’ works, ensuring interface fusion between different
contractors, ensuring quality and safety during constructions, planning and
supervising integration system trials and getting the project commissioned in time.

Effective institutional arrangement is needed to enable the Metro project to be

implemented without any loss of time and cost over-run. The details of possible
arrangements are discussed in following sections. Experience of implementing Delhi,
Mumbai and Nagpur & Pune Phase 1 metro projects has shown that a Special Purpose
Vehicle (SPV), vested with adequate powers, is an effective organizational
arrangement to implement and subsequently operate and maintain a metro rail
project.

It is suggested to have a two tier organization with well-defined responsibilities for

getting this project executed. At the apex will be the Maha Metro - the organization
with full mandate and total power. The second level will be a project management
team called “General Consultants” who will be engaged by the Maha Metro on
contract basis and who will be fully responsible for planning, design and project
management. In fact they will be the “Engineers” for the Maha Metro, who is the
“Client”. The detailed design consultants as required may be engaged by General
Consultants as their Sub-Consultants within their own contract responsibilities. Since
most of the alignment length is elevated, it is recommended that the contracts be
made on “design and build” basis, based on broad technical specifications and
performance requirements drawn up by the General Consultants.

21.3.3 High Power Committee

During the implementation of the project several problems with regard toacquisition
of land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. For

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expeditious resolution of these problems, an institutional mechanism needs to beset

up at the State Government level. Towards this end, it is recommended that a High
Power Committee under the chairmanship of Chief Secretary, Maharashtra may be set
up. Other members of this Committee may be the Secretaries of concerned
Departments of State Government and Heads of civic bodies who are connected in
one way or the other with the implementation of the project. Thane Municipal
Commissioner may also be the member of this committee.

21.3.4 Empowered Committee

At the Central Government level an Empowered Committee, under the chairmanship

of Cabinet Secretary, is presently functioning for Delhi Metro project. Other members
of this Committee are Secretaries of Planning Commission, Ministry of Home Affairs,
Ministry of Housing and Urban Affairs, Ministry of Road Transport and Highways,
Ministry of Environment and Forests, Department of Expenditure, Chief Secretary of
Delhi and a representative from the PMO. The Empowered Committee meets
regularly and takes decisions on matters connected with inter-departmental
coordination and overall planning, financing and implementation of the Delhi Metro
project.

It is suggested that the role of this Empowered Committee is enlarged to include

Thane Metro project also and the Chief Secretary, Maharashtra is inducted as a
member of this Committee.

21.4 ROLE, RESPONSIBILITY AND INVOLVEMENT OF CITY GOVERNMENT

21.4.1 Unified Metropolitan Transport Authority (UMTA)

The National Urban Transport Policy 2006 has recommended setting up of Unified
Metropolitan Transport Authorities (UMTA’s) in million plus cities. The policy
document stipulates following on UMTA.

“The current structure of governance for the transport sector is not equipped to deal
with the problems of urban transport. These structures were put in place well before
the problems of urban transport began to surface in India and hence do not provide
for the right coordination mechanisms to deal with urban transport. The central
government will, therefore, recommend the setting up of Unified Metropolitan
Transport Authorities (UMTA’s) in all million cities to facilitate more coordinated
planning and implementation of urban transport programs & projects and integrated
management of urban transport systems. Such Metropolitan Transport Authorities
would need statutory backing in order to be meaningful.”

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The metro rail policy - 2017 makes it mandatory for the cities which are planning to
have MRTS to address their mass transport requirements to have city level UMTA.

For integrated approach in planning and management of urban transport in the city,
State Government shall constitute Unified Metropolitan Transport Authority (UMTA)
as a statutory body. This Authority would implement various proposals as per CMP for
the city, organize investments in urban transport infrastructure, establish effective
coordination among various urban transport agencies, manage the Urban Transport
Fund (UTF) etc. UMTA will have to play active role in the implementationof Thane
Metro being a city government authority.

21.4.2 Steering Committee

Apart from a High Power Committee under the chairmanship of Chief Secretary,
Maharashtra, a 'Steering Committee' may be set up under the chairmanship of
Commissioner of Thane Municipal Corporation. Other members of this Committee
may be District Collector, Municipal Commissioner, and other heads of civic bodies
who will be connected in one way or the other with the implementation of the project.

During the implementation of the project several problems with regard toacquisition
of land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. The steering
committee will work for expeditious resolution of these problems at local level. This
Committee may meet regularly to sort out all problems brought before it by Maha
Metro.

21.4.3 Way Forward

On acceptance of the Detailed Project Report, following actions may be initiated for
implementing of Thane Metro project:

• Approval of State Government to the Detailed Project Report

• Issue of notifications for the project, alignment and setting up of UMTA
• DPR to be forwarded to the Ministry of Housing and Urban Affairs, Niti Aayog
and Finance Ministry with request for approving the Metro project and for
financial participation through equity contribution to the SPV
• Appointment of Interim Consultants (IC)
• Appointment of Detailed Design Consultants (DDC)
• Packaging and invitation of bids for various contracts

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• Appointment of General Consultants (GC)

• Land acquisition
• Examination and appraisal of DPR by bilateral/multilateral funding agencies
for possible funding
• Stakeholder consultation on environmental and social impact of the project
• Signing of an MOU between Maharashtra State Government and Government
of India giving all details of the Joint Venture bringing out the financial
involvement of each party, liability for the loans raised, the administrative
control in the SPV, policy in regard to fare structure etc.
• Agreement between the State and Central Government for financing the debt
portion of the project along with the setting up of time frame for completing
the Project
• Loan approval
• Providing legal cover for construction as well as O&M stages of the Project
• Memorandum of Understanding between various service providers toprovide
seamless integration between various transport modes.

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07) .5.03.2019  ू ल    भच   .एआ-

3319/प..08(भ-2)/-07 .08 , 2019 अ  प अल ण

  ण आल आह. हू प त आ “इक अ ॉ ल"आ

प ण आल अ प प च .22.03.2019 च 

 च ूठ ठण आल ह.

 च ृहा  ह  ल ह ब, 2019 ध पध

ल “Report on Benchmarking for cost Estimation of Metro Rail Projects” भाल

  प ट प उभठ आ थ,  च

 “Minimum Local content”  भाल  ृह ल .14.10.2020

   हल त  च अ ृहा  ह  ल

 प ल ू  ऊ पच ूळ ू .13,095  ाच

 प अहलध आरथ ा अल ण आल  . 10412.61 

ृषठ 10 ै 1
  ः एआ-3324/प..156/-7,

 अद  प अहल प    11.08.2021 च

  ृहा  ह  ल  ल ह.

 प   .04  , 2024 च  .12200.10 

प च त आडह ठ अ ळ ट प अल

ण  प ल आह.  च च शभू  प 

    आ आह. , भा     भ 

ल .8 , 2019 च  ध     

 ण च  ह.   ढलप  ल आह: -

02.   :-

ठ अ ळ ट प   ल च शभ
ू  
पच     त आड    ज 
ललप   ण  आह :-

1) 1) ठ अ ळ ट  29 .. ल, 20 उन थ  2 भ थ
अल . 12200.10  (  ल प) प ू च
ट  प हषट ट ल ॉो ल. (हट)  अल ण
  ण  आह .
2) ठ अ ळ ट पठ .12200.10  प ू च,
च ष-3 ध ू प त हभ आड   ण 
आह.
3)  पठ ज  भ, ठ हल पठ अ,
भू, ू  ह   ल म व  एू
. 5078.04   हटल उल   ण ठ हलल
   ण  आह.
4)  च च 50% ाठ . 354.11  आ ज    
ल ाठ . 615.64  अ एू . 969.75  इ  ज
ू  व  य  हय महू हटल उल   ण 
 ण  आह.
5)  पठ ज   ण ऱ व  य ाच अ  ,
ल  इ. द अ ख , त भ, प (-1) 

पृष 10 ै 2
  ः एआ-3324/प..156/-7,

वथ ल, हट चध  य  हय  (subsidiary Loan
Agreement) ण .
6)  पठ  ू  . 1151.13  भ   . 354.11 
 व  य    णठ हट   
ण   ण  आह .
7)  प /ह  अथ इ त थ  ऱ
ाच ल   व    हट हल.
ळ  ह अ भ  ह   हट घ.
8)  पच ू प  ाध ढ, ल  ल ल,
पच वध ल, आध  ल आ  , प
उभच ह ध  ढ ळ  ल, अ ळ ढ झ
अ ढ  थ प, /  थ चल 
(आध ल व) उल  ऊ अ  
 ओ, एएआ  इ अ धू ा हऱ आरथ सू
भण  प ण  आह .
9)  प ह भा .2,   भ   .15 , 2024 अ
जल  ट पच ठ थ उच (High Power Committee)
च  आण   ण  आह .
10)  पच ा ह  ढ झ,  ढ ू भ/
ण हट  ठ हलल े   ण  आह.
11) ट   ल म  ट ालच   
थच ळ    णठ   भ 
ळ  हटल   उल   ण   ण  आह 
  भ े   ण  आह.
12)  पच ठ  प अहलध ण आल ट
ालच  आ अल  ठ हल  इ 
/ थ पल   हटल ह
ण  े   ण  आह.
13)  पच ा भू,   ह ल लळ ढ
ह ह   ण ठ हल  हट  े   ण 
आह.

पृष 10 ै 3
  ः एआ-3324/प..156/-7,

14)  रध  हऱ   ू   लल
 थ च   ठ हल ण
अथ  प पग  ण ए पठ
पग ठ ृहा   हय भ,    प-
1700/आ-31/ल-2,  12.12.2000 अ लू लल   
पह लू ण अथ  पल पगच ठ 
 ज ठ ठ हल/हट  उल ह ल 
ठ   भ ..  -2017/प..23/..26,  13.06.2018
ल  ूप अ ए ल  ण  प
ण  आह.
15)  ट ल पच  ा अ ढ ह ह   ऊ
प उभ ह  ण ,  हट  ठ हलल
   ण  आह.
16) ठ अ ळ ट पच रध     , ी  त
  हषट ट ल ॉो ल. ल ह ण आल ठ
  प (SPA)  ण :   ण  आह . 
 प  हट   .
17)  प अ , प ळ   प अहल
ण आल ृह   , ठ ध ाक ण
आल रच लल प झल अभ (learning from earlier
operational routes) हट  .
18) हषट प     अ, 1966 च अ ठ अ ळ ट
प  अभ  (ओ) लू ण :   ण  आह .
  प  हट   .
19) ठ अ ळ ट पभाल   भच .8 , 2019
च  ल अ 1  5 थल   ष-2  3 ळ उ
   हल.

03. ह    भ अौ भ .391/1444  11/09/2024 
त भ अौ भ . 475/व-3  24/09/2024 अ प अभप
   .ळ .30/09/2024 च ैठ ल 
 ण  आह.

पृष 10 ै 4
  ः एआ-3324/प..156/-7,

04.    हषट च www.maharashtra.gov.in  थळ

उल ण आल अू   202410071816157325 अ आह . ह आ 
ल    ढण  आह .
हषट जल च आ   ,
VIJAY KARBHARI
Digitally signed by VIJAY KARBHARI CHAUDHARI
DN: c=IN, o=GOVERNMENT OF MAHARASHTRA, ou=URBAN
DEVELOPMENT DEPARTMENT,
2.5.4.20=d242787d25852443527f4a3927a849feec29ce26368b8badbe

CHAUDHARI
e9e69852845f0a, postalCode=400032, st=Maharashtra,
serialNumber=E1FEEA176A1E6A273C574BB6F1A1EDB58BF87424118B
CCD6EE07340581733B70, cn=VIJAY KARBHARI CHAUDHARI
Date: 2024.10.07 18:02:56 +05'30'

( ौ)
ह , हषट 
प,

1. . जल, हषट ज,  .

2. . ख  प , ल, ई 400 032.
3. . ख , हषट , ल, ई 400 032.
4. अ ख  (हूल), हूल   भ, ल, ई 400 032.
5. अ ख , ृह भ, ल, ई 400 032.
6. अ ख  (त), त भ, ल, ई 400 032.
7. अ ख ,  भ, ल, ई 400 032.
8. प ,    भ, ल, ई 400 032.
9. प  (-1),   भ, ल, ई 400 032.
10. प  (ह), ृह भ, ल, ई 400 032.
11. प  (-2),   भ, ल, ई 400 032.
12. अ ख ,  प भ, ल, ई 400 032.
13.  ( प),  प भ, ल, ई 400 032.
14. ,   भ, ल, ई 400 032.
15. वथ ल, हषट ट ल ॉो ल. (हट) ू.
16. आ, ठ हल, ठ.
17. भ आ, ठ भ, ठ.
18. ल आ, ठ.
19. ह, ठ
20. हवथ, ठ ह ह हळ ा, ठ.
21. ह ,  ,   भ, ल, ई 400 032.
22. ल,  , ध प इ, .
23. उ  (-23),   भ, ल, ई.
24.   (-7).

पृष 10 ै 5
  ः एआ-3324/प..156/-7,

(  भ    : एआ-3324/प..156/-7, 

07 ऑ, 2024  ह)
ष 1

ठ ह ळ ट  प ठळ ैष

(अ) ट ल ॅ   : 1435 ..

() ट र ल

ळ र उन .. भ एू ल

.. ..
 ठ   ठ 26 3 29
(ळ )

() प ट अलईठ  ल  भ :-

अ.    आप एू ल 

. ..ध
1. ए..ए..आ. 6.00
2. ..  18.17
3. आ  इ 4.83 भ ाह
एू 29.00

() प हू अ -:

 प  प  प ख ै  प

ख (ल)
2025 23,320 5.76
2035 29,489 7.61
2045 31,393 8.72

(इ) ट    :-

ळ र उन   भ   एू  

प  ठ  20 2 22
 ठ (ळ
)

पृष 10 ै 6
  ः एआ-3324/प..156/-7,

 ट र एू 22 ट  ै    भू अू उ   ह
उन हल.    ह व, ृध  ण  अ.   
 ि  हल.  र  ठ, ल  , ळ ौ, ल
   , ई , लठ रल, , ॉ. थ  ृह,
, ,  , ळ, ॉ फ, ल, आझ  ॉ,
, ल औद , ळ ,ळ , ,  ौ, ठ
  अ थ प आह .

(ई)    :-

ठ ळ ट  प ौ ल थल एू 49.50 ह ल
    आ प आह. ल   थ 18 ह ध 
ण ल. ध ॅ ल लईठ 41 र अल.

**
VIJAY KARBHARI
Digitally signed by VIJAY KARBHARI CHAUDHARI
DN: c=IN, o=GOVERNMENT OF MAHARASHTRA, ou=URBAN DEVELOPMENT
DEPARTMENT,
2.5.4.20=d242787d25852443527f4a3927a849feec29ce26368b8badbee9e69852845f

CHAUDHARI
0a, postalCode=400032, st=Maharashtra,
serialNumber=E1FEEA176A1E6A273C574BB6F1A1EDB58BF87424118BCCD6EE07340
581733B70, cn=VIJAY KARBHARI CHAUDHARI
Date: 2024.10.07 18:03:17 +05'30'

( ौ)
ह , हषट 

पृष 10 ै 7
  ः एआ-3324/प..156/-7,

ष 2
ठ ह ळ ट प भल 

अ.. ल प 

(. )
1    3170.05
2  आ   1633.76
3   इ 1278.13
4   211.80
5 टॅ  )P-Way( 291.69
6  ठ  द 422.84
7 ल    338.46
8 ा  11.56
9 ू थ   अ   213.05
10 ल भल  10.14
11    इ 51.64
12 इल इग ल भल  82.23
13 ल ॉ 120000.
13  आ /ा ळ एू  5745.30
14   (5% झइ े) 287.27
15 %5झइ े ह एू  (14+13) 6032.57
17 क @ 3% 172.36
18 एू  कह ( आ /ा ळू ) 6204.93
19  आ /ा आ कह एू  9374.98
20   624.10
21 ज  542.52
22 एू (ह) 10541.60
23  ू 5%  ढ 1214.45
24   131.34
25  ल म व 312.71
26  ह एू  12200.10

VIJAY KARBHARI
Digitally signed by VIJAY KARBHARI CHAUDHARI
DN: c=IN, o=GOVERNMENT OF MAHARASHTRA, ou=URBAN DEVELOPMENT
DEPARTMENT,
2.5.4.20=d242787d25852443527f4a3927a849feec29ce26368b8badbee9e69852845f0a

CHAUDHARI
, postalCode=400032, st=Maharashtra,
serialNumber=E1FEEA176A1E6A273C574BB6F1A1EDB58BF87424118BCCD6EE073405
81733B70, cn=VIJAY KARBHARI CHAUDHARI
Date: 2024.10.07 18:03:35 +05'30'

( ौ)
ह , हषट 

पृष 10 ै 8
  ः एआ-3324/प..156/-7,

ष -3
ठ ह ळ ट  पल आरथ हभ आ

अ. ल ू  हभ

. (. ) 
1 2 3 4
1   भ 1151.13 15.30
2 ज  भ* 15.30
1151.13
( ह  ठ)
3  च (CGST50 (%    4.70
354.11
व  य 
4  च (CGST) 50%  ज  4.70
354.11
व  य 
5 , ह  थ हय 4515.73 60.00
6  च अ  प  7526.21 100.00
7 ठ हल अ 200.00 -
8 ज ठ ज  व  य  615.64 -
9 भू,   ह  ज -
  य * 3414.20
(ठ  द हय)
10  ल म व* -
312.71
(हय द  ठ)
11   131.34 -
एू प  12200.10 -

: * ज  भ, भू,   ह  ज 
 य  आ  ल म व  ठ हल 
आह.
VIJAY KARBHARI
Digitally signed by VIJAY KARBHARI CHAUDHARI
DN: c=IN, o=GOVERNMENT OF MAHARASHTRA, ou=URBAN
DEVELOPMENT DEPARTMENT,
2.5.4.20=d242787d25852443527f4a3927a849feec29ce26368b8badbee

CHAUDHARI
9e69852845f0a, postalCode=400032, st=Maharashtra,
serialNumber=E1FEEA176A1E6A273C574BB6F1A1EDB58BF87424118B
CCD6EE07340581733B70, cn=VIJAY KARBHARI CHAUDHARI
Date: 2024.10.07 18:03:53 +05'30'

( ौ)
ह , हषट 

पृष 10 ै 9
  ः एआ-3324/प..156/-7,

ष -4
ठ ह ळ ट प ण ल  उभण इ  स:-
ठ ह ळ ट ा  प इ  उभण 
ललप  आह:-
अ. ट रच ह ू 500 . अि ऱ , अू आ
अ ई  े (ए.ए.आ.)  ण ू   ल 
 अू   ल  प ूल   अ ढ
ई े  ूल ल अूच ै 50%   ट
प  .
. हषट प     अ, 1966 च ू आण
ण ऱ ह   100% ि ढ  आण दल
ू ठ हल ूल हऱ ू उ ह  
ट प  .
. हू  हू प ण ऱ ह लत  
1  अभ लण ू  2015  अ .37  21.08.2015 अ
हषट हल अ ल 149 ध  ण आल आह.  ठ
हल  ूल हऱ ू उ ह   पठ 
.
. ट   च  कज व प ह उन प पठ
.
  सू प ह  ह ज च  ए "र 
ह ध" ठ ण क अू    ट पठ ल
  पठ  ण  ाच ठ  अू 
अ  ू  उभ ण प आह .

VIJAY KARBHARI
Digitally signed by VIJAY KARBHARI CHAUDHARI
DN: c=IN, o=GOVERNMENT OF MAHARASHTRA, ou=URBAN DEVELOPMENT
DEPARTMENT,
2.5.4.20=d242787d25852443527f4a3927a849feec29ce26368b8badbee9e69852

CHAUDHARI
845f0a, postalCode=400032, st=Maharashtra,
serialNumber=E1FEEA176A1E6A273C574BB6F1A1EDB58BF87424118BCCD6EE0
7340581733B70, cn=VIJAY KARBHARI CHAUDHARI
Date: 2024.10.07 18:04:11 +05'30'

( ौ)
ह , हषट 

पृष 10 ै 10