DETAILED PROJECT REPORT

MUMBAI METRO LINE-11

FROM
WADALA TO CSMT

MUMBAI METROPOLITAN REGION

DEVELOPMENT AUTHORITY (MMRDA)

Prepared By
DELHI METRO RAIL CORPORATION LTD.
September, 2018
DETAILED PROJECT REPORT

MUMBAI METRO LINE-11

FROM
WADALA TO CSMT

MUMBAI METROPOLITAN REGION

DEVELOPMENT AUTHORITY (MMRDA)

Prepared By

DELHI METRO RAIL CORPORATION LTD.

September, 2018
 Contents

Pages
Salient Features 1-3
Executive Summary 4-49
Chapter 1 Introduction 50-58
Chapter 2 Traffic Demand Forecast 59-70
Chapter 3 System Design 71-124
Chapter 4 Civil Engineering 125-182
Chapter 5 Station Planning 183-207
Chapter 6 Train Operation Plan 208-223
Chapter 7 Maintenance Depot 224-241
Chapter 8 Power Supply Arrangements 242-260
Chapter 9 Tunnel Ventilation & Air-Conditioning System 261-271
Chapter 10 Environment & Social Impact Assessment 272-323
Chapter 11 Multi Model Traffic Integration at Metro Stations 324-326
Chapter 12 Friendly Features for Differently Abled 327-346
Chapter 13 Security Measures for a Metro Rail System 347-350
Chapter 14 Disaster Management Measures 351-355
Chapter 15 Cost Estimates 356-363
Chapter 16 Financing Options, Fare Structure and Financial 364-383
Viability
Chapter 17 Economical Appraisal 384-392
Chapter 18 Implementation 393-404
Chapter 19 Conclusions and Recommendations 405-406
Appendix 407-409

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 i
SALIENT FEATURES

1 Gauge

2 Route Length

3 Number of Stations

4 Traffic Projection

5 Train Operation

6 Speed

7 Traction Power Supply

8 Rolling Stock

9 Maintenance Facilities

10 Signaling, Telecommunication and Train Control

11 Fare Collection

12 Structure

13 Estimated Cost

14. Indices
EXECUTIVE SUMMARY

0.1 Introduction

0.2 Traffic Forecast

0.3 System Design

0.4 Civil Engineering

0.5 Station Planning

0.6 Train Operation Plan

0.7 Maintenance Depot

0.8 Power Supply

0.9 Tunnel Ventilation & Air-Conditioning System

0.10 Environmental and Social Impact Assessment

0.11 Multi Model Traffic Integration

0.12 Friendly Features for Differently Abled

0.13 Security Measures for a Metro Rail System

0.14 Disaster Management Measure

0.15 Cost Estimate

0.16 Financing Options, Fare Structure & Financial Viability

0.17 Economical Appraisal

0.18 Implementation Plan

0.19 Conclusions
CHAPTER 1 - INTRODUCTION

1.1 Background

1.2 Demographic Profile and Transport Scenario of MMR

1.3 Envisaged Transport Network of MMR

1.4 Study Objectives

1.5 Scope of Work

1.6 Structure of Report

CHAPTER 2- TRAFFIC DEMAND FORECAST

2.1 Planning Parameters

2.2 Model Development

2.3 Ridership on proposed Metro Corridor

CHAPTER 3- SYSTEM DESIGN

3.0 Introduction

3.1 Permanent Way

3.2 Traction System

3.3 Signalling and Train Control System

3.4 Telecommunication System

3.5 Automatic Fare Collection System

3.6 Rolling Stock

CHAPTER 4- CIVIL ENGINEERING

4.1 Geometric Design Norms

4.2 Alignment

4.3 Civil Structure and Construction Methodology

4.4 Geo-Technical Investigations

4.5 Utility Identification

4.6 Land Acquisition

4.7 Safety and Security Systems

CHAPTER 5 – STATION PLANNING

5.1 General

5.2 Station Types

5.3 Planning and Design Criteria for Stations

5.4 Typical Elevated Station – Applicable to this Corridor

5.5 CSMT Metro Interchange Station

5.6 Passenger Amenities

5.7 Concourse

5.8 Ticketing Gates

5.9 Ticket Counters and Ticket Issuing Machines (TIMS)

5.10 Platforms

5.11 Stairs, Escalators and Lifts for Normal and Emergency

Operations

5.12 Passenger Amenities Requirement in Stations

5.13 Traffic Integration

5.14 Approach Adopted in Planning Traffic Integration Facilities

5.15 Operational Integration

CHAPTER 6–TRAIN OPERATION PLAN

6.1 Operation Philosophy

6.2 Stations

6.3 Train Operation Plan: Salient Features

6.4 Traffic Demand

6.5 Train Formation

6.6 Train Operation Plan

6.7 Train Frequency

6.8 Hourly Train Operation Plan

6.9 Vehicle Kilometer

6.10 Year Wise Rake Requirement

CHAPTER 7 – MAINTENANCE DEPOT

7.1 Corridor

7.2 Depot- cum- Workshop

7.3 Maintenance Philosophy

7.4 Rolling Stock Maintenance Needs

7.5 Year-Wise Planning of Maintenance Facility set up at Depot

cum workshop based on planned Rolling Stock requirement
in TOP

7.6 Requirement of Maintenance/Inspection Lines for Depot- cum-

Workshop

7.7 Inspection Requirements at Depot

7.8 Design of Depot- cum- Workshop Facilities

7.9 Car Delivery Area

7.10 Operational Features

7.11 Infrastructure Facilities

7.12 List of Buildings & List of Plants & Equipments at Depot- cum-
Workshop

7.13 Un-Attended Train Operation (UTO)

CHAPTER 8 –POWER SUPPLY ARRANGEMENTS

8.1 Power Requirements

8.2 Need for High Reliability of Power Supply

8.3 Sources of Power Supply

8.4 Various Options of Traction System

8.5 Electromagnetic Interference (EMI) and Electromagnetic

Compatibility (EMC)

8.6 Auxiliary Supply Arrangements for Elevated Stations

8.7 Auxiliary Supply Arrangements for Depot

8.8 25 kV AC Flexible Overhead Equipment (OHE) System

8.9 Rating of Major Equipment

8.10 MV/LV System

8.11 Standby Diesel Generator (DG) Sets

8.12 Solar Photo Voltaic (PV) Power System

8.13 Sewage Treatment System using Integrated Constructed

Wetlands (ICW)

8.14 Supervisory Control and Data Acquisition (SCADA) System

8.15 Energy Saving Measures

8.16 Major EHV Line Crossing the Alignment

8.17 Electric Power Tariff

CHAPTER 9 – TUNNEL VENTILATION AND AIR-CONDITIONING
SYSTEM

9.0 Introduction

9.1 Alignment

9.2 Requirement for Ventilation and Air-Conditioning

9.3 External Environment Conditions and Weather Data

9.4 Sub Soil Temperature

9.5 Internal Design Conditions in Underground Stations

9.6 Design parameters for VAC System

9.7 Design Concepts for VAC System

9.8 Station Air Conditioning

9.9 Ventilation and Air-Conditioning of Ancillary Spaces

9.10 Station Smoke Management System

9.11 Space Requirement for VAC System

9.12 Design Concepts for TVS System

9.13 Tunnel Ventilation Systems (TVS)

9.14 Normal Conditions

9.15 Congested Conditions

9.16 Emergency Conditions

9.17 Pressure Transients

9.18 Space Requirement for Tunnel Ventilation System

9.19 Control and Monitoring Facilities

9.20 Codes and Standards

CHAPTER 10 – ENVIRONMENT & SOCIAL IMPACT ASSESSMENT

10.1 Legal, Policy and Institutional Frame Work

10.2 Institutional Framework

10.3 Clearances

10.4 Objective and Scope of the Study

10.5 Approach and Methodology

10.6 Project Description

10.7 System Requirement

10.8 Construction Methodology

10.9 Maintenance Depot

10.10 Power Requirement

10.11 Environmental Baseline Data

10.12 Land Environment

10.13 Water Environment

10.14 Meteorology

10.15 Air Environment

10.16 Noise Environment

10.17 Soil Quality

10.18 Trees

10.19 Socio – Economic Condition

10.20 Socio – Economic Survey

10.21 Archaeological Sites

10.22 Environmental Impact Assessment

10.23 Analysis of Alternatives and Public Consultation and

Information Disclosure.

10.24 Environmental Management Plan

10.25 Environmental Monitoring Plan

10.26 Cost Estimates

10.27 Conclusion
CHAPTER 11 – MULTI MODAL TRAFFIC INTEGRATION AT METRO
STATIONS

11.1 Introduction

11.2 Present Condition of Transport on City Roads

11.3 Impact of Bus/Clusters in Mode Share

11.4 Balancing Act of Metro

11.5 Way Forward

CHAPTER 12- FRIENDLY FEATURES FOR DIFFERENTLY ABLED

12.1 Introduction

12.2 Content

12.3 Metro Rail Station

12.4 Information Signs and Announcements

12.5 Metro Station Area

12.6 Information Systems

12.7 General Accessible Toilets

12.8 Drinking Water Units

12.9 Visual Contrasts

12.10 Emergency Egress/Evacuation

12.11 Alerting Systems

12.12 Written Evacuation Procedure

12.13 Emergency Evacuation Route

12.14 Way Guidance System

12.15 Fire Resistance Doors

12.16 Street Design

12.17 Traffic Signals

12.18 Subway and Foot Over Bridge

12.19 Alighting and Boarding Areas

CHAPTER 13 - SECURITY MEASURES FOR A METRO RAIL
SYSTEM

13.1 Introduction

13.2 Necessity of Security

13.3 Three Pillars of Security

13.4 Phases of Security

13.5 Responsibilities and Partnerships

13.6 Proposed Provisions for Security System

CHAPTER 14 – DISASTER MANAGEMENT MEASURES

14.1 Introduction

14.2 Need for Disaster Management Measures

14.3 Objectives

14.4 List of Serious Incidents Requiring Use of Provisions of the

Disaster Management Measures

14.5 Provisions under Disaster Management Act, 2005.

14.6 Provisions at Metro Stations/Other Installations

14.7 Preparedness for Disaster Management

14.8 Communication with State Disaster Management Cell

CHAPTER 15 - COST ESTIMATES

15.1 Introduction

15.2 Civil Engineering works

15.3 Depot

15.4 Utility Diversions, Environmental Protection, Miscellaneous

other works

15.5 Rehabilitation and Resettlement

15.6 Traction and Power Supply

15.7 Signaling and Telecommunication Works

15.8 Automatic Fare Collection

15.9 Rolling Stock

15.10 Security

15.11 Multimodal Traffic Integration

15.12 General Charges and Contingencies

15.13 Capital Cost Estimates

CHAPTER 16- FINANCING OPTIONS, FARE STRUCTURE AND
FINANCIAL VIABILITY

16.1 Introduction

16.2 Costs

16.3 Revenues

16.4 Financial Internal Rate of Return (FIRR)

16.5 Financing Options

16.6 Recommendations
CHAPTER 17 - ECONOMIC APPRAISAL

17.0 Alignment Description and Issues

17.1 Introduction to Economic Appraisal Methodology

17.2 Values Adopted for Some Important Variables

17.3 Economic Benefit Stream

17.4 Metro Construction Cost

17.5 Economic Performance Indicators

17.6 Sensitivity Analysis for Wadala-CSMT Metro

17.7 Quantified Benefits

CHAPTER 18- IMPLEMENTATION

18.1 Introduction

18.2 Possible Models for Financing a Metro Project

18.3 The Recommended Financial Model for Extension of Line – 4

from Wadla (Bhakti Park) to CSMT Metro.

18.4 Institutional Arrangements

18.5 Implementation Strategy

18.6 Contract Packages for Implementation of the Project

18.7 Implementation Schedule

18.8 High Power Committee

18.9 Concession from Government

18.10 Legal cover for Mumbai Metro

CHAPTER 19 - CONCLUSIONS AND RECOMMENDATIONS
APPENDIX
 SALIENT FEATURES

SALIENT FEATURES

1. GAUGE (NOMINAL): 1435 mm

2. ROUTE LENGTH:

Elevated Underground Total Length

Name of Extension
Length (km) Length (km) (km)
Wadala (Bhakti Park) to CSMT Metro 4.009 8.765 12.774

3. NUMBER OF STATIONS:

No. of Stations
Name of Extension
Elevated Underground Total
Wadala (Bhakti Park) to CSMT Metro 2 8 10

4. TRAFFIC PROJECTION:

Entire Corridor: CSMT Metro - Wadala – Kasarvadavali – Gaimukh

DAILY
YEAR AVERAGE LEAD (KM) MAXIMUM PHPDT
RIDERSHIP
2021 11,68,242 11.46 32,460
2031 16,95,705 10.14 36,635

Extension from Wadala (Bhakti Park) to CSMT Metro

DAILY
YEAR
RIDERSHIP
2021 1,65,465
2031 3,51,726

5. TRAIN OPERATION:

CSMT Metro to Bhakti Park Bhakti Park to

Sections 
and Kapurbawdi to Gaimukh Kapurbawdi
Particulars  2021 2031 2021 2031
Cars/trains 6 8 6 8
Head way (Minutes) 6.50 6.50 3.25 3.25
Max. PHPDT Demand 17460 25058 32460 36635
16209 21711 32418 43422
PHPDT Capacity Available
(20677*) (27692*) (41354*) (55385*)
* @ 8 persons per square meter of standee area

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 1
 SALIENT FEATURES

Head- Provision for Additional No.

Total No. Rake Total No.
Sections Year way No. of cars in of cars for
of Rakes Consist of Cars**
(min) DPR of Sep’17 Line- 11
CSMT Metro to Bhakti Park
6.50
and Kapurbawdi to Gaimukh 2021 46 6-car 276 232 44
Bhakti Park to Kapurbawdi 3.25
CSMT Metro to Bhakti Park
2031 6.50 46 8-car 368 264
and Kapurbawdi to Gaimukh 104
Bhakti Park to Kapurbawdi 3.25
** Total No. of cars shown above are the total cars calculated as per PHPDT data.
#Additional cars requirement for Line-11 has been calculated after subtracting provision for no. of
cars in previous Line-4 (Bhakti Park - Gaimukh) DPR (Sep‟17) from the total car requirements.

6. i. Design speed 90 kmph

ii. Maximum operating speed 80 kmph
iii. Schedule Speed 35 kmph

7. Traction Power Supply:

a. Traction system voltage 25 kV AC

b. Current Collection Over Head Catenary
c. Receiving Sub Stations One near Sewri Metro Station

Power Demand Estimation (MVA)

Year
Load
2021 2031
Traction 4.96 6.62
Auxiliary 22.67 25.82
Total 27.63 32.44

8. ROLLING STOCK:

a. 3.20 m wide rolling stock with stainless steel body

b. Axle load 17 T
c. Seating arrangement Longitudinal
d. Capacity of 6 coach unit
With 6 standees / sqm. 1756
e. Capacity of 8 coach unit
With 6 standees / sqm. 2352
f. Class of accommodation One (Air conditioned)

9. MAINTENANCE FACILITIES:

No additional depot has been proposed for this extension. Same depot of Gaimukh
to Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 2
 SALIENT FEATURES

10. SIGNALLING, TELECOMMUNICATION AND TRAIN CONTROL:

a) Type of Signalling „CATC‟ (Continuous Automatic Train Control System)

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

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

Train Radio, PA system etc.
ii. Train information system, Control telephones and
Centralized Clock System.

11. FARE COLLECTION:

Automatic Fare collection system with TVM and Smart card etc.

12. STRUCTURE:

i. Elevated:
Viaduct with Precast twin „U‟ girders on Single pier with bored cast‐in‐situ
pile foundations upto radius 300m and flatter, for sharper curves and
location of Points & Crossings I-Girder.
Station structure with viaduct columns supporting the concourse girders
by a cantilever arm.
ii. Underground section with Tunnel Boring and station with cut and cover.

13. COST:

Estimated Cost with all Completion Cost with all

Taxes & Duties including Taxes & Duties
Name of the section Land Cost including Land & IDC
(At March 2018 Price (by March 2026 at 5%
Level) p.a. escalation)
Wadala (Bhakti Park) to
Rs. 7085 Crore Rs. 8739 Crore
CSMT Metro

14. INDICES:

i) FIRR 1.68% (With additional PD income from 10 Ha land)

ii) EIRR 14.93% (On Completion Cost Basis)

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 3
 ML 11: EXECUTIVE SUMMARY

Metro Line 11: Wadala to CSMT

EXECUTIVE SUMMARY

0.1 INTRODUCTION

0.1.1 Background
Mumbai has a very good transportation system but has not been able to keep pace
with rising demand. The carrying capacity of the bus and rail system has increased
considerably but has been always on lower side than what is needed. Though metro
for Mumbai had been talked for last 50-60 years, but something concrete did not
come up till MMRDA got prepared Master Plan of Mumbai Metro network in 2003.
Master Plan was totaling to 146.5 km comprising the under-mentioned corridors:

Table 0.1
Length (Km)
S. No. Corridor
Total Elev. U.G.
1 Versova – Andheri – Ghatkopar 15.00 15.00 -
Coloba – Mahim (Bandra) 18.00 8.10 9.90
2
Mahim (Bandra) – Charkop 18.00 18.00
3 Mahim – Kurla – Mankhurd 12.80 10.70 2.10
4 Charkop – Dahisar 7.50 7.50
5 Ghatkopar – Mulund 12.40 12.40
6 BKC – Kanjur Marg via Airport 19.50 11.00 8.50
7 Andheri (E) – Dahisar (E) 18.00 18.00
8 Hutatma Chowk – Ghatkopar 21.80 13.30 8.50
9 Sewri – Prabhadevi 3.50 3.50

DMRC prepared the DPRs for Line-1: Varsova – Andheri – Ghatkopar – 2005, Line-
2: Colaba – Bandra – Charkop – 2008, Line – 3: Bandra – Kurla - Mankhurd – 2006.
Subsequently, the corridors 2 & 3 were rearranged and DMRC prepared another
DPR for the corridor between Charkop – Bandra – Mankhurd

In spite of above, implementation of Mumbai metro remained very slow. So far only
one line between Varsova – Andheri – Ghatkopar could be implemented. Other
corridors presently under implementation are.

 Colaba to Aarey Colony via International Airport. 30.00km

 Dahisar (E) to DN Nagar 18.60km
 Dahisar (E) to Andheri(E) 16.48km

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 4
 ML 11: EXECUTIVE SUMMARY

 DN Nagar to Mandale 23.64km

 Wadala – Ghatkopar – Mulund – Thane – Kasarvadavali 32.32km
 Swami Samarth Nagar to Vikhroli(EEH) 14.48km
Total 135.52km

In November/December, 2009, MMRDA awarded the work of preparing DPRs for the
following corridors to the agencies as indicated herein:

Table 0.2
S. Corridor Length Agency
No. (Km)
1. Charkop – Dahisar 7.5 M/s SPAN Consultants Pvt Ltd.(August,
2010)
2. Andheri(E)-Dahisar(E) 18.00 M/s SPAN Consultants Pvt Ltd.(May,
2010)
3. Mahim – BKC - 12.5 M/s RITES & LASA (Sept, 2011)
Kanjurmarg
4. Ghatkopar-Mulund 12.50 M/s Consulting Engineering Services
5. Bhakti Park- Wadala – 32 M/s RITES (following LBS Road)
Ghatkopar - (September, 2014)
Kasarvadavali
6. Wadala – Ghatkopar – 30.00 M/s CES (following Eastern
Kasarvadavali Expressway)(March, 2013)
7. Wadala – Carnac Bandar 13.1 M/s RITES (December, 2012)

The Government of Maharashtra is keen to implement expeditiously the Master Plan

Corridors recommended by DMRC on a fast track mode and to complete them in the
next 3-4 years. To start with, it is decided to take up the task of updation of DPRs
and also preparation of new DPRs for the following potential elevated metro
corridors:
Table 0.3
Sr. No. Alignment Length in km
A* Updation of DPRs for Mumbai Metro Master Plan
Corridors
(a) D.N. Nagar – Dahisar 18.00
(b) Dahisar (E) –Andheri (E) (Along WEH) 18.00
(c) Bandra – Mankhurd (Via BKC) 13.00
(d) Wadala – Ghatkopar – Thane 22.00
(e) Thane - Kasarvadavali 10.00
(f) Wadala – GPO along R.A. Kidwai Rd. – Barrister 8.00
Nath Pai Rd. – P.D. Mello Rd
B Review of Metro alignment and updation
/preparation of DPRs
(a) D.N. Nagar - BKC 10.00
(b) Jogeshwari Vikhroli Link Road – SEEPZ – Kanjur 10.00
Marg
(c) Andheri (E) – BKC (Via WEH) 9.00
Total 118.00

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 5
 ML 11: EXECUTIVE SUMMARY

Out of 118 km Master Plan network, the work of implementation of about 106
km has already been started by MMRDA.

0.1.2 Demographic Profile and Transport Scenario

Mumbai, the financial capital of India, has witnessed phenomenal growth in
population and employment and the trend is expected to continue in the future. The
job opportunities it offers have served as a major attraction for immigration from
hinterland of Maharashtra as well as from all parts of the Country.

Mumbai Metropolitan Region (MMR) is one of the fast-growing metropolitan regions

in India. It comprises of 7 municipal corporations, 13 municipal councils and 996
villages and extends over an area of 4,355 sq. km MMR is projected to have
population and employment (both formal and informal) as 34.0 million and 15.3
million respectively in the year 2031.

The dominant feature of the passenger movements in Mumbai is overwhelming

dependence of travel on public transport modes and walk. In MMR, public transport
systems are overcrowded and the road network is congested as there is a large gap
between the demand and supply.

Four-fold growth of population since 1951 has been largely accommodated in the
suburbs while the highest concentration of jobs has remained in the Island City. The
physical characteristics of the City are such that the suburbs have been constrained
to spread northwards only, and all transport facilities are concentrated within three
narrow corridors. Today‟s major challenge is to provide connectivity and promote
growth by providing adequate inputs to the infrastructure which would improve the
quality of life of the residents.

0.2 TRAFFIC FORECAST

0.2.1 The peak hour station loads and peak hour section loads for the proposed Metro
Corridor is given in Table 0.4 and 0.5.

Table 0.4: Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2021
Boarding Alighting Vol Stations Vol Boarding Alighting
(CSMT- (Gaimukh-
Gaimukh) CSMT)
2004 0 2004 CSMT Metro 0 0 7522
42 1 2045 Carnac Bunder 7522 8 104
293 46 2292 Clock Tower 7617 143 368
849 55 3086 Wadi Bunder 7843 320 703
695 72 3710 Darukhana 8225 238 671
171 8 3873 Coal Bunder 8659 56 147
894 72 4695 Hay Bunder 8749 158 404
258 112 4841 Sewri Metro 8995 101 604
3970 761 8050 BPT Hospital 9498 1713 3753

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 6
 ML 11: EXECUTIVE SUMMARY

Boarding Alighting Vol Stations Vol Boarding Alighting

(CSMT- (Gaimukh-
Gaimukh) CSMT)
1456 233 9273 Ganesh Nagar 11538 776 777
1845 1593 9525 Wadala RTO (Bhatkti Park 11539 363 10631
Metro)
2872 1914 10483 Wadala TT 21807 2426 5325
670 429 10724 Anik Nagar (Anik Nagar 24706 813 1011
Bus Dept)
1638 300 12062 Suman Nagar 24904 867 1801
3165 791 14435 Siddharth Colony 25838 1208 5419
2561 180 16816 Pestom Sagar (Amar 30049 418 2705
Mahal Junction)
479 173 17122 Garodia Nagar 32336 372 497
74 96 17099 Pant Nagar 32460 233 93
519 531 17087 Laxmi Nagar 32321 446 452
2894 5839 14141 Amrut Nagar (Shreyas 32326 14471 3663
Cinema)
957 329 14770 Ambewadi 21519 879 1164
(Godrej Company)
496 1394 13872 Vikhroli Metro 21803 1776 823
144 245 13771 Surya nagar 20851 629 356
1504 2207 13068 Gandhi nagar 20578 2370 1661
0 41 13027 Naval Housing 19868 170 0
2439 48 15417 Bhandup mahapalika 19699 14 2984
380 449 15348 Bhandup Metro 22669 1027 219
2423 948 16823 Nahur Metro (Shagrila) 21860 2026 4794
548 675 16696 Sonapur 24629 907 579
132 53 16775 Mulund Fire Station 24301 243 41
515 851 16440 Mulund Naka 24099 694 967
719 1163 15995 Teen Hath Naka 24372 1658 641
1116 3208 13903 RTO Thane 23355 4175 1310
1072 1037 13938 Thane Mahapalika Marg 20489 1370 920
(Mahapalika Marg)
31 721 13248 Siddheshwar Lake 20039 515 116
(Cadbury Junction)
899 1155 12992 Majiwada 19640 2056 1140
574 2081 11485 Kapurbawdi 18724 1940 677
545 1099 10931 Manpada 17460 1862 610
1783 620 12094 Patli Pada 16209 2404 2317
(Tikuji Ni wadi)
599 2429 10264 Dongari pada 16122 2793 1084
648 1499 9413 Kavesar Gaon 14413 2757 873
(Vijay Garden)
424 1808 8029 kasarvadavali 12530 2690 540
426 1557 6898 Gowniwada 10380 1906 641
0 6898 0 Gaimukh 9115 9115 0
45721 45722 17122 PHPDT/Ridership 32460 71101 71102
Daily Ridership 1168242

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 7
 ML 11: EXECUTIVE SUMMARY

Table 0.5: Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2031
Boarding Alighting Vol Stations Vol Boarding Alighting
(CSMT- (Gaimukh-
Gaimukh) CSMT)
2366 0 2366 CSMT Metro 0 0 7211
473 165 2674 Carnac Bunder 7211 2347 145
205 186 2693 Clock Tower 5009 120 392
655 294 3054 Wadi Bunder 5281 304 701
820 266 3608 Darukhana 5678 379 1226
95 4 3699 Coal Bunder 6525 7 151
546 19 4225 Hay Bunder 6669 42 221
257 403 4080 Sewri Metro 6848 427 1141
4683 755 8008 BPT Hospital 7563 1879 4172
1804 184 9627 Ganesh Nagar 9855 649 894
2336 1317 10646 Wadala RTO (Bhatkti 10100 320 12234
Park Metro)
2990 1002 12633 Wadala TT 22013 1330 6048
617 340 12910 Anik Nagar (Anik Nagar 26732 438 1064
Bus Dept)
1724 582 14052 Suman Nagar 27358 1433 2472
6210 2166 18096 Siddharth Colony 28397 5496 6137
1191 335 18952 Pestom Sagar 29038 496 1170
(Amar Mahal Junction)
254 2909 16297 Garodia Nagar 29712 7438 198
316 351 16261 Pant Nagar 22472 325 412
720 957 16023 Laxmi Nagar 22559 632 931
8156 1828 22351 Amrut Nagar 22859 4667 14815
(Shreyas Cinema)
1078 2404 21024 Ambewadi 33008 1300 2133
(Godrej Company)
915 2030 19910 Vikhroli Metro 33840 2513 996
594 1322 19181 Surya Nagar 32324 1182 609
4043 1829 21395 Gandhi Nagar 31751 1689 5355
892 215 22072 Naval Housing 35417 979 1006
235 472 21835 Bhandup Mahapalika 35443 951 335
1654 937 22552 Bhandup Metro 34828 1211 3017
1224 2436 21341 Nahur Metro 36635 8191 547
(Shagrila)
260 303 21297 Sonapur 28991 223 266
574 1038 20833 Mulund Fire Station 29034 1950 423
268 353 20749 Mulund Naka 27507 437 527
1245 2145 19849 Teen Hath Naka 27597 2580 1225
1073 1796 19126 RTO Thane 26242 1811 1994
1112 1784 18454 Thane Mahapalika Marg 26425 1589 1889
(Mahapalika Marg)
1713 2096 18071 Siddheshwar Lake 26725 2726 2183

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Boarding Alighting Vol Stations Vol Boarding Alighting

(CSMT- (Gaimukh-
Gaimukh) CSMT)
(Cadbury Junction)
1069 2245 16895 Majiwada 26182 2728 1265
2508 1073 18331 KapurBawdi 24719 819 872
8046 4682 21695 Manpada 24771 8219 8506
1130 3545 19280 Patli Pada 25058 3963 2106
(Tikuji Ni wadi)
1118 2976 17421 Dongari pada 23201 3028 1669
0 2074 15348 Kavesar Gaon 21843 3209 0
(Vijay Garden)
600 0 15948 kasarvadavali 18634 13 738
1156 1495 15609 Gowniwada 19359 2621 1253
0 15609 0 Gaimukh 17991 17991 0
68921 68921 22552 PHPDT/Ridership 36635 100649 100648
Daily 1695705
Ridership

0.3 SYSTEM DESIGN

0.3.1 Permanent Way

0.3.1.1 Choice of Gauge

The issue of Broad Gauge vs. Standard Gauge for Metro in India has been debated
widely and the decision has been in favour of Standard Gauge. Even Delhi Metro
which started with Broad Gauge has switched over to Standard Gauge. It is
advantageous for many reasons as indicated below:

 In general alignment has to follow the road alignment, which has sharp curves.
Standard Gauge permits adoption of sharper curves.
 In Standard Gauge 1 in 7 and 1 in 9 turn-outs which occupy lesser length can be
used while in Broad Gauge 1 in 8 ½ and 1 in 12 turnouts are required.
 For Standard Gauge, optimized state-of-the-art rolling stock designs are available „of-
the-shelf‟ which is not so in case of Broad Gauge.
 Standard gauge has been adopted for metros all over the world. Due to large
market, constant up-gradation of technology takes place on a continued basis. This is
not available Broad Gauge.
 For same capacity gross weight of a metro coach is lower for Standard Gauge than
for Broad Gauge. Standard Gauge rolling stock thus results in recurring saving in
energy consumption during operation.
 Once technology for Standard Gauge coach gets absorbed and manufacturing base
for this setup in India, there will be considerable export potential for the coaches.

0.3.1.2 Track Structure

Two types of track structures are proposed for any Metro. The normal ballasted track
is suitable for At-Grade (surface) portion of Main Lines and in Depot (except inside
the Workshops, inspection lines and washing plant lines. The ballastless track is
recommended on viaducts as the regular cleaning and replacement of ballast at such
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location will not be possible. Only in case of the depot, normal ballasted track is
proposed for adoption. From considerations of maintainability, riding comfort and also
to contain vibrations and noise levels, the complete track is proposed to be joint-less
and for this purpose even the turnouts will have to be incorporated in LWR/CWR.
The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock
should be compatible with the rail cant and rail profile.

0.3.2 Rail Section

Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg/m) rail section. Since main lines will have sharp
curves and steep gradients, the grade of rail on main lines should be 1080 Head
Hardened as per IRS-T- 12-2009. As these rails are not manufactured in India at
present, these are to be imported. For the Depot lines, the grade of rails should be
880, which can be easily manufactured indigenously.

0.3.3 Signalling and Train Control System

The Signalling and Train Control System shall provide the highest security level for
means of an efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train services on
the network.

The Proposed Corridor of Mumbai Metro Line 11 from Bhakti Park (Wadala) to CSMT
Metro is planned to be operated at maximum safe speed of 90 Km/hr. The trains are
to be maintained headway at every about 100 seconds. However, the signaling
System shall be designed at minimum 90 second headway in one direction.

0.3.3.1 Signalling System

It is expected to carry large number of passengers by maintaining shorter spacing
between trains requiring a very high level of safety enforcement and reliability. At the
same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.

The requirements of the Mumbai Metro Line 11 Corridor planned to be achieved by

adopting following basic principles of signaling System: -

 The Train Control and Monitoring shall be ensured from Centralized Traffic control
System located at Operation Control Centre (OCC). OCC equipment shall be
connected to station equipment room through optical fiber network.
 The CBTC (Communication based Train Control) based system shall be provided in
main line & depot (except workshop area) for train operation & primary mode of
detection. Secondary detection shall be through Axle Counter.
 Computer Based Interlocking System shall be designed on failsafe philosophy. In
case of failure of any equipment, the equipment shall fail on safe side or more
restrictive state. In such case the Signalling System shall authorized movement of
train in normal and degraded operations.
 Track side equipment shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.

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 Provide high level of safety with trains running at shorter headways ensuring
continuous safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
 Provide safety and enforce speed limit on the sections having permanent and
temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipment by monitoring
System status of trackside and train borne equipment and enabling preventive
maintenance.
 Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.
 For monitoring inside train saloon, signaling system shall provide radio transmission
media to transfer live streams to OCC controller on large video screen & MMI.
 To avoid any accident at platform, Integrated Passenger Gate shall be provided,
which will be a barrier between the track and platform accessible to passengers.
Signalling and Rolling Stock interfaces shall be provided for Passenger Gate System.

0.3.4 Telecommunication
The Telecommunication facilities proposed are helpful in meeting the requirements
for operation of trains:

1. Supplementing the Signalling system for efficient train operation.

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

The proposed Telecom system will cater to the following requirements:

 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 Ethernet & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains and from
Central Control to each station, Integrated Passenger Announcement System
 Train Traffic Control, Maintenance Control, Emergency Control, Assistance to
Train Traffic Control.
 Data Channels for Signalling, SCADA, Automatic Fare Collection
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 Power Supply of Telecommunications, and

 Cables for Telecommunications etc.
0.3.5 Automatic Fare Collection
0.3.5.1 Metro System handles large number of passengers. Ticket issue and fare collection
play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use / operate and maintain, easy
on accounting facilities, capable of issuing single / multiple journey tickets,
amendable for quick fare changes and require overall less manpower. In view of the
above computer based automatic fare collection system is proposed. Seamless
ticketing is now being thought of for Mumbai Metro Rail.

Automatic Fare Collection system is recommended to be adopted as this will enable

the commuters to travel hassle free by different modes of transport viz. Metro,
suburban trains, buses, water transport (whenever introduced) and even taxies
without purchasing multiple tickets for each mode separately.

Automatic fare collection systems have the following advantages:

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

The proposed AFC system shall be of Contactless Smart Token / Card type. For
multiple journeys, the stored value smart card shall be utilized and for the single
journey, the smart media shall be as utilized as contactless smart token. The
equipments for the same shall be provided at each station counter / booking offices
and at convenient locations and will be connected to a local area network with a
computer in the Station Master‟s room. Equipment and installation cost of
Contactless Smart Card / Token based AFC system is similar to magnetic ticket
based AFC system, but Contactless system proves cheaper due to reduced
maintenance, less wear and tear and less prone to dusty environment.

It is proposed, the smart NCMC (National Common Mobility card) standard model for
implementation of AFC system in Mumbai Metro. The AFC system as per the
guidelines issued by Govt of India shall enable seamless travel by different metros
and other transport systems across the city besides retail shopping and purchases.

The AFC system shall support the EMV (Europay, MasterCard, and Visa) and RuPay
based open loop ticketing following the NCMC standard model for interoperability
with other operators by use of non-proprietary standard so that the interface is
scalable to other networks (transit operator/ retail outlets/parking/Toll etc) in Mumbai.

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The AFC equipments shall support EMV, RuPay, QR, NFC (Near field
communication) based ticketing, integration of clearing house, smart card host
system of Financial Institutions and integration of mobile application with AFC
system.

0.3.5.2 Gate
Retractable Flap Type/Paddle Type Control Gates are proposed which offer
high throughput, require less maintenance and are latest in modern systems
internationally. All these gates will have a functionality of Auto Top on smart
cards in case balance goes below the threshold value (as per choice /
business rule).

The gate should also capable to NFC enabled Mobile Tickets or any latest
type of Ticket media at the time of procurement/installation. The AFC system
shall provide access control solutions, offering both access control devised
and hardware which can be tailored to accept any ticket media readily
available in market (Barcode, QR code, NFC etc).

0.3.5.3 Ticket Vending Machine (TVM)

The TVM should provide the convenience for the passengers to procure ticket on
their own, without the need to queue at the ticket sale counter.

At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket

Vending Machines) are proposed. The TVM‟s will provide convenience to
passengers to avoid standing in queues at ticket booths and provide them
international standard service.

0.3.5.4 Ticket Reader/Add Value Machines

These machines will be used to know the Card/Token balance and can also be used
as Add value device in case payment for Card top up is made through alternate
Internet based channel like net banking, Credit/Debit card (Payment gateway) etc.

0.3.5.5 Recharge Card Terminal Machine (RCTM)

RCTM will be used to recharge the Card using Credit Card /Debit card /Pre Paid card
as well as bank Note

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

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

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

0.3.6 Rolling Stock:

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

0.3.6.1 The following optimum size of the coach has been chosen for this corridor as
mentioned below

Table 0.6 - Size of the coach

Length* Width Height
Driving Motor Car (DMC) 21.84 m 3.2 m 3.9 m
Trailer Car (TC) /Motor Car (MC) 21.74 m 3.2 m 3.9 m

*Maximum length of coach over couplers/buffers = 23 m

In order to maximize the passenger carrying capacity, longitudinal seating
arrangement shall be adopted.

Following train composition is recommended:

6-car Train: DMC+TC+MC+MC +TC+DMC
8-car Train (from the year 2031 onwards): DMC+TC+MC+MC+TC+MC+TC+DMC

Table 0.6A shows the carrying capacity of Medium Rail Vehicles.

Table 0.6A Carrying Capacity of Medium Rail Vehicles

Driving Motor Trailer
Particulars 6 Car Train 8 Car Train
car car/Motor car
Normal Crush Normal Crush Normal Crush Normal Crush
Seated 42 42 50 50 284 284 384 384
Standing 120 240 124 248 736 1472 984 1968
Total 162 282 174 298 1020 1756 1368 2352
NORMAL-3 Person/sqm of standee area
CRUSH -6 Person/sqm of standee area

The recommended performance parameters are:

Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration 1.0 m/s2 (with AW3 load)
1.2 m/s2 (with AW2 load)
Max. Deceleration 1.0 m/s2 (with AW3 load)
1.1 m/s2 (with AW2 load)
>1.35 m/s2(Emergency Brake)

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0.3.6.2 The important criteria for selection of rolling stock are as under:
(i) Proven equipment with high reliability
(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic

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

0.4 CIVIL ENGINEERING

0.4.1 Geometric Design Norms:

0.4.1.1The geometrical design norms are based on international practices adopted for
similar metro systems with standard gauge on the assumption that the maximum
permissible speed on the section is limited to 80kmph. The design parameters
related to the Metro system described herewith have been worked out based on a
detailed evaluation, experience and internationally accepted practices. Various
alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.

Desirable minimum horizontal curve radius specified is 200 m (elevated section) and
300 m (underground section) but in extreme cases it can be reduced to 120 m
(elevated section) and 200 m (underground section). Minimum curve radius at
stations is specified as 1000 m.

Vertical curves are to be provided when change in gradient exceeds 0.4%. However,
it is recommended to provide vertical curves at every change of gradient. Radii of
vertical curves are 2500 m desirable and 1500 m minimum.

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

0.4.1.2 Gradients
Normally stations should be on a level stretch. In limiting cases, stations may be on a
grade of 0.1%. In this proposed extension all stations are on level gradient.

Between stations, generally the grades may not be steeper than 2.0 %. However,
where existing road gradients are steeper than 2% or for Switch Over Ramps
gradient up to 4% (compensated) can be provided in short stretches on the main line.

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0.4.1.3 Design Speed

The maximum sectional speed will be 80 km/h. The scheduled speed has been taken
as 35 kmph.
0.4.2 Alignment
 First station of this extension is named as Chhatrapati Shivaji Maharaj Terminus
(CSMT) Metro and last station is Ganesh Nagar. Since this corridor is South-West
extension of Mumbai Metro corridor from Gaimukh to Wadala (Bhakti Park), thus
Ganesh Nagar is not a terminal station rather it is followed by Wadala (Bhakti Park)
Station.

 Chainage of Chhatrapati Shivaji Maharaj Terminus proposed metro station is taken

as 0.0 for reference and dead end chainage of this station as (-) 530 m.

 Total length of this extension is 12.774 km. It is proposed as partly elevated and
partly underground.

 Ten stations have been proposed on this extension of Gaimukh to Wadala (Bhakti
Park) corridor. Names of stations are Chhatrapati Shivaji Maharaj Terminus, Carnac
Bunder, Clock Tower, Wadi Bandar, Darukhana, Coal Bunder, Hay Bunder, Sewri
Metro, BPT Hospital and Ganesh Nagar. Attempt has been made to locate stations at
about a kilometer apart. However due to various considerations such as ridership,
accessibility, availability of land, design considerations etc; a few stations could not
be located at one km distance apart. The maximum and minimum inter station
distances are 2098.1 m and 851.1 m respectively. No additional depot has been
proposed for this extension. Same depot of Gaimukh to Wadala (Bhakti Park) metro
corridor, either at Owale or Gaimukh shall be used for this extension also after due
augmentation.

 This is an extension of Gaimukh to Wadala (Bhakti Park) corridor towards South-

West direction.

0.4.3 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. However effort has also been made to propose station
locations, such that inter station distances are as uniform as possible. The average
spacing of stations is close to one km.

All stations will be two level stations. For elevated stations, the concourse comprising
of passenger facilities and station facilities will be at lower level and the platforms on
the higher level, whereas, for underground stations, the concourse will be at higher
level and the platforms on the lower level. Stations on the road have been planned
cantilever leaving 10.5 m road width either side of the median.

0.4.4 Terminals

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Since this is an extension of Gaimukh to Wadala (Bhakti Park) corridor on Wadala

(Bhakti Park) end. Thus this section has only one terminal station as mentioned
below:

Chhatrapati Shivaji Maharaj Terminus

This Station is proposed to be underground. Scissors cross overs are proposed at
the rear end of station.

Scissors Crossovers
Scissors Crossovers will be provided at the terminal station viz. Chhatrapati Shivaji
Maharaj Terminus and before Wadala (Bhakti Park) station.

0.4.5 Depot
No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

0.4.6 Construction Methodology

0.4.6.1 Underground Construction

For the underground section running under the road, cut and cover method of the
underground construction can be employed for the construction of the underground
sections. However keeping in view the inconvenience to the traffic movement, it is
proposed to tunnel through by using Tunnel Boring Machine (TBM) or New Austrian
Tunneling Method (NATM) in the overburden soil mass. Tunnel excavation for a
major length of underground section is expected to be carried out by Tunnel Boring
Machines. There is some length along the underground alignment where Cut &
Cover method has been considered for construction before Switch Over Ramp
(SOR). Tunnel boring machines (TBMs) capable of drilling through rock with a
finished internal diameter of 5.6 m can be successfully employed for boring tunnels
through this stratum. The tunnels are proposed with a minimum cushion cover of 6.0
m.

0.4.6.2 Viaduct–Elevated Structure

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

Generally four types of Superstructure are used for construction of elevated section
of Metro Corridor, i.e. (i) Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder
and (iv) Double U Girder, depending upon characteristic of the corridor such as traffic
congestion on roads, available working space, etc.

In case of this extension of Gaimukh to Wadala (Bhakti Park) corridor of Mumbai

Metro, it is suggested to use Double U-Girder in the superstructure up to radius 300m

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and for Radius less than 300 m and at locations where point and crossing are to be
provided, it is suggested to use I-Girder.

0.4.7 Geo Technical Investigations

Type of Foundation ‐Considering the nature of soil, type of proposed structures and
expected loads on foundations, and the recommended type of foundations is
generally Pile Foundation, except at few locations where open foundation can be
provided, where rock level is up to 6 m below GL.

Depth of Foundation‐A foundation must have an adequate depth from

considerations of adverse environmental influences. It must also be economically
feasible in terms of overall structure. Keeping in view the type of the proposed
structure and the subsoil strata, the length of pile may be about 7.5 to 15 m as the
piles are to be socketted in rock.

Pile Foundation‐For the prevailing soil conditions and type of structures, bored
cast‐in‐situ piles of 1200 to 1500 mm diameter may be adopted.

Piles transmit foundation loads through soil strata of low bearing capacity to deeper
soil having a higher bearing capacity value. Piles carry loads as a combination of
side friction and point bearing resistance. The minimum diameter of pile should be
1000mm.

Piles are suitable due to the following specific advantages over spread footings/raft
foundation:

 Completely non‐displacement.
 Carry the heavy superstructure loads into or through a soil stratum. Both vertical and
lateral loads may be involved.
 Controls settlements when spread footing/raft foundation is on a marginal soil.
 Can resist uplift, or overturning.
 Applicable for a wide variety of soil conditions.

0.4.8 Utility Diversions

A number of utilities like sewer lines, water pipelines, gas pipelines, power and
communication cables etc. are there along and across the alignment. Some of these
will have to be diverted or bridged. Details are given in chapter 4 on Civil
Engineering.

0.4.9 Land
In order to minimise land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the road, which lie on the
corridor. But, at some locations the geometrics of the roads especially at road

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turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the
road would get affected. Further, some land is required for various purposes as
detailed below.

Land Requirement for following Major Components

 MRTS Structure (including Route Alignment), Station Building, Platforms,
Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.
 Receiving/Traction Sub-stations
 Radio Towers
 Temporary Construction Depots and work sites.
 Staff quarters, office complex and operation control centre(OCC)

0.4.9.1 Summary of Land Requirements

Abstract of land requirements for different components of this extension is given in

Table 0.8 and Table 0.9.

Table 0.8 Summary of Permanent Land Requirement (All figures in Sq. m)

S.No. Description Govt. Pvt.
1 Stations 12449.79 1556.28
2 Running Section 20584 6977
3 Ramp 3957 0
4 Depot 0 0
4 Staff Quarters 5000 0
Office Complex and
5 0 0
OCC
6 RSS 5600 0
7 Ventilation Shaft 800 0
8 Mid Shaft 0 0
9 Ancillary Structure 3150 450
Total 51540.79 8983.28

Total Permanent Land = 6.0524 ha

Permanent Land (Govt.) = 5.1541 ha
Permanent Land (Pvt.) = 0.8983 ha

Table 0.9 - Summary of Temporary Land Requirement (All figures in Sq. m)

S. No. Description Govt. Pvt.

1 Temporary Office/ Site Office 4000 0

2 Segment Casting Yard 40000 0
For construction of UG
3 Stations by cut and cover 0 7674
method
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Portion of alignment before

4 start of Ramp by cut and 4772 0
cover method
Total 48772 7674

Total land required for temporary acquisition is 4.8772 ha (Govt.) and 0.7674 ha
(Pvt.).

0.4.10 Safety & Security Systems

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

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

0.5 STATION PLANNING

The proposed Metro Corridor is from Chhatrapati Shivaji Maharaj Terminus (CSMT)
to Wadala (Bhakti Park). It is in the southern portion of the Mumbai. In fact this
corridor is the southward extension of Gaimukh-Kasarvadavali-Wadala Corridor of
Mumbai Metro.

This proposed extension of Gaimukh to Wadala Corridor consists of ten stations. Out
of these ten stations, eight are underground and two are elevated. CSMT Metro
station is proposed will be an Interchange Station. The placement of these stations
has been done considering Right of way, land availability, location, proximity to the
Institutions for better ridership and connectivity.

CSMT Metro station (underground) is proposed adjoining to an under-construction

underground station of Mumbai Metro Line-3.. At this location concourse of both the
stations are planned to be merged by entry structure connections. To attract
maximum pedestrian traffic, station locations are finalised at the traffic nodal points.

0.5.1 Salient features

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Salient features of a typical Metro Station are as follows:

1. The stations can be divided into public and non-public areas (those areas where
access is restricted). The public areas can be further subdivided into paid and unpaid
areas.

2. The platform level has adequate assembly space for passengers for both normal
operating conditions and a recognized abnormal scenario.

3. The platform level at elevated stations is determined by a critical clearance of 5.50-m

under the concourse above the road intersection, allowing 3.00-m for the concourse
height, about 2-m for concourse floor and 2.00-m for structure of tracks above the
concourse. Further, the platforms are 1.09-m above the tracks. This would make the
platforms in an elevated situation at least 14.0-m above ground.

4. The concourse contains automatic fare collection system in a manner that divides the
concourse into distinct areas. The 'unpaid area' is where passengers gain access to
the system, obtain travel information and purchase tickets. On passing through the
ticket gates, the passenger enters the 'paid area‟, which includes access to the
platforms.

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

determined by site constraints and passenger access requirements. However, it is
planned in 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.

6. Sufficient space for queuing and passenger flow has been allowed at the ticketing
gates.

7. Station entrances are located with particular reference to passenger catchment

points and physical site constraints within the right-of-way allocated to the MRTS.

8. Office accommodation, operational areas and plant room space is required in the
non-public areas at each station.

9. The DG set, bore well pump houses and ground tank would be located generally in
one area on ground.

10. The system is being designed to maximize its attraction to potential passengers and
the following criteria have been observed:

 Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
 Adequate capacity for passenger movements.

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 Convenience, including good signage relating to circulation and orientation.

 Safety and security, including a high level of protection against accidents.

11. Following requirements have been taken into account:

a. Minimum capital cost is incurred consistent with maximizing passenger

attraction.
b. Minimum operating costs are incurred consistent with maintaining efficiency and
the safety of passengers.
c. Flexibility of operation including the ability to adapt to different traffic conditions
changes in fare collection methods and provision for the continuity of operation
during any extended maintenance or repair period, etc.
d. Provision of good visibility of platforms, fare collection zones and other areas,
thus aiding the supervision of operations and monitoring of efficiency and safety.
e. Provision of display of passenger information and advertising.

12. The numbers and sizes of staircases/escalators are determined by checking the
capacity against AM and PM peak flow rates for both normal and emergency
conditions

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

14. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates
required to process the peak traffic from street to platform and vice-versa (these
facilities must also enable evacuation of the station under emergency conditions,
within a set safe time limit).

A list of accommodation required in the non-public area at each station is given

below: on
Table 0.10 Station Accommodation Requirements
Non Public Area –at Station
Station Control Room Fire Tank & Pump room
Platform Supervisor‟s Booth Staff Area
Station Master‟s Office UPS and Battery Room
Traction Substation Cleaner‟s Room
Information & Enquiries Security Room
Signaling Room Staff Toilets
Ticket Office Refuse Store
Communication Room Miscellaneous Operations Room
Ticket Hall Supervisor & Excess First Aid Room
Fare Collection (Passenger Office
Station Substation

0.5.2 Station Types

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Total Ten Stations have been planned on this extension. Out of Ten Stations, Eight
are Underground and Two are Elevated. Concourse of all elevated stations is
proposed along the roads with sufficient Right of way. The stations accommodate the
passengers from the eastern port area of Mumbai. Average inter-station distance is
1.27 km approximately varying from 0.85 km to 2.1 km depending upon the site,
operational and traffic constraints. List of Station is given in Table 0.11.

Table 0.11 List of Stations

S. Interstation
Station Name Chainage
No. Distance (m)
1 Chhatrapati Shivaji Maharaj Terminus 0.000
2 Carnac Bunder 1584.597 1584.597
3 Clock Tower 2473.963 889.366
4 Wadi Bundar 3620.461 1146.498
5 Darukhana 4598.000 977.539
6 Coal Bunder 5780.570 1182.570
7 Hay Bunder 6805.016 1024.446
8 Sewri Metro 7656.128 851.112
9 BPT Hospital 9754.193 2098.065
10 Ganesh Nagar 10722.095 967.902
Wadala(Bhakti Park) 12694.115 1972.020

0.6 TRAIN OPERATION PLAN

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:

 Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
 Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
 Optimization of train‟s reliability for achieving best possible availability on line.
 A train consists of 6 coaches which will be augmented to 8 coaches in future.
 Multi-tasking of train operation and maintenance staff.

List of stations for the Mumbai Metro Line from CSMT Metro to Gaimukh is given
below: -
Table 0.12 - Stations
CSMT METRO TO GAIMUKH
S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
0. Dead End -530
CHHATRAPATI SHIVAJI Interchange
1. 0.000 530.000 Underground
MAHARAJ TERMINUS Station
2. CARNAC BUNDER 1584.597 1584.597 Underground

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CSMT METRO TO GAIMUKH

S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
3. CLOCK TOWER 2473.963 889.366 Underground
4. WADI BUNDER 3620.461 1146.498 Underground
5. DARUKHANA 4598.000 977.539 Underground
6. COAL BUNDER 5780.570 1182.570 Underground
7. HAY BUNDER 6805.016 1024.446 Underground
8. SEWRI METRO 7656.128 851.112 Underground
9. BPT HOSPITAL 9754.193 2098.065 Elevated
10. GANESH NAGAR 10722.095 967.902 Elevated
Interchange
11. WADALA (BHAKTI PARK) 12694.115 1972.020 Elevated
Station
12. WADALA TT 13694.115 1000.00 Elevated
13. ANIK NAGAR BUS DEPOT 14555.725 861.61 Elevated
14. SUMAN NAGAR 15634.115 1078.39 Elevated
15. SIDDHARTH COLONY 16688.545 1054.43 Elevated
Interchange
16. AMAR MAHAL JUNCTION 18032.125 1343.58 Elevated
Station
17. GARODIA NAGAR 18630.655 598.53 Elevated
18. PANT NAGAR 20263.335 1632.68 Elevated
19. LAXMI NAGAR 21340.845 1077.51 Elevated
20. SHREYES CINEMA 21961.655 620.81 Elevated
21. GODREJ COMPANY 23124.475 1162.82 Elevated
22. VIKHROLI METRO 23847.595 723.12 Elevated
23. SURYA NAGAR 24852.365 1004.77 Elevated
Interchange
24. GANDHI NAGAR 25854.475 1002.11 Elevated
Station
25. NAVAL HOUSING 26546.355 691.88 Elevated
26. BHANDUP MAHAPALIKA 27325.695 779.34 Elevated
27. BHANDUP METRO 28374.525 1048.83 Elevated
28. SHANGRILA 29218.175 843.65 Elevated
29. SONAPUR 30608.935 1390.76 Elevated
30. MULUND FIRE STATION 31721.915 1112.98 Elevated
31. MULUND NAKA 33070.015 1348.10 Elevated

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CSMT METRO TO GAIMUKH

S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
32. TEEN HAATH NAKA Elevated
34306.365 1236.35
(THANE)
33. RTO THANE 34984.905 678.54 Elevated
34. MAHAPALIKA MARG 36020.875 1035.97 Elevated

35. CADBURY JUNCTION 36813.585 792.71 Elevated

36. MAJIWADA 37637.875 824.29 Elevated

37. KAPURBAWDI 39027.135 1389.26 Elevated

38. MANPADA 39892.515 865.38 Elevated

39. TIKUJI-NI-WADI 40668.165 775.65 Elevated

40. DONGARI PADA 42133.765 1465.60 Elevated

41. VIJAY GARDEN 43042.635 908.87 Elevated

42. KASARVADAVALI 44116.205 1073.57 Elevated

43. GOWNIWADA 45501.145 1384.94 Elevated

44. GAIMUKH 46784.235 1283.09 Elevated

45. Dead End 47684.235 450.00

0.6.1 Salient Features

 Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell
time of 30 seconds,
 Make up time of 5-10% with 8-12% coasting.
 Scheduled speed for these corridors has been considered as: 35 kmph.

0.6.2 Train Formation

To meet the above projected traffic demand, the possibility of running trains with
composition of 6 and 8 cars with different headway has been examined.

Composition
DMC : Driving Motor Car
TC : Trailer Car
MC : Motor Car

Capacity (@ 6 passengers per square meter of standee area)

Driving Motor Car (DMC) -282 (42 seated + 240 standing)
Trailer Car (TC) -298 (50 seated + 248 standing)
Motor Car (MC) -298 (50 seated + 248 standing)
6 Car Train - 1756 (284 seated + 1472 standing)
8 Car Train - 2352 (384 seated + 1968 standing)

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0.6.3 Year-Wise Rake Requirement

Based on the projected PHPDT demand, Train operation plan with train carrying
capacity @ 6 persons per square meter of standee area for the Mumbai Metro
Line: CSMT Metro-Gaimukh‟ for the year 2021 and 2031 is given below.

The PHPDT capacity provided on the route in different years of operation is

tabulated below:

Table 0.13: Capacity Provided for CSMT Metro-Gaimukh

Head- Total Provision for Additional PHPDT
Rake Total No. Max. PHPDT
Sections Year way No. of No. of cars in No. of cars Capacity
Consist of Cars** Demand
(min) Rakes DPR of Sep’17 for Line- 11 Available
CSMT Metro to
Bhakti Park and 16209
6.50 17460
Kapurbawdi to (20677*)
2021 46 6-car 276 232 44
Gaimukh
Bhakti Park to 32418
3.25 32460
Kapurbawdi (41354*)
CSMT Metro to
Bhakti Park and 21711
6.50 25058
Kapurbawdi to 2031 46 8-car 368 264 (27692*)
104
Gaimukh
Bhakti Park to 36635 43422
3.25
Kapurbawdi (55385*)
* @ 8 persons per square meter of standee area
** Total No. of cars shown above are the total cars calculated as per PHPDT data.
# Additional cars requirement for Line-11 has been calculated after subtracting provision for no. of cars in
previous Line-4 (Bhakti Park - Gaimukh) DPR (Sep’17) from the total car requirements.

0.7 MAINTENANCE DEPOT

0.7.1 Depot- Cum- Workshop

It is proposed to establish one depot- cum- workshop with following functions:

(i) Major overhauls of all the trains.

(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipment.

The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum- workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate one
train set of 8 - Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate one train of 8 - Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming
adequate space availability. In case of space constraints, if any, stabling facilities
may need to be created at terminal stations or elsewhere (preferably as close to
depot as possible) to cater to the required stability facilities.
(v) In case of space constraint for depot two storeyed Stabling lines can also be planned.

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In broad terms, based on the planned Rolling Stock requirements, this chapter
covers conceptual design on following aspects and will work as a guide for detailed
design later:

 Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
 Operational and functional safety requirements.
 Ancillary buildings for other maintenance facilities.
 Electrical & Mechanical Services, power supply and distribution system.
 Water Supplies, Drainage & Sewerage.

0.7.2 Maintenance Philosophy

 Monitoring of the performance of all key Rolling Stock equipment by suitable
advanced condition monitoring techniques available. The concept is to evolve the
need based maintenance regime, which can be suitably configured in the form of
schedules like daily check, “A” checks, “B” type checks, “IOH” and “POH”.
 Labour intensive procedures are kept to the minimum. Automation with state of the
art machinery to ensure quality with reliability.
 Increase in the periodic maintenance intervals with predictive maintenance based on
condition monitoring.
 Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
 Periodic review of maintenance practices to update replacement cycle of critical
components based on experience.
 Energy conservation is given due attention.

0.8 POWER SUPPLY

0.8.1 Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, fire fighting, ventilation
fan & air-conditioning etc) and workshops in depots & other maintenance
infrastructure within premises of metro system. The power requirements of Wadala
(Bhakti Park) to CSMT Metro are determined by peak-hour demands of power for
traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following parameters: -

(i) Specific energy consumption of rolling stock at Pantograph/ Current Collector – 50

kWh/1000 GTKM for 25 kV ac system as per MOUD guideline.
(ii) Elevated/at –grade station load – initially 250 kW, which will increase to 300 kW in
the year 2031.
(iii) Auxiliary load of Underground station is of the order of 2200 kW initially, which will
increase to 2500 kW in the year 2031.
(iv) Depot auxiliary load - initially 2000 kW, which will increase to 2200 kW in the year
2031.

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Keeping in view of the train operation plan and demand of traction and auxiliary
power, power requirements projected for the year 2021 and 2031 are summarized in
table 0.14 below:

Table 0.14 Power Demand Estimation (MVA)

Year
Corridor Load
2021 2031
Line 11: Wadala (Bhakti Park) to Traction 4.96 MVA 6.62 MVA
CSMT Metro (8 Underground & 2 Auxiliary 22.67 MVA 25.82 MVA
Elevated, 12.77 km) Total 27.63 MVA 32.44 MVA

0.8.2 Sources of Power Supply

The high voltage power supply network of Mumbai city was studied in brief. The city
has 220, 110 and 100 kV network to cater to various types of demand in vicinity of
this section.

The Mumbai Metro Corridors from Wadala (Bhakti Park) to CSMT Metro is 12.774
Km, which is Extension for Line 4 Corridor of Mumbai Metro Network from Gaimukh
to Wadala (35 Km, 34 Elevated stations).

As per the Detailed Project Report for Line 4 Corridor from Gaimukh to Wadala (35
km, 34 Elevated stations), three RSS are planned at following locations:

a) At Gaimukh Depot,
b) Near RTO Thane Station and
c) Near Ghatkopar or Chembur Station.

In view of above planned Receiving Sub-Stations, one Receiving Sub-stations is

proposed to cater to load of Wadala (Bhakti Park) to CSMT Metro Section. One RSS
will be set up near Sewri Metro Station and the proposed RSS near Ghatkopar or
Chembur Station of Gaimukh to Wadala Corridor (Line 4) will be augmented for
Emergency Supply in case of Failure of RSS near Sewri Metro Station.

This is an economical solution without compromising reliability. It is proposed to

receive power supply for traction as well as auxiliary services from the following grid
sub-stations of M/s TATA Power Ltd. at 110 kV voltage through cable feeders:

Table 0.15 Sources of Power Supply

Approx.
Grid sub-station (GSS) Location of RSS
S. No. Corridor length b/w
(Input voltage) of Metro Authority
GSS & RSS
220/110 kV Parel Grid
Sub-station or 220/110
Wadala (Bhakti Park) Near Sewri Metro
1. kV Proposed Wadala 2 to 3 km
to CSMT Metro Station
Grid Substation of M/s
TATA

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*Note: Proposed RSS of near Ghatkopar or Chembur Station of Gaimukh to Wadala

Corridor (Line 4) will be augmented to meet the additional requirement of this
Corridor.

DMRC has done a joint survey/ meeting with M/s MMRDA and M/s TATA Power
Company Ltd on 04.06.18 & 05.06.18 for this section for feasibility of Power Supply.
Accordingly, availability of power supply has been planned and tabulated above.
Projected Power demand is calculated on each RSS and furnished below: -

Table 0.16– Power Demand projections for various sources

Peak demand – Peak demand** –
Corridor Input Source Normal (MVA) Emergency (MVA)
Year (2021) Year (2031) Year (2021) Year (2031)
RSS Near Sewri Metro Station
Traction 4.96 6.62 9.21 11.39
Auxiliary 22.67 25.82 25.04 29.22
Wadala (Bhakti Sub-total (A) 27.63 32.44 34.25 40.61
Park) to CSMT
Metro RSS Near Ghatkopar or Chembur
Traction 8.49 9.53 13.45 16.15
Auxiliary 4.73 6.74 27.40 32.56
Sub-total (B) 13.22 16.27 40.85 48.71
**In case of failure of other source of power

0.8.3 Various options of Traction system

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

In view of techno-economic considerations, 25 kV AC traction system is suggested

for Chhatrapati Shivaji Maharaj Terminus (CSMT) to Wadala (Bhakti Park) (12.774
km) corridor.

0.8.4 Standby Diesel Generator Set

In the unlikely event of simultaneous tripping of all the input power sources or grid
failure, the power supply to stations as well as to trains will be interrupted. It is,
therefore, proposed to provide a standby DG set of 160 kVA capacity at the elevated
& 2X900 kVA capacity for underground stations respectively. The requirement of
900/1000 kVA DG set at underground station is dispensable if two 33/0.415 kV
Auxiliary Sub-Stations are fed from two different Receiving Sub-Stations which are
taking supply from different Grid Sub-Stations. This arrangement will comply with the
requirements of NFPA 130, 70 and 110. In view of this, 380 kVA DG Set capacity at
each underground station is sufficient for firefighting system and Emergency Lighting
and Fire detection & Alarm System.

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

UPS Supply to also be considered for following emergency services:

 Emergency Lighting
 Fire Detection & Fire Alarm system.
 Station Control Room
 Control Supply

0.8.5 Supervisory control and Data Acquisition (SCADA) system

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

Digital Protection Control System (DPCS) is proposed for providing data acquisition,
data processing, overall protection control, interlocking, inter-tripping and monitoring
of the entire power supply system consisting of 33 kV AC switchgear, transformers,
25 kV ac switchgear and associated electrical equipment. DPCS will utilize
microprocessor-based fast-acting numerical relays & Programmable Logic
Controllers (PLCs) with suitable interface with SCADA system.

0.8.6 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.

0.8.7 Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges
of the Metro System, which constitutes about 30-38% of total annual working cost.
Therefore, it is the key element for the financial viability of the Project. The annual
energy consumption is assessed to be about 72.08 million units in initial years 2021,
which will be about 85.74 million Units in the year 2031. In addition to ensuring
optimum energy consumption, it is also necessary that the electric power tariff be
kept at a minimum in order to contain the O & M costs. Therefore, the power tariff for
Mumbai Metro should be at effective rate of purchase price (at 110 kV voltage level)
plus nominal administrative

Charges i.e. on a no profit no loss basis. The power tariff of Maharashtra Electricity
Regulatory Commission for M/s TATA power Company for FY 2017 – 18 demand
charges Rs 240/ kVA per month and energy charges Rs 7.13/ kWh for TATA
company Ltd. It is proposed that Government of Maharashtra takes necessary steps

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to fix power tariff for Mumbai Metro at “No Profit No Loss” basis. Similar approach
has been adopted for Delhi Metro.

0.9 TUNNEL VENTILATION AND AIR-CONDITIONING SYSTEM

This chapter covers the Ventilation and Air-conditioning (VAC) system requirements
for the underground sections of the proposed corridor from CSMT Metro to Wadala
(Bhakti Park). VAC System includes the following:
 Station Air-conditioning System
 Smoke Management System
 Tunnel Ventilation System
 Control and Monitoring facilities

0.9.1 Requirement for Ventilation and Air Conditioning

The underground stations are 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 ventilation and air-
conditioning in the stations and inside the tunnel for the purpose of:

 Supplying fresh air for the physiological needs of passengers and the official;
 Removing body heat, obnoxious odors and harmful gases like carbon dioxide
exhaled during breathing;
 Preventing concentration of moisture generated by body sweat and seepage of water
in the tunnel;
 Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, transformer, 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, Elevators, Escalators, Automatic Fare Collection Gates etc. working in the
stations;
 Removing heat from air conditioning plant and Station sub-station and other
equipments.

This large quantity of heat generated in M.R.T. underground stations cannot be

extracted by simple ventilation. 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 to be appropriate. In winter season
it may not be necessary to warm the ventilating air as the heat generated by the
equipments within the station premises would be sufficient to maintain the comfort
requirement.

0.9.2 Internal Design Conditions in Underground Stations

With tropical humid ambient conditions of Mumbai, it is essential to maintain
appropriate conditions in the underground stations in order to provide a comfort and

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pollution-free environment. The plant capacity and design of VAC system needs to
be optimized for the “Designed inside Conditions”.

The patrons will stay for much shorter durations in 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 is given out 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 condition in earlier corridor
of Mumbai and other Metro, in this criteria comfort is defined as the function of
temperature and the air velocity experienced by a person. An index named RWI
(Relative Warmth Index) has been adopted for metro designs worldwide. This index
depends upon the transient condition of the metabolic rate and is evaluated based on
the changes to the surrounding ambient 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 underground section where the train headway is expected to
be six minutes or less, then RWI is the preferred criterion.

0.9.3 Design parameters for VAC system

Based on the above discussion, the following VAC system design parameters are
assumed in the present report.

(1) Outside ambient conditions

Based upon ISHRAE-2017 recommended design conditions for 1% criteria is as
under

Summer : 34.9 DB, 23.1 WB

Monsoon: 30.9 DB, 27.4 WB

For Mumbai Metro Underground Corridor it is suggested to use 1% criteria, which is

defined as the conditions, when the DB or WB temperatures are likely to exceed for
only 1% of the total time.

1. Inside design conditions

a. Platform and Concourse areas: 27oC at 55% RH

2. Tunnel design conditions

a. Normal conditions Max. average temperature DB 40oC
b. Congested conditions Max. stratified temperature DB 50oC

3. Minimum fresh air

a. 10% or 18 cmh/person (In station public areas)

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0.10 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

0.10.1 Objective and Scope of the Study

The objective of the study is to facilitate the Mumbai Metropolitan Region
Development Authority (MMRDA) evaluate the environmental impacts of its proposed
activity. MMRDA proposes to apply for loan to seek financial support from multilateral
fundinng agencies. The scope of EIA includes the impacts resulting from pre-
construction, during construction and operation phases of CSMT Metro- Wadala
(Bhakti Park) Metro corridor at Mumbai. In addition, it is proposed to establish
environmental baseline and safeguard measures for protection of environment for
sustainable development during project cycles. The MoEF, Government of India,
Notification of 14th September 2006 and its amendment dated 1st December 2009
enlist projects in Schedule that require environmental clearance. However, as per the
said notification Railway/ Metro projects do not require environmental clearance from
MoEF.

0.10.2 Approach and Methodology

The MMRDA has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimum disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The final
alternative was fixed based on Technical Feasibility, Socio-economic acceptability,
and Environmental sustainability for Metro Corridors. The environmental study is
carried out for the alignment proposed by MMRDA. The impacts are assessed for
various phases of project cycle namely:

 Impacts due to project location,

 Impacts due to project design,
 Impacts due to project construction, and
 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of management and
monitoring programs were estimated and budgeted for.

The standard methodology for the data collection, impact assessment and
formulation of management plans is adopted. The national acts, legislation and laws
along with guidelines were consulted with a view to ensuring compliance with various
requirements. Environmental baseline data for environmental attributes from primary
and secondary sources were collected and compiled. The primary sources include
site visits, visual inspection, field studies, monitoring and analysis.

0.10.3 Environmental Scoping

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for

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various/environmental attributes so as to compute the impacts that are likely to arise

due to proposed project.

The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the proposed
project:

 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.
0.10.4 Environmental Impacts
This section identifies and appraises the negative impacts on various aspects of the
environment likely to result from the proposed development. It is pertinent to mention
that the negative environmental impacts listed below are based on the assumption
that no negative impact mitigation measure or benefit enhancements are adopted.

 Land Environment
 Water Environment
 Air Environment
 Noise Environment
 Biological Environment
 Socio-Economic Environment

The impacts on the above environmental components have been further assessed
during various phases of project cycle namely project location, project design,
construction and operation.

0.10.5 Environmental Management Plan

The Mumbai Metro Project will provide employment opportunity, quick mobility
service and safety, traffic congestion reduction, less fuel consumption and air
pollution on one hand and problems of muck disposal, traffic diversion, utility
dislocation etc. on the other hand. The most reliable way to ensure that the plan will
be integrated into the overall project planning and implementation is to establish the
plan as a component of the project. This will ensure that it receives funding and
supervision along with the other investment components. For optimal integration of
EMP into the project, there should be investment links for:

 Funding,
 Management and training, and
 Monitoring.

The purpose of the first link is to ensure that proposed actions are adequately
financed. The second link helps in embedding training, technical assistance, staffing

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and other institutional strengthening items in the mitigation measures to implement

the overall management plan. The third link provides a critical path for
implementation and enables sponsors and the funding agency to evaluate the
success of mitigation measures as part of project supervision, and as a means to
improve future projects.

0.10.6 Environmental Monitoring Plan

Environmental monitoring plan has been developed for construction as well as
operation phase so as to maintain and regulate the project activities keeping
environment safe.

0.11 MULTI MODAL TRAFFIC INTEGRATION

This is extension of Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park) at
Wadala(Bhakti Park) end. It is being extended from Wadala to CSMT Metro and
length of this extension is 12.774 km. It is partly underground and partly elevated.
Total Ten stations have been provided out of which eight are underground and two
are elevated.

It will be augmented through enhanced flexibility of criss-cross interchanges to other

metro corridors and other modes of public transport. It will reduce the travel time of
commuters. While Metro is a high capacity mode of transport, the need for integration
with other secondary/intermediate transport mode is getting highlighted more than
ever to ensure a seamless journey. This concept is to provide first mile and last mile
connectivity to the commuters with their places of stay. With top priority to this issue,
MoUD has laid down policy guidelines to include the need and provisioning of all
public, IPT and private modes in the DPRs for the Metro Rail Systems.

The share of various modes of secondary/intermediary mode of travel is complex and

debatable issue which is dependent on a large number of variables like available
road width, penetration in the residential areas, Road condition, distance from the
Metro Stations, availability of parking and lay out and availability of circulating areas
at the Metro Rail Stations, Business centre or Market & existing traffic densities.
These factors relate with each other and evolve with development of new model mix
of transport, infrastructure and changes with the passage of time. Even though for a
given urban transport scenario, optimal mode share may be determined from
computer based models but actual optimal mode share is never achievable on the
road due to dynamic nature of demand and supply of transport modes.

0.11.1 Way Forward

There is a need for providing a transportation system which is seamlessly integrated
across all modes and provides first mile as well as last mile connectivity. It is also
necessary that various public transportation modes including Inter-mediate Public
Transport (IPT) and feeder buses etc. work together in order to facilitate increase in
ridership to the Metro/Metro system and provide ease of using Metro system by the
public at large.

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Therefore, there is a need for doing more scientific study exclusively for this. To
achieve this goal, Metro Stations influenced zone need to be defined which can be
taken as approximately 5 kms for the motorized traffic and 1.5 km. for
pedestrian/cyclists. Detailed Study is required to be done in this influenced zone of a
Metro station for following aspects mainly:

i) Availability and review of existing public and IPT facilities, in terms of motorized
and non-motorised mode with main consideration of the streets/roads adjoining to
the stations and also to examine adequacy of availability of pedestrians/cycle
paths in the influenced zone.

ii) Analysis and identification of gaps between supply and demand in terms of
feeder facilities and other requirements for better first and last mile connectivity.

iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrians

tracks, bike sharing arrangement for each Metro station to be finalised.

iv) Proposal for better integration of Metro station with other mode of transport, such
as relocation of existing bus stop, introduction of new bus stop, bus base etc.

v) Cost of the requirements namely road widening including roads for

pedestrian/cycle paths, feeder buses based on the outcome of the study.

The detailed study and requirement for providing first mile as well as last mile
connectivity to the Metro users will be carried out separately and the same should be
in place before the commercial operation of the Metro services for the benefit of the
users as well as for better ridership and the financial viability of the project.

0.12 FRIENDLY FEATURES FOR DIFFERENTLY ABLED

The objective of making this chapter is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure

including related facilities and services, information, etc. would benefit people using
public transport.

The access standards given here are extracted from Indian Roads Congress Code,
IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011
and National Building Code, 2005. Central Public Works Department‟s (CPWD)
“Harmonised Guidelines and Space Standards for Barrier Free Built Environment for
Persons with Disabled and Elderly Persons”, 2016 (by MoUD), and international best
practices / standards.

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Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge
etc. to achieve a seamless development around Metro stations.

0.12.1 Contents
1. Metro Rail Station
 Way finding
 Signage
 Automated Kiosks
 Public Dealing Counters
 Audio-visual Displays
 Public Telephones
 Rest Areas/Seating
 Tactile Paving - Guiding & Warning
 Doors
 Steps & Stairs
 Handrails
 Ramps
 Lifts/Elevators
 Platform/Stair Lift
 General and Accessible toilets
 Drinking Water Units
 Visual Contrasts
 Emergency Egress/Evacuation

2. Street Design
 Footpath (Sidewalk)
 Kerb Ramp
 Road Intersection
 Median/Pedestrian Refuge
 Traffic Signals
 Subway and Foot Over Bridge

3. Alighting and Boarding Area

 Approach
 Car Park
 Drop-off and Pick-up Areas
 Taxi/Auto Rickshaw Stand
 Bus Stand/Stop

0.13 SECURITY MEASURES FOR A METRO RAIL SYSTEM

Metro Rail System is emerging as the most favoured mode of urban transportation
system. The inherent characteristics of Metro Rail System make it an ideal target for

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terrorists and miscreants. Metro Rail System is typically open and dynamic systems
which carry thousands of commuters. Moreover the high cost of infrastructure, its
economic importance, being the life line of city high news value, fear & panic and
human casualties poses greater threat to its security. Security is a relatively new
challenge in the context of public transport. It addresses problems caused
intentionally. Security differs from safety which addresses problems caused
accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder,
vandalism and assault to the terrorist threat.

0.13.1 Three Pillars of Security

Security means protection of physical, human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars
of security as mentioned under:

(i) The human factor

(ii) Procedures
(iii) Technology

0.13.2 Phases of Security

There are three phases of security as under:

(i) Prevention
(ii) Preparedness
(iii) Recovery

0.14 DISASTER MANAGEMENT MEASURE

0.14.1 Introduction
“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation.” Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area”. As per World Health Organization (WHO):

“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”

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A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.

0.14.2 Need for Disaster Management Measures

The effect of any disaster spread over in operational area of Metro Rail System is
likely to be substantial as Mumbai Metro will be dealing with thousands of
passengers daily. Disaster brings about sudden and immense misery to humanity
and disrupts normal human life in its established social and economic patterns. It has
the potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro Rail
System. Therefore there is an urgent need to provide for an efficient disaster
management plan.

0.14.3 Objectives
The main objectives of this Disaster Management Measures are as follows:

 Save life and alleviate suffering.

 Provide help to stranded passengers and arrange their prompt evacuation.
 Instill a sense of security amongst all concerned by providing accurate information.
 Protect Metro Rail property.
 Expedite restoration of train operation.
 Lay down the actions required to be taken by staff in the event of a disaster in VMRT
in order to ensure handling of crisis situation in coordinated manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is important
that these officials and workers are adequately trained in anticipation to avoid any
kind of confusion and chaos at the time of the actual situation and to enable them to
discharge their responsibilities with alertness and promptness.

0.14.4 Provisions at Metro Stations/Other Installations

To prevent emergency situations and to handle effectively in case „one arises‟ there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.

(A) Fire Detection and Suppression System

(B) Smoke Management
(C) Environmental Control System (ECS)
(D) Track-Way Exhaust System (TES)
(E) Station Power Supply System
(F) DG Sets & UPS
(G) Lighting System
(H) Station Area Lights

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(I) Seepage System

(J) Water Supply and Drainage System
(K) Sewage System
(L) Any Other System Deemed Necessary

The above list is suggestive not exhaustive actual provisioning has to be done based
on site conditions and other external and internal factors.

0.15 COST ESTIMATE

Project Cost estimates for Mumbai Metro Line No. 11 from Wadala (Bhakti Park) to
CSMT Metro has been prepared covering civil, electrical, signaling and
telecommunication works, rolling stock, environmental protection, rehabilitation,
considering 25 kV AC traction etc. at March 2018 price level.

The overall Capital Cost of Mumbai Metro Line-11 from Wadala (Bhakti Park) to
CSMT Metro at March 2018 price level works out to Rs. 6135 Crores excluding
applicable Taxes & Duties of Rs. 950 crores for Option-I and Rs. 3248 Crores
excluding applicable Taxes & Duties of Rs. 474 crores for Option-II as tabulated
hereunder.
Table 0.17 – Summary of Cost Estimate
Capital Cost Taxes & Duties Total
Name of the section Option
(Rs. Crore) (Rs. Crore) (Rs. Crore)
Wadala(Bhakti Park) to I 6135 950 7085
CSMT Metro II 3248 474 3722

Option-I: 8 Underground Stations and 2 Elevated Stations

Table 0.18 A - Capital Cost Estimate

Total length = 12.774 km
Ramp = 0.427 km; UG C&C = 0.236 km; UG TBM = 8.316 km; Elevated = 3.795 km
Total Station =10, Elevated = 2 & UG = 8
March 2018 level
S. Amount (Rs. in Cr.)
Item
No. Without taxes
1.0 Land and R & R incl. Hutments etc. 280.36
2.0 Alignment and Formation 1405.74
3.0 Station Buildings 2878.62
4.0 Depot Augmentation 19.63
5.0 P-Way 141.20
Traction & power supply incl. OHE , ASS etc. Excl. lifts &
6.0 187.82
Escalators
7.0 Signalling and Telecom. 215.12
Misc. Utilities, roadworks, other civil works such as median
8.0 95.66
stn. signages Environmental protection
9.0 Rolling Stock (3.2 m wide Coaches) 396.00
10.0 Capital expenditure on security 5.24

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S. Amount (Rs. in Cr.)

Item
No. Without taxes
11.0 Staff quarter for O & M 31.81
12.0 Capital expenditure on Multimodal Traffic Integration 26.50
13.0 Total of all items except Land 5455.96
General Charges incl. Design charges @ 5 % on all items
14.0 272.80
except land#
15.0 Total of all items including G. Charges except land 5728.76
16.0 Contingencies @ 3 % 171.86
17.0 Gross Total 5900.62
Cost without land 5901
Cost with land including contingencies on land 6135

Table 0.18 B - Details of Taxes and Duties

Basic Customs duty = 5.1500
CGST Customs Duty = 9.4635
SGST Customs Duty = 9.4635
Total Customs Duty = 24.0770
General IGST = 12
General CGST = 6
General SGST = 6

Taxes and duties

Total cost
Total Taxes
S. without Total Total GST
Description & Duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)

1 Alignment & Formation

Underground 1215.37 87.79 102.09 189.88
Elevated 190.36 22.84 22.84
2 Station Buildings
a) Underground station-
2118.96 153.05 177.99 331.05
civil works
b) Underground station-
581.44 70.00 34.89 104.88
EM works
Elevated station - civil
70.88 8.51 8.51
works
Elevated station-EM
18.10 0.87 1.74 2.61
works
3 Depot
Civil works 7.85 0.57 0.66 1.23
EM and M&P works 11.78 0.57 1.70 2.26
4 P-Way 141.20 27.20 5.08 32.28
5 Traction & power supply
Traction and power
187.82
supply 18.09 20.29 38.37
6 S and T Works
S&T 159.68 30.76 5.75 36.50
AFC 55.44 10.01 2.49 12.51

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PSD 89.24 17.19 3.21 20.40

7 R & R hutments 52.63 6.32 6.32
8 Misc.
Civil works 111.98 0.00 13.44 13.44
EM works 47.23 0.00 8.50 8.50
9 Rolling stock 396.00 57.47 5.86 63.33
Rent on Temporary
34.85 6.27 6.27
10 Land
11 General Charges 272.80 49.10 49.10
Total 5763.61 473.56 476.73 950.29

Total taxes & Duties 950

Rate of Taxes & Duties on Total cost without taxes & duties 16.49%
Total Central GST & Basic Customs duty 525.79
Total State GST 424.50
Total Taxes & Duties 950.29
Option-II: 1 Underground Station and 9 Elevated Stations

Table 0.19 A - Capital Cost Estimate

Total length = 12.774km UG = 2.2 km; Elevated = 10.574km
Total Station =10, Elevated = 9 & UG = 1
March 2018 level
S. Amount (Rs. in Cr.)
Item
No. Without taxes

1.0 Land and R & R incl. Hutments etc. 280.36

2.0 Alignment and Formation 827.87
3.0 Station Buildings 784.92
4.0 Depot Augmentation 19.63
5.0 P-Way 141.20
Traction & power supply incl. OHE , ASS etc. Excl. lifts &
6.0 161.83
Escalators
7.0 Signalling and Telecom. 221.56
Misc. Utilities, roadworks, other civil works such as median stn.
8.0 116.75
signages Environmental protection
9.0 Rolling Stock (3.2 m wide Coaches) 396.00
10.0 Capital expenditure on security 5.24
11.0 Staff quarter for O & M 31.81
12.0 Capital expenditure on Multimodal Traffic Integration 26.50
13.0 Total of all items except Land 2785.94
General Charges incl. Design charges @ 5 % on all items
14.0 139.30
except land#
15.0 Total of all items including G. Charges except land 2925.23
16.0 Contingencies @ 3 % 87.76
17.0 Gross Total 3012.99
Cost without land 3013
Cost with land including contingencies on land 3248

Table 0.19 B - Details of Taxes and Duties

Basic Customs duty = 5.1500
CGST Customs Duty = 9.4635
SGST Customs Duty = 9.4635

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Total Customs Duty = 24.0770

General IGST = 12
General CGST = 6
General SGST = 6

Total cost Taxes and duties

Total Taxes
S. without Total Total GST
Description & Duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Underground 342.15 24.71 28.74 53.45
Elevated 485.72 58.29 58.29
2 Station Buildings
a) Underground station-
264.87 19.13 22.25 41.38
civil works
b) Underground station-
72.68 8.75 4.36 13.11
EM works
Elevated station - civil
305.94 36.71 36.71
works
Elevated station-EM
81.45 3.92 7.82 11.74
works
3 Depot 0.00 0.00 0.00
Civil works 0.00 0.00 0.00 0.00
EM and M&P works
4 P-Way 7.85 0.57 0.66 1.23
5 Traction & power supply 11.78 0.57 1.70 2.26
Traction and power
141.20 27.20 5.08 32.28
supply
6 S and T Works
S&T 161.83 15.59 17.48 33.06
AFC
PSD 159.68 30.76 5.75 36.50
7 R & R hutments 61.88 11.17 2.78 13.96
8 Misc. 59.98 11.55 2.16 13.71
Civil works 52.63 6.32 6.32
EM works
9 Rolling stock 111.98 0.00 13.44 13.44
Rent on Temporary
68.32 0.00 12.30 12.30
10 Land
11 General Charges 396.00 57.47 5.86 63.33
Total 2960.08 211.39 263.03 474.43

Total taxes & Duties 474

Rate of Taxes & Duties on Total cost without taxes & duties 16.03%
Total Central GST & Basic Customs duty 259.82
Total State GST 214.60
Total Taxes & Duties 474.43

0.16 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY

The Mumbai Metro Line Project (Wadla i.e. Bhakti Park to CSMT Metro station) is
proposed to be constructed at an estimated cost of Rs.7085.00 Crore and Rs.
3722.00 Crore with all taxes and land cost for Option-I and II respectively. The route
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length of the proposed metro rail system and estimated cost at March 2018 price
level without and with all taxes are placed in table 0.20 as under:

Table 0.20 Cost Details

Estimated cost Estimated cost with
Distance
Option Name of Corridor without taxes all taxes & land cost
(KMs)
(Rs/Crore) (Rs/Crore)
I Wadala(Bhakti 6135.00 7085.00
Park) to CSMT 12.774
II Metro 3248.00 3722.00

The estimated cost at March 2018 price level includes an amount of Rs.5.24 Crore
as one-time charges of security personal towards cost of weapons, barricades, and
handheld and door detector machine. However, the recurring cost towards salary
and allowances of security personal have not taken in to account in the FIRR
calculation since providing required security at metro stations shall be the
responsibility of state police.

It is assumed that the construction work will start on 01.04.2019 and is expected to
be completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024 for
the corridors. The total completion costs duly escalated and shown in the table 0.21
have been taken as the initial investment. The cash flow of investments separately is
placed in Table –0.21 as below.

Table 0.21 Year –wise Investment

(Completion Cost including cost of land and all taxes & duties)
Figures in Rs. Crore
Estimated Cost including cost of Completion Cost including
Financial Year land and all taxes & duties at cost of land cost and all
March 2018 Price Level taxes & duties
2019-20 436.00 458.00
2020-21 776.00 856.00
2021-22 1116.00 1292.00
2022-23 1699.00 2065.00
2023-24 1699.00 2168.00
2024-25 1019.00 1366.00
2025-26 340.00 478.00
Total 7085.00 8683.00

The cost of Land of Rs. 319 crore included in the above completion cost will be
provided free of cost by the Maharashtra Government.

Fare Structure
The fare structure for the FY 2024-25 has been assumed based on the details
provided by MMRDA. Considering the increase in the Consumer Price Index (CPI)
and input costs of operation since then, the fare structure has been escalated by
using @14.00% once in every two years. The fare structure for the FY 2024-25 as
per the proposed fare slabs is shown in the table 0.22 below:
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Table 0.22 Fare Structure in 2024-25

Sr. No. Distance Proposed Fare
1 0-2 11
2 2-4 13
3 4-6 16
4 6-9 20
5 9-12 22
6 >12 24

The above fare structure has been taken as furnished by MMRDA with the approval
GOM. DMRC proposed that the under mentioned fare structure in a multiple of Rs.
10 be adopted at the time of commissioning of this Line to have convenience in
making use of ticket vending machine and eliminate the problems of non-availability
of changes for tendering changes to the passengers.

Year 2024-25
SLAB FARE (Rs)
0-3 km 10.00
3-12 km 20.00
12-18 km 30.00
18 km and More 40.00

Option-I
The Financial Internal Rate of Return (FIRR) for this extension(CSMT-Wadala)
alone with the incremental traffic for 30 years business model including
construction period is worked out as (-) 0.27% and hence on its own not viable due
to major portion of this stretch being underground 1.68%.

As GoM considers the CSMT Wadala connectivity important to serve MbPT and
other areas, DMRC has examined the financial viability of entire line between CSMT
and Shivaji Chowk(CSMT-Wadala-Kasarvadavali-Gaimukh-Shivaji Chowk) with
projected traffic as a whole and also the costs and cash flows taken for the
respective stretches in earlier DPRs and also of this connection. The financial
internal rate of return of complete line as above comes to 7.63 %.

Option-II
If only 2.2 km section of this corridor is planned underground with 1 underground
station and rest of the corridor is planned to be elevated then the financial internal
rate of return works out to 3.32%.

Alternative Models of Financing:

The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the Central and State Government Control Delhi
Metro Rail Corporation (DMRC) /Bangalore Metro Rail Corporation
(BMRC)/Chennai Metro Rail Corporation (CMRL) etc.

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(ii) Design, Built, Fund, Operate & Transfer (DBFOT), and

(iii) Public Private Partnership

SPV Model: - MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th
July 2017 has proposed for sharing of overall Goods and Service Tax (GST) in the
ratio of 1:2. The funding pattern under this model (SPV) with sharing of overall taxes
and duties, post GST in the ratio of 1:2 is placed in table 0.23:

Table 0.23 A: Funding pattern under SPV model (with all taxes and land) (Option-I)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 1282.00 15.33%
Equity By GOM 1282.00 15.33%
SD for Overall Taxes by GOM (2/3) 778.00 9.30%
SD for Overall Taxes by GOI (1/3) 391.00 4.67%
1.40% Loan from Multilateral/Overseas Development
4631.00 55.37%
Agencies or 12% Domestic Market Borrowings
Total 8364.00 100.00%
SD for Land by GOM 319.00
Total 8683.00
PTA for Interest During Construction @1.40% (*) by GOM 56.00
Grand Total 8739.00
(*) In the case of loan @12% from domestic borrowings, the IDC works out to Rs. 416 crore

Table 0.23 B: Funding pattern under SPV model (with all taxes and land) (Option-II)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 650.00 15.39%
Equity By GOM 650.00 15.39%
SD for Overall Taxes by GOM (2/3) 388.00 9.19%
SD for Overall Taxes by GOI (1/3) 195.00 4.62%
1.40% Loan from Multilateral/Overseas Development
Agencies or 12% Domestic Market Borrowings 2341.00 55.42%
Total 4224.00 100.00%
SD for Land by GOM 319.00
Total 4543.00
PTA for Interest During Construction @1.40% (*) by GOM 29.00
Grand Total 8739.00

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

The funding pattern under this model is given in table 0.24 as under: -

Table 0.24 Funding pattern under BOT – (16% EIRR)

Particulars With Taxes & Duties

Amount (Rs/Crore) % Of contribution
VGF by GOI 1673.00 20.00%
VGF by GOM 6179.00 73.88%
Equity by Concessionaire 171.00 2.04%
Concessionaire‟s debt @12% PA 341.00 4.08%
Sub-Total 8364.00 100.00%
Land Free by GOM 319.00
Sub-Total 8683.00
IDC 112.00
Grand Total 8795.00

0.16.1 Recommendations

The FIRR for the corridor with all taxes but without grant as revenue from MbPT
works out to (-) 0.27%. Hence this extension is not considered viable. However, FIRR
of entire line from CSMT to Shiwaji Chowk with grant of Rs. 1839 Crore as revenue
from MbPT in the years from 2019-20 to 2025 -26 is calculated as 7.63% and hence
corridor with complete length up to Shivaji Chowk is viable. EIRR of entire line is also
worked out as 17.41%.

FIRR for this independent corridor, if only 2.2 km is planned to be underground works
out to 3.32% and EIRR in this case is 21.12%.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban Affairs,
(MOH&UA), GOI, apart from financial viability, the economic and social viability of the
project is also required to be assessed. The Economic Internal Rate of Return (EIRR)
for any metro rail project proposal should be 14% and above for consideration of its
approval. Accordingly, the metro corridors as discussed above are recommended for
implementation provided the required EIRR works out to 14% or above.

The total fund contribution of GOI & GOM under various alternatives is tabulated in
table 0.25 excluding state taxes.
Table 0.25
(Rs. in crore)

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 ML 11: EXECUTIVE SUMMARY

DBFOT Model DBFOT Model with

Particulars SPV Model (Option-I) without additional additional PD
PD Income Income
GOI 1673.00 1673.00 1673.00
GOM 2379.00 6498.00 6285.00
Total 4052.00 8171.00 7958.00

Considering the difference in the contribution of funds under SPV owned by GOI &
GOM vis-a-vis BOT model, it is recommended to implement the project under SPV
model (completely Government Funded) as per the funding pattern given in Table
0.23. However, the state government may also explore the other sources of revenue
from Transit Oriented Development and Value Capture Financing, which will be
made available to metro authorities to meet out the O&M Expenses and servicing the
debt properly.

0.17 ECONOMIC APPRAISAL

Economic benefits are social and environmental benefits which are quantified and
then converted into money cost and discounted against the cost of construction and
maintenance for deriving Economic Internal Rate of Return (EIRR). When actual
revenue earned from fare collection, advertisement and property development are
discounted against construction and maintenance cost, interest (to be paid) and
depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore,
EIRR is viewed from socio-economic angle while FIRR is an indicator of pure
financial profitability and viability of any project.

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

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

0.17.2 Economic Performance Indicators

For Calculation of EIRR, Project period is considered from 2017 - 2048 due to
amalgamation of all parts of this line in one as done in combined FIRR. EIRR of the
entire line works out to 17.41 % and hence economically also viable.

If only 2.2 km is planned to be underground then EIRR of this section works out to
21.12%.

0.18 IMPLEMENTATION PLAN

It is recommended that the project be implemented fully as a Government funded. By

this route the project can be completed at the shortest time and at the lowest cost.
Moreover, line 4 is already being implemented by MMRDA as fully Governnent and
this is the extension of the same line.

0.18.1 Implementation Schedule

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A suggested project implementation schedule for Project Implementation is given in

Table 0.27.

Table 0.27 Project Implementation Schedule

S. No. Item of Work Completion Date
1 Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D+0.5 month
Submission of DPR for Approval of Ministry of Urban
3 D+1 month
Development (MoUD).
4. Sanction of Project by GOI D+2 months
5. Selection of GC D+12 months
6. Tendering D+24 months
7. Implementation of the project D+58 months
8. Testing and Commissioning D+59 months
9. CMRS Sanction D+60 months
10. ROD D+60 months

0.18.2 Institutional Arrangements

The State Govt. of Maharashtra will have to approve the implementation of the
project by Mumbai Metropolitan Region Development Authority (MMRDA).

0.18.3 Legal Cover for Mumbai Metro

Implementation of proposed corridor can now be done under “The Metro Railways
(Amendment) Act 2009”.

0.19 CONCLUSIONS

0.19.1 Mumbai is the Commercial Capital of India and it‟s fast growth especially in the
suburbs is causing heavy stress on all infrastructure, especially the Transport. Being
a linear city, the existing suburban rail services are very effective and the modal split
in favour of public transport is about 70% as per Comprehensive Mobility Pan (CMP)
2015 prepared by M/s. Lee Associates for MCGM, which is very high. Since the
existing transport infrastructure has been heavily loaded, it has been observed that
the population of private vehicles is increasing and it was also predicted that, the
modal split in favour of public transport may also recede. Hence, it is proposed by
MMRDA to introduce a rail based Mass Transportation System in Greater Mumbai. It
is proposed to extend Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park)
to CSMT Metro at Wadala (Bhakti Park) end for implementation.

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

0.19.3 Project Cost

Estimated Cost of the project at March 2018 price level is Rs.7085 Crore and
Rs.3722 Crore with land and all the taxes and duties for option-I & option-II
respectively and completion cost at 5% p.a. escalation is estimated to be Rs.8683
Crores and Rs.4543 Crores including land and all the taxes and duties, but excluding

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 ML 11: EXECUTIVE SUMMARY

IDC for Option-I and II respectively. It is Rs. 8739 Crore & Rs. 4572 Crore including
IDC for Option-I and II respectively.

0.19.4 After examining the various options for execution the project, it has been
recommended that the project should be got executed through a SPV on DMRC
funding pattern.

0.19.5 Financial Internal Rate of Return (FIRR) and Economic Internal Rate of Return
(EIRR):

The Financial Internal Rate of Return (FIRR) for the extension upto CSMT without
grant as revenue from MbPT is worked out as -0.27% for Option-I. However,
considering the total line from CSMT to Shivaji Chowk with MbPT contribution as
grant (Revenue) is worked out as 7.63%. The EIRR works out to 17.41%.

For Option-II, FIRR works out to 3.32% and EIRR works out to 21.12%.

0.20 Conclusion:
This extension is recommended for implementation with the entire line and with the
contribution from MbPT as taken in FIRR. However, it is also recommended that
significant development in MbPT area should be made to get the full utility of this
extended length and also to get the requisite ridership.

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 Executive Summary

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Metro Line 11: Wadala to CSMT

EXECUTIVE SUMMARY

0.1 INTRODUCTION

0.1.1 Background
Mumbai has a very good transportation system but has not been able to keep pace
with rising demand. The carrying capacity of the bus and rail system has increased
considerably but has been always on lower side than what is needed. Though metro
for Mumbai had been talked for last 50-60 years, but something concrete did not
come up till MMRDA got prepared Master Plan of Mumbai Metro network in 2003.
Master Plan was totaling to 146.5 km comprising the under-mentioned corridors:

Table 0.1
Length (Km)
S. No. Corridor
Total Elev. U.G.
1 Versova – Andheri – Ghatkopar 15.00 15.00 -
Coloba – Mahim (Bandra) 18.00 8.10 9.90
2
Mahim (Bandra) – Charkop 18.00 18.00
3 Mahim – Kurla – Mankhurd 12.80 10.70 2.10
4 Charkop – Dahisar 7.50 7.50
5 Ghatkopar – Mulund 12.40 12.40
6 BKC – Kanjur Marg via Airport 19.50 11.00 8.50
7 Andheri (E) – Dahisar (E) 18.00 18.00
8 Hutatma Chowk – Ghatkopar 21.80 13.30 8.50
9 Sewri – Prabhadevi 3.50 3.50

DMRC prepared the DPRs for Line-1: Varsova – Andheri – Ghatkopar – 2005, Line-
2: Colaba – Bandra – Charkop – 2008, Line – 3: Bandra – Kurla - Mankhurd – 2006.
Subsequently, the corridors 2 & 3 were rearranged and DMRC prepared another
DPR for the corridor between Charkop – Bandra – Mankhurd

In spite of above, implementation of Mumbai metro remained very slow. So far only
one line between Varsova – Andheri – Ghatkopar could be implemented. Other
corridors presently under implementation are.

 Colaba to Aarey Colony via International Airport. 30.00km

 Dahisar (E) to DN Nagar 18.60km
 Dahisar (E) to Andheri(E) 16.48km

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 DN Nagar to Mandale 23.64km

 Wadala – Ghatkopar – Mulund – Thane – Kasarvadavali 32.32km
 Swami Samarth Nagar to Vikhroli(EEH) 14.48km
Total 135.52km

In November/December, 2009, MMRDA awarded the work of preparing DPRs for the
following corridors to the agencies as indicated herein:

Table 0.2
S. Corridor Length Agency
No. (Km)
1. Charkop – Dahisar 7.5 M/s SPAN Consultants Pvt Ltd.(August,
2010)
2. Andheri(E)-Dahisar(E) 18.00 M/s SPAN Consultants Pvt Ltd.(May,
2010)
3. Mahim – BKC - 12.5 M/s RITES & LASA (Sept, 2011)
Kanjurmarg
4. Ghatkopar-Mulund 12.50 M/s Consulting Engineering Services
5. Bhakti Park- Wadala – 32 M/s RITES (following LBS Road)
Ghatkopar - (September, 2014)
Kasarvadavali
6. Wadala – Ghatkopar – 30.00 M/s CES (following Eastern
Kasarvadavali Expressway)(March, 2013)
7. Wadala – Carnac Bandar 13.1 M/s RITES (December, 2012)

The Government of Maharashtra is keen to implement expeditiously the Master Plan

Corridors recommended by DMRC on a fast track mode and to complete them in the
next 3-4 years. To start with, it is decided to take up the task of updation of DPRs
and also preparation of new DPRs for the following potential elevated metro
corridors:
Table 0.3
Sr. No. Alignment Length in km
A* Updation of DPRs for Mumbai Metro Master Plan
Corridors
(a) D.N. Nagar – Dahisar 18.00
(b) Dahisar (E) –Andheri (E) (Along WEH) 18.00
(c) Bandra – Mankhurd (Via BKC) 13.00
(d) Wadala – Ghatkopar – Thane 22.00
(e) Thane - Kasarvadavali 10.00
(f) Wadala – GPO along R.A. Kidwai Rd. – Barrister 8.00
Nath Pai Rd. – P.D. Mello Rd
B Review of Metro alignment and updation
/preparation of DPRs
(a) D.N. Nagar - BKC 10.00
(b) Jogeshwari Vikhroli Link Road – SEEPZ – Kanjur 10.00
Marg
(c) Andheri (E) – BKC (Via WEH) 9.00
Total 118.00

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 ML 11: EXECUTIVE SUMMARY

Out of 118 km Master Plan network, the work of implementation of about 106
km has already been started by MMRDA.

0.1.2 Demographic Profile and Transport Scenario

Mumbai, the financial capital of India, has witnessed phenomenal growth in
population and employment and the trend is expected to continue in the future. The
job opportunities it offers have served as a major attraction for immigration from
hinterland of Maharashtra as well as from all parts of the Country.

Mumbai Metropolitan Region (MMR) is one of the fast-growing metropolitan regions

in India. It comprises of 7 municipal corporations, 13 municipal councils and 996
villages and extends over an area of 4,355 sq. km MMR is projected to have
population and employment (both formal and informal) as 34.0 million and 15.3
million respectively in the year 2031.

The dominant feature of the passenger movements in Mumbai is overwhelming

dependence of travel on public transport modes and walk. In MMR, public transport
systems are overcrowded and the road network is congested as there is a large gap
between the demand and supply.

Four-fold growth of population since 1951 has been largely accommodated in the
suburbs while the highest concentration of jobs has remained in the Island City. The
physical characteristics of the City are such that the suburbs have been constrained
to spread northwards only, and all transport facilities are concentrated within three
narrow corridors. Today‟s major challenge is to provide connectivity and promote
growth by providing adequate inputs to the infrastructure which would improve the
quality of life of the residents.

0.2 TRAFFIC FORECAST

0.2.1 The peak hour station loads and peak hour section loads for the proposed Metro
Corridor is given in Table 0.4 and 0.5.

Table 0.4: Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2021
Boarding Alighting Vol Stations Vol Boarding Alighting
(CSMT- (Gaimukh-
Gaimukh) CSMT)
2004 0 2004 CSMT Metro 0 0 7522
42 1 2045 Carnac Bunder 7522 8 104
293 46 2292 Clock Tower 7617 143 368
849 55 3086 Wadi Bunder 7843 320 703
695 72 3710 Darukhana 8225 238 671
171 8 3873 Coal Bunder 8659 56 147
894 72 4695 Hay Bunder 8749 158 404
258 112 4841 Sewri Metro 8995 101 604
3970 761 8050 BPT Hospital 9498 1713 3753

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 ML 11: EXECUTIVE SUMMARY

Boarding Alighting Vol Stations Vol Boarding Alighting

(CSMT- (Gaimukh-
Gaimukh) CSMT)
1456 233 9273 Ganesh Nagar 11538 776 777
1845 1593 9525 Wadala RTO (Bhatkti Park 11539 363 10631
Metro)
2872 1914 10483 Wadala TT 21807 2426 5325
670 429 10724 Anik Nagar (Anik Nagar 24706 813 1011
Bus Dept)
1638 300 12062 Suman Nagar 24904 867 1801
3165 791 14435 Siddharth Colony 25838 1208 5419
2561 180 16816 Pestom Sagar (Amar 30049 418 2705
Mahal Junction)
479 173 17122 Garodia Nagar 32336 372 497
74 96 17099 Pant Nagar 32460 233 93
519 531 17087 Laxmi Nagar 32321 446 452
2894 5839 14141 Amrut Nagar (Shreyas 32326 14471 3663
Cinema)
957 329 14770 Ambewadi 21519 879 1164
(Godrej Company)
496 1394 13872 Vikhroli Metro 21803 1776 823
144 245 13771 Surya nagar 20851 629 356
1504 2207 13068 Gandhi nagar 20578 2370 1661
0 41 13027 Naval Housing 19868 170 0
2439 48 15417 Bhandup mahapalika 19699 14 2984
380 449 15348 Bhandup Metro 22669 1027 219
2423 948 16823 Nahur Metro (Shagrila) 21860 2026 4794
548 675 16696 Sonapur 24629 907 579
132 53 16775 Mulund Fire Station 24301 243 41
515 851 16440 Mulund Naka 24099 694 967
719 1163 15995 Teen Hath Naka 24372 1658 641
1116 3208 13903 RTO Thane 23355 4175 1310
1072 1037 13938 Thane Mahapalika Marg 20489 1370 920
(Mahapalika Marg)
31 721 13248 Siddheshwar Lake 20039 515 116
(Cadbury Junction)
899 1155 12992 Majiwada 19640 2056 1140
574 2081 11485 Kapurbawdi 18724 1940 677
545 1099 10931 Manpada 17460 1862 610
1783 620 12094 Patli Pada 16209 2404 2317
(Tikuji Ni wadi)
599 2429 10264 Dongari pada 16122 2793 1084
648 1499 9413 Kavesar Gaon 14413 2757 873
(Vijay Garden)
424 1808 8029 kasarvadavali 12530 2690 540
426 1557 6898 Gowniwada 10380 1906 641
0 6898 0 Gaimukh 9115 9115 0
45721 45722 17122 PHPDT/Ridership 32460 71101 71102
Daily Ridership 1168242

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 ML 11: EXECUTIVE SUMMARY

Table 0.5: Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2031
Boarding Alighting Vol Stations Vol Boarding Alighting
(CSMT- (Gaimukh-
Gaimukh) CSMT)
2366 0 2366 CSMT Metro 0 0 7211
473 165 2674 Carnac Bunder 7211 2347 145
205 186 2693 Clock Tower 5009 120 392
655 294 3054 Wadi Bunder 5281 304 701
820 266 3608 Darukhana 5678 379 1226
95 4 3699 Coal Bunder 6525 7 151
546 19 4225 Hay Bunder 6669 42 221
257 403 4080 Sewri Metro 6848 427 1141
4683 755 8008 BPT Hospital 7563 1879 4172
1804 184 9627 Ganesh Nagar 9855 649 894
2336 1317 10646 Wadala RTO (Bhatkti 10100 320 12234
Park Metro)
2990 1002 12633 Wadala TT 22013 1330 6048
617 340 12910 Anik Nagar (Anik Nagar 26732 438 1064
Bus Dept)
1724 582 14052 Suman Nagar 27358 1433 2472
6210 2166 18096 Siddharth Colony 28397 5496 6137
1191 335 18952 Pestom Sagar 29038 496 1170
(Amar Mahal Junction)
254 2909 16297 Garodia Nagar 29712 7438 198
316 351 16261 Pant Nagar 22472 325 412
720 957 16023 Laxmi Nagar 22559 632 931
8156 1828 22351 Amrut Nagar 22859 4667 14815
(Shreyas Cinema)
1078 2404 21024 Ambewadi 33008 1300 2133
(Godrej Company)
915 2030 19910 Vikhroli Metro 33840 2513 996
594 1322 19181 Surya Nagar 32324 1182 609
4043 1829 21395 Gandhi Nagar 31751 1689 5355
892 215 22072 Naval Housing 35417 979 1006
235 472 21835 Bhandup Mahapalika 35443 951 335
1654 937 22552 Bhandup Metro 34828 1211 3017
1224 2436 21341 Nahur Metro 36635 8191 547
(Shagrila)
260 303 21297 Sonapur 28991 223 266
574 1038 20833 Mulund Fire Station 29034 1950 423
268 353 20749 Mulund Naka 27507 437 527
1245 2145 19849 Teen Hath Naka 27597 2580 1225
1073 1796 19126 RTO Thane 26242 1811 1994
1112 1784 18454 Thane Mahapalika Marg 26425 1589 1889
(Mahapalika Marg)
1713 2096 18071 Siddheshwar Lake 26725 2726 2183

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 ML 11: EXECUTIVE SUMMARY

Boarding Alighting Vol Stations Vol Boarding Alighting

(CSMT- (Gaimukh-
Gaimukh) CSMT)
(Cadbury Junction)
1069 2245 16895 Majiwada 26182 2728 1265
2508 1073 18331 KapurBawdi 24719 819 872
8046 4682 21695 Manpada 24771 8219 8506
1130 3545 19280 Patli Pada 25058 3963 2106
(Tikuji Ni wadi)
1118 2976 17421 Dongari pada 23201 3028 1669
0 2074 15348 Kavesar Gaon 21843 3209 0
(Vijay Garden)
600 0 15948 kasarvadavali 18634 13 738
1156 1495 15609 Gowniwada 19359 2621 1253
0 15609 0 Gaimukh 17991 17991 0
68921 68921 22552 PHPDT/Ridership 36635 100649 100648
Daily 1695705
Ridership

0.3 SYSTEM DESIGN

0.3.1 Permanent Way

0.3.1.1 Choice of Gauge

The issue of Broad Gauge vs. Standard Gauge for Metro in India has been debated
widely and the decision has been in favour of Standard Gauge. Even Delhi Metro
which started with Broad Gauge has switched over to Standard Gauge. It is
advantageous for many reasons as indicated below:

 In general alignment has to follow the road alignment, which has sharp curves.
Standard Gauge permits adoption of sharper curves.
 In Standard Gauge 1 in 7 and 1 in 9 turn-outs which occupy lesser length can be
used while in Broad Gauge 1 in 8 ½ and 1 in 12 turnouts are required.
 For Standard Gauge, optimized state-of-the-art rolling stock designs are available „of-
the-shelf‟ which is not so in case of Broad Gauge.
 Standard gauge has been adopted for metros all over the world. Due to large
market, constant up-gradation of technology takes place on a continued basis. This is
not available Broad Gauge.
 For same capacity gross weight of a metro coach is lower for Standard Gauge than
for Broad Gauge. Standard Gauge rolling stock thus results in recurring saving in
energy consumption during operation.
 Once technology for Standard Gauge coach gets absorbed and manufacturing base
for this setup in India, there will be considerable export potential for the coaches.

0.3.1.2 Track Structure

Two types of track structures are proposed for any Metro. The normal ballasted track
is suitable for At-Grade (surface) portion of Main Lines and in Depot (except inside
the Workshops, inspection lines and washing plant lines. The ballastless track is
recommended on viaducts as the regular cleaning and replacement of ballast at such
DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 9
 ML 11: EXECUTIVE SUMMARY

location will not be possible. Only in case of the depot, normal ballasted track is
proposed for adoption. From considerations of maintainability, riding comfort and also
to contain vibrations and noise levels, the complete track is proposed to be joint-less
and for this purpose even the turnouts will have to be incorporated in LWR/CWR.
The track will be laid with 1 in 20 canted rails and the wheel profile of Rolling Stock
should be compatible with the rail cant and rail profile.

0.3.2 Rail Section

Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg/m) rail section. Since main lines will have sharp
curves and steep gradients, the grade of rail on main lines should be 1080 Head
Hardened as per IRS-T- 12-2009. As these rails are not manufactured in India at
present, these are to be imported. For the Depot lines, the grade of rails should be
880, which can be easily manufactured indigenously.

0.3.3 Signalling and Train Control System

The Signalling and Train Control System shall provide the highest security level for
means of an efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train services on
the network.

The Proposed Corridor of Mumbai Metro Line 11 from Bhakti Park (Wadala) to CSMT
Metro is planned to be operated at maximum safe speed of 90 Km/hr. The trains are
to be maintained headway at every about 100 seconds. However, the signaling
System shall be designed at minimum 90 second headway in one direction.

0.3.3.1 Signalling System

It is expected to carry large number of passengers by maintaining shorter spacing
between trains requiring a very high level of safety enforcement and reliability. At the
same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.

The requirements of the Mumbai Metro Line 11 Corridor planned to be achieved by

adopting following basic principles of signaling System: -

 The Train Control and Monitoring shall be ensured from Centralized Traffic control
System located at Operation Control Centre (OCC). OCC equipment shall be
connected to station equipment room through optical fiber network.
 The CBTC (Communication based Train Control) based system shall be provided in
main line & depot (except workshop area) for train operation & primary mode of
detection. Secondary detection shall be through Axle Counter.
 Computer Based Interlocking System shall be designed on failsafe philosophy. In
case of failure of any equipment, the equipment shall fail on safe side or more
restrictive state. In such case the Signalling System shall authorized movement of
train in normal and degraded operations.
 Track side equipment shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.

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 Provide high level of safety with trains running at shorter headways ensuring
continuous safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
 Provide safety and enforce speed limit on the sections having permanent and
temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipment by monitoring
System status of trackside and train borne equipment and enabling preventive
maintenance.
 Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.
 For monitoring inside train saloon, signaling system shall provide radio transmission
media to transfer live streams to OCC controller on large video screen & MMI.
 To avoid any accident at platform, Integrated Passenger Gate shall be provided,
which will be a barrier between the track and platform accessible to passengers.
Signalling and Rolling Stock interfaces shall be provided for Passenger Gate System.

0.3.4 Telecommunication
The Telecommunication facilities proposed are helpful in meeting the requirements
for operation of trains:

1. Supplementing the Signalling system for efficient train operation.

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

The proposed Telecom system will cater to the following requirements:

 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 Ethernet & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains and from
Central Control to each station, Integrated Passenger Announcement System
 Train Traffic Control, Maintenance Control, Emergency Control, Assistance to
Train Traffic Control.
 Data Channels for Signalling, SCADA, Automatic Fare Collection
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 ML 11: EXECUTIVE SUMMARY

 Power Supply of Telecommunications, and

 Cables for Telecommunications etc.
0.3.5 Automatic Fare Collection
0.3.5.1 Metro System handles large number of passengers. Ticket issue and fare collection
play a vital role in the efficient and proper operation of the system. To achieve this
objective, ticketing system shall be simple, easy to use / operate and maintain, easy
on accounting facilities, capable of issuing single / multiple journey tickets,
amendable for quick fare changes and require overall less manpower. In view of the
above computer based automatic fare collection system is proposed. Seamless
ticketing is now being thought of for Mumbai Metro Rail.

Automatic Fare Collection system is recommended to be adopted as this will enable

the commuters to travel hassle free by different modes of transport viz. Metro,
suburban trains, buses, water transport (whenever introduced) and even taxies
without purchasing multiple tickets for each mode separately.

Automatic fare collection systems have the following advantages:

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

The proposed AFC system shall be of Contactless Smart Token / Card type. For
multiple journeys, the stored value smart card shall be utilized and for the single
journey, the smart media shall be as utilized as contactless smart token. The
equipments for the same shall be provided at each station counter / booking offices
and at convenient locations and will be connected to a local area network with a
computer in the Station Master‟s room. Equipment and installation cost of
Contactless Smart Card / Token based AFC system is similar to magnetic ticket
based AFC system, but Contactless system proves cheaper due to reduced
maintenance, less wear and tear and less prone to dusty environment.

It is proposed, the smart NCMC (National Common Mobility card) standard model for
implementation of AFC system in Mumbai Metro. The AFC system as per the
guidelines issued by Govt of India shall enable seamless travel by different metros
and other transport systems across the city besides retail shopping and purchases.

The AFC system shall support the EMV (Europay, MasterCard, and Visa) and RuPay
based open loop ticketing following the NCMC standard model for interoperability
with other operators by use of non-proprietary standard so that the interface is
scalable to other networks (transit operator/ retail outlets/parking/Toll etc) in Mumbai.

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The AFC equipments shall support EMV, RuPay, QR, NFC (Near field
communication) based ticketing, integration of clearing house, smart card host
system of Financial Institutions and integration of mobile application with AFC
system.

0.3.5.2 Gate
Retractable Flap Type/Paddle Type Control Gates are proposed which offer
high throughput, require less maintenance and are latest in modern systems
internationally. All these gates will have a functionality of Auto Top on smart
cards in case balance goes below the threshold value (as per choice /
business rule).

The gate should also capable to NFC enabled Mobile Tickets or any latest
type of Ticket media at the time of procurement/installation. The AFC system
shall provide access control solutions, offering both access control devised
and hardware which can be tailored to accept any ticket media readily
available in market (Barcode, QR code, NFC etc).

0.3.5.3 Ticket Vending Machine (TVM)

The TVM should provide the convenience for the passengers to procure ticket on
their own, without the need to queue at the ticket sale counter.

At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket

Vending Machines) are proposed. The TVM‟s will provide convenience to
passengers to avoid standing in queues at ticket booths and provide them
international standard service.

0.3.5.4 Ticket Reader/Add Value Machines

These machines will be used to know the Card/Token balance and can also be used
as Add value device in case payment for Card top up is made through alternate
Internet based channel like net banking, Credit/Debit card (Payment gateway) etc.

0.3.5.5 Recharge Card Terminal Machine (RCTM)

RCTM will be used to recharge the Card using Credit Card /Debit card /Pre Paid card
as well as bank Note

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

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

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

0.3.6 Rolling Stock:

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

0.3.6.1 The following optimum size of the coach has been chosen for this corridor as
mentioned below

Table 0.6 - Size of the coach

Length* Width Height
Driving Motor Car (DMC) 21.84 m 3.2 m 3.9 m
Trailer Car (TC) /Motor Car (MC) 21.74 m 3.2 m 3.9 m

*Maximum length of coach over couplers/buffers = 23 m

In order to maximize the passenger carrying capacity, longitudinal seating
arrangement shall be adopted.

Following train composition is recommended:

6-car Train: DMC+TC+MC+MC +TC+DMC
8-car Train (from the year 2031 onwards): DMC+TC+MC+MC+TC+MC+TC+DMC

Table 0.6A shows the carrying capacity of Medium Rail Vehicles.

Table 0.6A Carrying Capacity of Medium Rail Vehicles

Driving Motor Trailer
Particulars 6 Car Train 8 Car Train
car car/Motor car
Normal Crush Normal Crush Normal Crush Normal Crush
Seated 42 42 50 50 284 284 384 384
Standing 120 240 124 248 736 1472 984 1968
Total 162 282 174 298 1020 1756 1368 2352
NORMAL-3 Person/sqm of standee area
CRUSH -6 Person/sqm of standee area

The recommended performance parameters are:

Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration 1.0 m/s2 (with AW3 load)
1.2 m/s2 (with AW2 load)
Max. Deceleration 1.0 m/s2 (with AW3 load)
1.1 m/s2 (with AW2 load)
>1.35 m/s2(Emergency Brake)

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0.3.6.2 The important criteria for selection of rolling stock are as under:
(i) Proven equipment with high reliability
(ii) Passenger safety feature
(iii) Energy efficiency
(iv) Light weight equipment and coach body
(v) Optimized scheduled speed
(vi) Aesthetically pleasing Interior and Exterior
(vii) Low Life cycle cost
(viii) Flexibility to meet increase in traffic demand
(ix) Anti-telescopic

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

0.4 CIVIL ENGINEERING

0.4.1 Geometric Design Norms:

0.4.1.1The geometrical design norms are based on international practices adopted for
similar metro systems with standard gauge on the assumption that the maximum
permissible speed on the section is limited to 80kmph. The design parameters
related to the Metro system described herewith have been worked out based on a
detailed evaluation, experience and internationally accepted practices. Various
alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.

Desirable minimum horizontal curve radius specified is 200 m (elevated section) and
300 m (underground section) but in extreme cases it can be reduced to 120 m
(elevated section) and 200 m (underground section). Minimum curve radius at
stations is specified as 1000 m.

Vertical curves are to be provided when change in gradient exceeds 0.4%. However,
it is recommended to provide vertical curves at every change of gradient. Radii of
vertical curves are 2500 m desirable and 1500 m minimum.

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

0.4.1.2 Gradients
Normally stations should be on a level stretch. In limiting cases, stations may be on a
grade of 0.1%. In this proposed extension all stations are on level gradient.

Between stations, generally the grades may not be steeper than 2.0 %. However,
where existing road gradients are steeper than 2% or for Switch Over Ramps
gradient up to 4% (compensated) can be provided in short stretches on the main line.

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0.4.1.3 Design Speed

The maximum sectional speed will be 80 km/h. The scheduled speed has been taken
as 35 kmph.
0.4.2 Alignment
 First station of this extension is named as Chhatrapati Shivaji Maharaj Terminus
(CSMT) Metro and last station is Ganesh Nagar. Since this corridor is South-West
extension of Mumbai Metro corridor from Gaimukh to Wadala (Bhakti Park), thus
Ganesh Nagar is not a terminal station rather it is followed by Wadala (Bhakti Park)
Station.

 Chainage of Chhatrapati Shivaji Maharaj Terminus proposed metro station is taken

as 0.0 for reference and dead end chainage of this station as (-) 530 m.

 Total length of this extension is 12.774 km. It is proposed as partly elevated and
partly underground.

 Ten stations have been proposed on this extension of Gaimukh to Wadala (Bhakti
Park) corridor. Names of stations are Chhatrapati Shivaji Maharaj Terminus, Carnac
Bunder, Clock Tower, Wadi Bandar, Darukhana, Coal Bunder, Hay Bunder, Sewri
Metro, BPT Hospital and Ganesh Nagar. Attempt has been made to locate stations at
about a kilometer apart. However due to various considerations such as ridership,
accessibility, availability of land, design considerations etc; a few stations could not
be located at one km distance apart. The maximum and minimum inter station
distances are 2098.1 m and 851.1 m respectively. No additional depot has been
proposed for this extension. Same depot of Gaimukh to Wadala (Bhakti Park) metro
corridor, either at Owale or Gaimukh shall be used for this extension also after due
augmentation.

 This is an extension of Gaimukh to Wadala (Bhakti Park) corridor towards South-

West direction.

0.4.3 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. However effort has also been made to propose station
locations, such that inter station distances are as uniform as possible. The average
spacing of stations is close to one km.

All stations will be two level stations. For elevated stations, the concourse comprising
of passenger facilities and station facilities will be at lower level and the platforms on
the higher level, whereas, for underground stations, the concourse will be at higher
level and the platforms on the lower level. Stations on the road have been planned
cantilever leaving 10.5 m road width either side of the median.

0.4.4 Terminals

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Since this is an extension of Gaimukh to Wadala (Bhakti Park) corridor on Wadala

(Bhakti Park) end. Thus this section has only one terminal station as mentioned
below:

Chhatrapati Shivaji Maharaj Terminus

This Station is proposed to be underground. Scissors cross overs are proposed at
the rear end of station.

Scissors Crossovers
Scissors Crossovers will be provided at the terminal station viz. Chhatrapati Shivaji
Maharaj Terminus and before Wadala (Bhakti Park) station.

0.4.5 Depot
No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

0.4.6 Construction Methodology

0.4.6.1 Underground Construction

For the underground section running under the road, cut and cover method of the
underground construction can be employed for the construction of the underground
sections. However keeping in view the inconvenience to the traffic movement, it is
proposed to tunnel through by using Tunnel Boring Machine (TBM) or New Austrian
Tunneling Method (NATM) in the overburden soil mass. Tunnel excavation for a
major length of underground section is expected to be carried out by Tunnel Boring
Machines. There is some length along the underground alignment where Cut &
Cover method has been considered for construction before Switch Over Ramp
(SOR). Tunnel boring machines (TBMs) capable of drilling through rock with a
finished internal diameter of 5.6 m can be successfully employed for boring tunnels
through this stratum. The tunnels are proposed with a minimum cushion cover of 6.0
m.

0.4.6.2 Viaduct–Elevated Structure

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

Generally four types of Superstructure are used for construction of elevated section
of Metro Corridor, i.e. (i) Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder
and (iv) Double U Girder, depending upon characteristic of the corridor such as traffic
congestion on roads, available working space, etc.

In case of this extension of Gaimukh to Wadala (Bhakti Park) corridor of Mumbai

Metro, it is suggested to use Double U-Girder in the superstructure up to radius 300m

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and for Radius less than 300 m and at locations where point and crossing are to be
provided, it is suggested to use I-Girder.

0.4.7 Geo Technical Investigations

Type of Foundation ‐Considering the nature of soil, type of proposed structures and
expected loads on foundations, and the recommended type of foundations is
generally Pile Foundation, except at few locations where open foundation can be
provided, where rock level is up to 6 m below GL.

Depth of Foundation‐A foundation must have an adequate depth from

considerations of adverse environmental influences. It must also be economically
feasible in terms of overall structure. Keeping in view the type of the proposed
structure and the subsoil strata, the length of pile may be about 7.5 to 15 m as the
piles are to be socketted in rock.

Pile Foundation‐For the prevailing soil conditions and type of structures, bored
cast‐in‐situ piles of 1200 to 1500 mm diameter may be adopted.

Piles transmit foundation loads through soil strata of low bearing capacity to deeper
soil having a higher bearing capacity value. Piles carry loads as a combination of
side friction and point bearing resistance. The minimum diameter of pile should be
1000mm.

Piles are suitable due to the following specific advantages over spread footings/raft
foundation:

 Completely non‐displacement.
 Carry the heavy superstructure loads into or through a soil stratum. Both vertical and
lateral loads may be involved.
 Controls settlements when spread footing/raft foundation is on a marginal soil.
 Can resist uplift, or overturning.
 Applicable for a wide variety of soil conditions.

0.4.8 Utility Diversions

A number of utilities like sewer lines, water pipelines, gas pipelines, power and
communication cables etc. are there along and across the alignment. Some of these
will have to be diverted or bridged. Details are given in chapter 4 on Civil
Engineering.

0.4.9 Land
In order to minimise land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the road, which lie on the
corridor. But, at some locations the geometrics of the roads especially at road

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turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the
road would get affected. Further, some land is required for various purposes as
detailed below.

Land Requirement for following Major Components

 MRTS Structure (including Route Alignment), Station Building, Platforms,
Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.
 Receiving/Traction Sub-stations
 Radio Towers
 Temporary Construction Depots and work sites.
 Staff quarters, office complex and operation control centre(OCC)

0.4.9.1 Summary of Land Requirements

Abstract of land requirements for different components of this extension is given in

Table 0.8 and Table 0.9.

Table 0.8 Summary of Permanent Land Requirement (All figures in Sq. m)

S.No. Description Govt. Pvt.
1 Stations 12449.79 1556.28
2 Running Section 20584 6977
3 Ramp 3957 0
4 Depot 0 0
4 Staff Quarters 5000 0
Office Complex and
5 0 0
OCC
6 RSS 5600 0
7 Ventilation Shaft 800 0
8 Mid Shaft 0 0
9 Ancillary Structure 3150 450
Total 51540.79 8983.28

Total Permanent Land = 6.0524 ha

Permanent Land (Govt.) = 5.1541 ha
Permanent Land (Pvt.) = 0.8983 ha

Table 0.9 - Summary of Temporary Land Requirement (All figures in Sq. m)

S. No. Description Govt. Pvt.

1 Temporary Office/ Site Office 4000 0

2 Segment Casting Yard 40000 0
For construction of UG
3 Stations by cut and cover 0 7674
method
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Portion of alignment before

4 start of Ramp by cut and 4772 0
cover method
Total 48772 7674

Total land required for temporary acquisition is 4.8772 ha (Govt.) and 0.7674 ha
(Pvt.).

0.4.10 Safety & Security Systems

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

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

0.5 STATION PLANNING

The proposed Metro Corridor is from Chhatrapati Shivaji Maharaj Terminus (CSMT)
to Wadala (Bhakti Park). It is in the southern portion of the Mumbai. In fact this
corridor is the southward extension of Gaimukh-Kasarvadavali-Wadala Corridor of
Mumbai Metro.

This proposed extension of Gaimukh to Wadala Corridor consists of ten stations. Out
of these ten stations, eight are underground and two are elevated. CSMT Metro
station is proposed will be an Interchange Station. The placement of these stations
has been done considering Right of way, land availability, location, proximity to the
Institutions for better ridership and connectivity.

CSMT Metro station (underground) is proposed adjoining to an under-construction

underground station of Mumbai Metro Line-3.. At this location concourse of both the
stations are planned to be merged by entry structure connections. To attract
maximum pedestrian traffic, station locations are finalised at the traffic nodal points.

0.5.1 Salient features

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Salient features of a typical Metro Station are as follows:

1. The stations can be divided into public and non-public areas (those areas where
access is restricted). The public areas can be further subdivided into paid and unpaid
areas.

2. The platform level has adequate assembly space for passengers for both normal
operating conditions and a recognized abnormal scenario.

3. The platform level at elevated stations is determined by a critical clearance of 5.50-m

under the concourse above the road intersection, allowing 3.00-m for the concourse
height, about 2-m for concourse floor and 2.00-m for structure of tracks above the
concourse. Further, the platforms are 1.09-m above the tracks. This would make the
platforms in an elevated situation at least 14.0-m above ground.

4. The concourse contains automatic fare collection system in a manner that divides the
concourse into distinct areas. The 'unpaid area' is where passengers gain access to
the system, obtain travel information and purchase tickets. On passing through the
ticket gates, the passenger enters the 'paid area‟, which includes access to the
platforms.

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

determined by site constraints and passenger access requirements. However, it is
planned in 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.

6. Sufficient space for queuing and passenger flow has been allowed at the ticketing
gates.

7. Station entrances are located with particular reference to passenger catchment

points and physical site constraints within the right-of-way allocated to the MRTS.

8. Office accommodation, operational areas and plant room space is required in the
non-public areas at each station.

9. The DG set, bore well pump houses and ground tank would be located generally in
one area on ground.

10. The system is being designed to maximize its attraction to potential passengers and
the following criteria have been observed:

 Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
 Adequate capacity for passenger movements.

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 Convenience, including good signage relating to circulation and orientation.

 Safety and security, including a high level of protection against accidents.

11. Following requirements have been taken into account:

a. Minimum capital cost is incurred consistent with maximizing passenger

attraction.
b. Minimum operating costs are incurred consistent with maintaining efficiency and
the safety of passengers.
c. Flexibility of operation including the ability to adapt to different traffic conditions
changes in fare collection methods and provision for the continuity of operation
during any extended maintenance or repair period, etc.
d. Provision of good visibility of platforms, fare collection zones and other areas,
thus aiding the supervision of operations and monitoring of efficiency and safety.
e. Provision of display of passenger information and advertising.

12. The numbers and sizes of staircases/escalators are determined by checking the
capacity against AM and PM peak flow rates for both normal and emergency
conditions

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

14. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates
required to process the peak traffic from street to platform and vice-versa (these
facilities must also enable evacuation of the station under emergency conditions,
within a set safe time limit).

A list of accommodation required in the non-public area at each station is given

below: on
Table 0.10 Station Accommodation Requirements
Non Public Area –at Station
Station Control Room Fire Tank & Pump room
Platform Supervisor‟s Booth Staff Area
Station Master‟s Office UPS and Battery Room
Traction Substation Cleaner‟s Room
Information & Enquiries Security Room
Signaling Room Staff Toilets
Ticket Office Refuse Store
Communication Room Miscellaneous Operations Room
Ticket Hall Supervisor & Excess First Aid Room
Fare Collection (Passenger Office
Station Substation

0.5.2 Station Types

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Total Ten Stations have been planned on this extension. Out of Ten Stations, Eight
are Underground and Two are Elevated. Concourse of all elevated stations is
proposed along the roads with sufficient Right of way. The stations accommodate the
passengers from the eastern port area of Mumbai. Average inter-station distance is
1.27 km approximately varying from 0.85 km to 2.1 km depending upon the site,
operational and traffic constraints. List of Station is given in Table 0.11.

Table 0.11 List of Stations

S. Interstation
Station Name Chainage
No. Distance (m)
1 Chhatrapati Shivaji Maharaj Terminus 0.000
2 Carnac Bunder 1584.597 1584.597
3 Clock Tower 2473.963 889.366
4 Wadi Bundar 3620.461 1146.498
5 Darukhana 4598.000 977.539
6 Coal Bunder 5780.570 1182.570
7 Hay Bunder 6805.016 1024.446
8 Sewri Metro 7656.128 851.112
9 BPT Hospital 9754.193 2098.065
10 Ganesh Nagar 10722.095 967.902
Wadala(Bhakti Park) 12694.115 1972.020

0.6 TRAIN OPERATION PLAN

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:

 Selecting the most optimum frequency of Train services to meet sectional capacity
requirement during peak hours on most of the sections.
 Economical & optimum train service frequency not only during peak period, but also
during off-peak period.
 Optimization of train‟s reliability for achieving best possible availability on line.
 A train consists of 6 coaches which will be augmented to 8 coaches in future.
 Multi-tasking of train operation and maintenance staff.

List of stations for the Mumbai Metro Line from CSMT Metro to Gaimukh is given
below: -
Table 0.12 - Stations
CSMT METRO TO GAIMUKH
S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
0. Dead End -530
CHHATRAPATI SHIVAJI Interchange
1. 0.000 530.000 Underground
MAHARAJ TERMINUS Station
2. CARNAC BUNDER 1584.597 1584.597 Underground

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CSMT METRO TO GAIMUKH

S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
3. CLOCK TOWER 2473.963 889.366 Underground
4. WADI BUNDER 3620.461 1146.498 Underground
5. DARUKHANA 4598.000 977.539 Underground
6. COAL BUNDER 5780.570 1182.570 Underground
7. HAY BUNDER 6805.016 1024.446 Underground
8. SEWRI METRO 7656.128 851.112 Underground
9. BPT HOSPITAL 9754.193 2098.065 Elevated
10. GANESH NAGAR 10722.095 967.902 Elevated
Interchange
11. WADALA (BHAKTI PARK) 12694.115 1972.020 Elevated
Station
12. WADALA TT 13694.115 1000.00 Elevated
13. ANIK NAGAR BUS DEPOT 14555.725 861.61 Elevated
14. SUMAN NAGAR 15634.115 1078.39 Elevated
15. SIDDHARTH COLONY 16688.545 1054.43 Elevated
Interchange
16. AMAR MAHAL JUNCTION 18032.125 1343.58 Elevated
Station
17. GARODIA NAGAR 18630.655 598.53 Elevated
18. PANT NAGAR 20263.335 1632.68 Elevated
19. LAXMI NAGAR 21340.845 1077.51 Elevated
20. SHREYES CINEMA 21961.655 620.81 Elevated
21. GODREJ COMPANY 23124.475 1162.82 Elevated
22. VIKHROLI METRO 23847.595 723.12 Elevated
23. SURYA NAGAR 24852.365 1004.77 Elevated
Interchange
24. GANDHI NAGAR 25854.475 1002.11 Elevated
Station
25. NAVAL HOUSING 26546.355 691.88 Elevated
26. BHANDUP MAHAPALIKA 27325.695 779.34 Elevated
27. BHANDUP METRO 28374.525 1048.83 Elevated
28. SHANGRILA 29218.175 843.65 Elevated
29. SONAPUR 30608.935 1390.76 Elevated
30. MULUND FIRE STATION 31721.915 1112.98 Elevated
31. MULUND NAKA 33070.015 1348.10 Elevated

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CSMT METRO TO GAIMUKH

S. Chainage Inter – Station Station
Name of Station Remarks
No (in m) Distance (in m) Type
32. TEEN HAATH NAKA Elevated
34306.365 1236.35
(THANE)
33. RTO THANE 34984.905 678.54 Elevated
34. MAHAPALIKA MARG 36020.875 1035.97 Elevated

35. CADBURY JUNCTION 36813.585 792.71 Elevated

36. MAJIWADA 37637.875 824.29 Elevated

37. KAPURBAWDI 39027.135 1389.26 Elevated

38. MANPADA 39892.515 865.38 Elevated

39. TIKUJI-NI-WADI 40668.165 775.65 Elevated

40. DONGARI PADA 42133.765 1465.60 Elevated

41. VIJAY GARDEN 43042.635 908.87 Elevated

42. KASARVADAVALI 44116.205 1073.57 Elevated

43. GOWNIWADA 45501.145 1384.94 Elevated

44. GAIMUKH 46784.235 1283.09 Elevated

45. Dead End 47684.235 450.00

0.6.1 Salient Features

 Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell
time of 30 seconds,
 Make up time of 5-10% with 8-12% coasting.
 Scheduled speed for these corridors has been considered as: 35 kmph.

0.6.2 Train Formation

To meet the above projected traffic demand, the possibility of running trains with
composition of 6 and 8 cars with different headway has been examined.

Composition
DMC : Driving Motor Car
TC : Trailer Car
MC : Motor Car

Capacity (@ 6 passengers per square meter of standee area)

Driving Motor Car (DMC) -282 (42 seated + 240 standing)
Trailer Car (TC) -298 (50 seated + 248 standing)
Motor Car (MC) -298 (50 seated + 248 standing)
6 Car Train - 1756 (284 seated + 1472 standing)
8 Car Train - 2352 (384 seated + 1968 standing)

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0.6.3 Year-Wise Rake Requirement

Based on the projected PHPDT demand, Train operation plan with train carrying
capacity @ 6 persons per square meter of standee area for the Mumbai Metro
Line: CSMT Metro-Gaimukh‟ for the year 2021 and 2031 is given below.

The PHPDT capacity provided on the route in different years of operation is

tabulated below:

Table 0.13: Capacity Provided for CSMT Metro-Gaimukh

Head- Total Provision for Additional PHPDT
Rake Total No. Max. PHPDT
Sections Year way No. of No. of cars in No. of cars Capacity
Consist of Cars** Demand
(min) Rakes DPR of Sep’17 for Line- 11 Available
CSMT Metro to
Bhakti Park and 16209
6.50 17460
Kapurbawdi to (20677*)
2021 46 6-car 276 232 44
Gaimukh
Bhakti Park to 32418
3.25 32460
Kapurbawdi (41354*)
CSMT Metro to
Bhakti Park and 21711
6.50 25058
Kapurbawdi to 2031 46 8-car 368 264 (27692*)
104
Gaimukh
Bhakti Park to 36635 43422
3.25
Kapurbawdi (55385*)
* @ 8 persons per square meter of standee area
** Total No. of cars shown above are the total cars calculated as per PHPDT data.
# Additional cars requirement for Line-11 has been calculated after subtracting provision for no. of cars in
previous Line-4 (Bhakti Park - Gaimukh) DPR (Sep’17) from the total car requirements.

0.7 MAINTENANCE DEPOT

0.7.1 Depot- Cum- Workshop

It is proposed to establish one depot- cum- workshop with following functions:

(i) Major overhauls of all the trains.

(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipment.

The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum- workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate one
train set of 8 - Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate one train of 8 - Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming
adequate space availability. In case of space constraints, if any, stabling facilities
may need to be created at terminal stations or elsewhere (preferably as close to
depot as possible) to cater to the required stability facilities.
(v) In case of space constraint for depot two storeyed Stabling lines can also be planned.

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In broad terms, based on the planned Rolling Stock requirements, this chapter
covers conceptual design on following aspects and will work as a guide for detailed
design later:

 Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
 Operational and functional safety requirements.
 Ancillary buildings for other maintenance facilities.
 Electrical & Mechanical Services, power supply and distribution system.
 Water Supplies, Drainage & Sewerage.

0.7.2 Maintenance Philosophy

 Monitoring of the performance of all key Rolling Stock equipment by suitable
advanced condition monitoring techniques available. The concept is to evolve the
need based maintenance regime, which can be suitably configured in the form of
schedules like daily check, “A” checks, “B” type checks, “IOH” and “POH”.
 Labour intensive procedures are kept to the minimum. Automation with state of the
art machinery to ensure quality with reliability.
 Increase in the periodic maintenance intervals with predictive maintenance based on
condition monitoring.
 Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
 Periodic review of maintenance practices to update replacement cycle of critical
components based on experience.
 Energy conservation is given due attention.

0.8 POWER SUPPLY

0.8.1 Electricity is required for operation of Metro system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, fire fighting, ventilation
fan & air-conditioning etc) and workshops in depots & other maintenance
infrastructure within premises of metro system. The power requirements of Wadala
(Bhakti Park) to CSMT Metro are determined by peak-hour demands of power for
traction and auxiliary applications. Broad estimation of auxiliary and traction power
demand is made based on the following parameters: -

(i) Specific energy consumption of rolling stock at Pantograph/ Current Collector – 50

kWh/1000 GTKM for 25 kV ac system as per MOUD guideline.
(ii) Elevated/at –grade station load – initially 250 kW, which will increase to 300 kW in
the year 2031.
(iii) Auxiliary load of Underground station is of the order of 2200 kW initially, which will
increase to 2500 kW in the year 2031.
(iv) Depot auxiliary load - initially 2000 kW, which will increase to 2200 kW in the year
2031.

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Keeping in view of the train operation plan and demand of traction and auxiliary
power, power requirements projected for the year 2021 and 2031 are summarized in
table 0.14 below:

Table 0.14 Power Demand Estimation (MVA)

Year
Corridor Load
2021 2031
Line 11: Wadala (Bhakti Park) to Traction 4.96 MVA 6.62 MVA
CSMT Metro (8 Underground & 2 Auxiliary 22.67 MVA 25.82 MVA
Elevated, 12.77 km) Total 27.63 MVA 32.44 MVA

0.8.2 Sources of Power Supply

The high voltage power supply network of Mumbai city was studied in brief. The city
has 220, 110 and 100 kV network to cater to various types of demand in vicinity of
this section.

The Mumbai Metro Corridors from Wadala (Bhakti Park) to CSMT Metro is 12.774
Km, which is Extension for Line 4 Corridor of Mumbai Metro Network from Gaimukh
to Wadala (35 Km, 34 Elevated stations).

As per the Detailed Project Report for Line 4 Corridor from Gaimukh to Wadala (35
km, 34 Elevated stations), three RSS are planned at following locations:

a) At Gaimukh Depot,
b) Near RTO Thane Station and
c) Near Ghatkopar or Chembur Station.

In view of above planned Receiving Sub-Stations, one Receiving Sub-stations is

proposed to cater to load of Wadala (Bhakti Park) to CSMT Metro Section. One RSS
will be set up near Sewri Metro Station and the proposed RSS near Ghatkopar or
Chembur Station of Gaimukh to Wadala Corridor (Line 4) will be augmented for
Emergency Supply in case of Failure of RSS near Sewri Metro Station.

This is an economical solution without compromising reliability. It is proposed to

receive power supply for traction as well as auxiliary services from the following grid
sub-stations of M/s TATA Power Ltd. at 110 kV voltage through cable feeders:

Table 0.15 Sources of Power Supply

Approx.
Grid sub-station (GSS) Location of RSS
S. No. Corridor length b/w
(Input voltage) of Metro Authority
GSS & RSS
220/110 kV Parel Grid
Sub-station or 220/110
Wadala (Bhakti Park) Near Sewri Metro
1. kV Proposed Wadala 2 to 3 km
to CSMT Metro Station
Grid Substation of M/s
TATA

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*Note: Proposed RSS of near Ghatkopar or Chembur Station of Gaimukh to Wadala

Corridor (Line 4) will be augmented to meet the additional requirement of this
Corridor.

DMRC has done a joint survey/ meeting with M/s MMRDA and M/s TATA Power
Company Ltd on 04.06.18 & 05.06.18 for this section for feasibility of Power Supply.
Accordingly, availability of power supply has been planned and tabulated above.
Projected Power demand is calculated on each RSS and furnished below: -

Table 0.16– Power Demand projections for various sources

Peak demand – Peak demand** –
Corridor Input Source Normal (MVA) Emergency (MVA)
Year (2021) Year (2031) Year (2021) Year (2031)
RSS Near Sewri Metro Station
Traction 4.96 6.62 9.21 11.39
Auxiliary 22.67 25.82 25.04 29.22
Wadala (Bhakti Sub-total (A) 27.63 32.44 34.25 40.61
Park) to CSMT
Metro RSS Near Ghatkopar or Chembur
Traction 8.49 9.53 13.45 16.15
Auxiliary 4.73 6.74 27.40 32.56
Sub-total (B) 13.22 16.27 40.85 48.71
**In case of failure of other source of power

0.8.3 Various options of Traction system

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

In view of techno-economic considerations, 25 kV AC traction system is suggested

for Chhatrapati Shivaji Maharaj Terminus (CSMT) to Wadala (Bhakti Park) (12.774
km) corridor.

0.8.4 Standby Diesel Generator Set

In the unlikely event of simultaneous tripping of all the input power sources or grid
failure, the power supply to stations as well as to trains will be interrupted. It is,
therefore, proposed to provide a standby DG set of 160 kVA capacity at the elevated
& 2X900 kVA capacity for underground stations respectively. The requirement of
900/1000 kVA DG set at underground station is dispensable if two 33/0.415 kV
Auxiliary Sub-Stations are fed from two different Receiving Sub-Stations which are
taking supply from different Grid Sub-Stations. This arrangement will comply with the
requirements of NFPA 130, 70 and 110. In view of this, 380 kVA DG Set capacity at
each underground station is sufficient for firefighting system and Emergency Lighting
and Fire detection & Alarm System.

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

UPS Supply to also be considered for following emergency services:

 Emergency Lighting
 Fire Detection & Fire Alarm system.
 Station Control Room
 Control Supply

0.8.5 Supervisory control and Data Acquisition (SCADA) system

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

Digital Protection Control System (DPCS) is proposed for providing data acquisition,
data processing, overall protection control, interlocking, inter-tripping and monitoring
of the entire power supply system consisting of 33 kV AC switchgear, transformers,
25 kV ac switchgear and associated electrical equipment. DPCS will utilize
microprocessor-based fast-acting numerical relays & Programmable Logic
Controllers (PLCs) with suitable interface with SCADA system.

0.8.6 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.

0.8.7 Electric Power Tariff

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges
of the Metro System, which constitutes about 30-38% of total annual working cost.
Therefore, it is the key element for the financial viability of the Project. The annual
energy consumption is assessed to be about 72.08 million units in initial years 2021,
which will be about 85.74 million Units in the year 2031. In addition to ensuring
optimum energy consumption, it is also necessary that the electric power tariff be
kept at a minimum in order to contain the O & M costs. Therefore, the power tariff for
Mumbai Metro should be at effective rate of purchase price (at 110 kV voltage level)
plus nominal administrative

Charges i.e. on a no profit no loss basis. The power tariff of Maharashtra Electricity
Regulatory Commission for M/s TATA power Company for FY 2017 – 18 demand
charges Rs 240/ kVA per month and energy charges Rs 7.13/ kWh for TATA
company Ltd. It is proposed that Government of Maharashtra takes necessary steps

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to fix power tariff for Mumbai Metro at “No Profit No Loss” basis. Similar approach
has been adopted for Delhi Metro.

0.9 TUNNEL VENTILATION AND AIR-CONDITIONING SYSTEM

This chapter covers the Ventilation and Air-conditioning (VAC) system requirements
for the underground sections of the proposed corridor from CSMT Metro to Wadala
(Bhakti Park). VAC System includes the following:
 Station Air-conditioning System
 Smoke Management System
 Tunnel Ventilation System
 Control and Monitoring facilities

0.9.1 Requirement for Ventilation and Air Conditioning

The underground stations are 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 ventilation and air-
conditioning in the stations and inside the tunnel for the purpose of:

 Supplying fresh air for the physiological needs of passengers and the official;
 Removing body heat, obnoxious odors and harmful gases like carbon dioxide
exhaled during breathing;
 Preventing concentration of moisture generated by body sweat and seepage of water
in the tunnel;
 Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, transformer, 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, Elevators, Escalators, Automatic Fare Collection Gates etc. working in the
stations;
 Removing heat from air conditioning plant and Station sub-station and other
equipments.

This large quantity of heat generated in M.R.T. underground stations cannot be

extracted by simple ventilation. 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 to be appropriate. In winter season
it may not be necessary to warm the ventilating air as the heat generated by the
equipments within the station premises would be sufficient to maintain the comfort
requirement.

0.9.2 Internal Design Conditions in Underground Stations

With tropical humid ambient conditions of Mumbai, it is essential to maintain
appropriate conditions in the underground stations in order to provide a comfort and

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pollution-free environment. The plant capacity and design of VAC system needs to
be optimized for the “Designed inside Conditions”.

The patrons will stay for much shorter durations in 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 is given out 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 condition in earlier corridor
of Mumbai and other Metro, in this criteria comfort is defined as the function of
temperature and the air velocity experienced by a person. An index named RWI
(Relative Warmth Index) has been adopted for metro designs worldwide. This index
depends upon the transient condition of the metabolic rate and is evaluated based on
the changes to the surrounding ambient 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 underground section where the train headway is expected to
be six minutes or less, then RWI is the preferred criterion.

0.9.3 Design parameters for VAC system

Based on the above discussion, the following VAC system design parameters are
assumed in the present report.

(1) Outside ambient conditions

Based upon ISHRAE-2017 recommended design conditions for 1% criteria is as
under

Summer : 34.9 DB, 23.1 WB

Monsoon: 30.9 DB, 27.4 WB

For Mumbai Metro Underground Corridor it is suggested to use 1% criteria, which is

defined as the conditions, when the DB or WB temperatures are likely to exceed for
only 1% of the total time.

1. Inside design conditions

a. Platform and Concourse areas: 27oC at 55% RH

2. Tunnel design conditions

a. Normal conditions Max. average temperature DB 40oC
b. Congested conditions Max. stratified temperature DB 50oC

3. Minimum fresh air

a. 10% or 18 cmh/person (In station public areas)

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0.10 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

0.10.1 Objective and Scope of the Study

The objective of the study is to facilitate the Mumbai Metropolitan Region
Development Authority (MMRDA) evaluate the environmental impacts of its proposed
activity. MMRDA proposes to apply for loan to seek financial support from multilateral
fundinng agencies. The scope of EIA includes the impacts resulting from pre-
construction, during construction and operation phases of CSMT Metro- Wadala
(Bhakti Park) Metro corridor at Mumbai. In addition, it is proposed to establish
environmental baseline and safeguard measures for protection of environment for
sustainable development during project cycles. The MoEF, Government of India,
Notification of 14th September 2006 and its amendment dated 1st December 2009
enlist projects in Schedule that require environmental clearance. However, as per the
said notification Railway/ Metro projects do not require environmental clearance from
MoEF.

0.10.2 Approach and Methodology

The MMRDA has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimum disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The final
alternative was fixed based on Technical Feasibility, Socio-economic acceptability,
and Environmental sustainability for Metro Corridors. The environmental study is
carried out for the alignment proposed by MMRDA. The impacts are assessed for
various phases of project cycle namely:

 Impacts due to project location,

 Impacts due to project design,
 Impacts due to project construction, and
 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of management and
monitoring programs were estimated and budgeted for.

The standard methodology for the data collection, impact assessment and
formulation of management plans is adopted. The national acts, legislation and laws
along with guidelines were consulted with a view to ensuring compliance with various
requirements. Environmental baseline data for environmental attributes from primary
and secondary sources were collected and compiled. The primary sources include
site visits, visual inspection, field studies, monitoring and analysis.

0.10.3 Environmental Scoping

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for

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various/environmental attributes so as to compute the impacts that are likely to arise

due to proposed project.

The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the proposed
project:

 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.
0.10.4 Environmental Impacts
This section identifies and appraises the negative impacts on various aspects of the
environment likely to result from the proposed development. It is pertinent to mention
that the negative environmental impacts listed below are based on the assumption
that no negative impact mitigation measure or benefit enhancements are adopted.

 Land Environment
 Water Environment
 Air Environment
 Noise Environment
 Biological Environment
 Socio-Economic Environment

The impacts on the above environmental components have been further assessed
during various phases of project cycle namely project location, project design,
construction and operation.

0.10.5 Environmental Management Plan

The Mumbai Metro Project will provide employment opportunity, quick mobility
service and safety, traffic congestion reduction, less fuel consumption and air
pollution on one hand and problems of muck disposal, traffic diversion, utility
dislocation etc. on the other hand. The most reliable way to ensure that the plan will
be integrated into the overall project planning and implementation is to establish the
plan as a component of the project. This will ensure that it receives funding and
supervision along with the other investment components. For optimal integration of
EMP into the project, there should be investment links for:

 Funding,
 Management and training, and
 Monitoring.

The purpose of the first link is to ensure that proposed actions are adequately
financed. The second link helps in embedding training, technical assistance, staffing

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and other institutional strengthening items in the mitigation measures to implement

the overall management plan. The third link provides a critical path for
implementation and enables sponsors and the funding agency to evaluate the
success of mitigation measures as part of project supervision, and as a means to
improve future projects.

0.10.6 Environmental Monitoring Plan

Environmental monitoring plan has been developed for construction as well as
operation phase so as to maintain and regulate the project activities keeping
environment safe.

0.11 MULTI MODAL TRAFFIC INTEGRATION

This is extension of Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park) at
Wadala(Bhakti Park) end. It is being extended from Wadala to CSMT Metro and
length of this extension is 12.774 km. It is partly underground and partly elevated.
Total Ten stations have been provided out of which eight are underground and two
are elevated.

It will be augmented through enhanced flexibility of criss-cross interchanges to other

metro corridors and other modes of public transport. It will reduce the travel time of
commuters. While Metro is a high capacity mode of transport, the need for integration
with other secondary/intermediate transport mode is getting highlighted more than
ever to ensure a seamless journey. This concept is to provide first mile and last mile
connectivity to the commuters with their places of stay. With top priority to this issue,
MoUD has laid down policy guidelines to include the need and provisioning of all
public, IPT and private modes in the DPRs for the Metro Rail Systems.

The share of various modes of secondary/intermediary mode of travel is complex and

debatable issue which is dependent on a large number of variables like available
road width, penetration in the residential areas, Road condition, distance from the
Metro Stations, availability of parking and lay out and availability of circulating areas
at the Metro Rail Stations, Business centre or Market & existing traffic densities.
These factors relate with each other and evolve with development of new model mix
of transport, infrastructure and changes with the passage of time. Even though for a
given urban transport scenario, optimal mode share may be determined from
computer based models but actual optimal mode share is never achievable on the
road due to dynamic nature of demand and supply of transport modes.

0.11.1 Way Forward

There is a need for providing a transportation system which is seamlessly integrated
across all modes and provides first mile as well as last mile connectivity. It is also
necessary that various public transportation modes including Inter-mediate Public
Transport (IPT) and feeder buses etc. work together in order to facilitate increase in
ridership to the Metro/Metro system and provide ease of using Metro system by the
public at large.

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Therefore, there is a need for doing more scientific study exclusively for this. To
achieve this goal, Metro Stations influenced zone need to be defined which can be
taken as approximately 5 kms for the motorized traffic and 1.5 km. for
pedestrian/cyclists. Detailed Study is required to be done in this influenced zone of a
Metro station for following aspects mainly:

i) Availability and review of existing public and IPT facilities, in terms of motorized
and non-motorised mode with main consideration of the streets/roads adjoining to
the stations and also to examine adequacy of availability of pedestrians/cycle
paths in the influenced zone.

ii) Analysis and identification of gaps between supply and demand in terms of
feeder facilities and other requirements for better first and last mile connectivity.

iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrians

tracks, bike sharing arrangement for each Metro station to be finalised.

iv) Proposal for better integration of Metro station with other mode of transport, such
as relocation of existing bus stop, introduction of new bus stop, bus base etc.

v) Cost of the requirements namely road widening including roads for

pedestrian/cycle paths, feeder buses based on the outcome of the study.

The detailed study and requirement for providing first mile as well as last mile
connectivity to the Metro users will be carried out separately and the same should be
in place before the commercial operation of the Metro services for the benefit of the
users as well as for better ridership and the financial viability of the project.

0.12 FRIENDLY FEATURES FOR DIFFERENTLY ABLED

The objective of making this chapter is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure

including related facilities and services, information, etc. would benefit people using
public transport.

The access standards given here are extracted from Indian Roads Congress Code,
IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011
and National Building Code, 2005. Central Public Works Department‟s (CPWD)
“Harmonised Guidelines and Space Standards for Barrier Free Built Environment for
Persons with Disabled and Elderly Persons”, 2016 (by MoUD), and international best
practices / standards.

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Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge
etc. to achieve a seamless development around Metro stations.

0.12.1 Contents
1. Metro Rail Station
 Way finding
 Signage
 Automated Kiosks
 Public Dealing Counters
 Audio-visual Displays
 Public Telephones
 Rest Areas/Seating
 Tactile Paving - Guiding & Warning
 Doors
 Steps & Stairs
 Handrails
 Ramps
 Lifts/Elevators
 Platform/Stair Lift
 General and Accessible toilets
 Drinking Water Units
 Visual Contrasts
 Emergency Egress/Evacuation

2. Street Design
 Footpath (Sidewalk)
 Kerb Ramp
 Road Intersection
 Median/Pedestrian Refuge
 Traffic Signals
 Subway and Foot Over Bridge

3. Alighting and Boarding Area

 Approach
 Car Park
 Drop-off and Pick-up Areas
 Taxi/Auto Rickshaw Stand
 Bus Stand/Stop

0.13 SECURITY MEASURES FOR A METRO RAIL SYSTEM

Metro Rail System is emerging as the most favoured mode of urban transportation
system. The inherent characteristics of Metro Rail System make it an ideal target for

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terrorists and miscreants. Metro Rail System is typically open and dynamic systems
which carry thousands of commuters. Moreover the high cost of infrastructure, its
economic importance, being the life line of city high news value, fear & panic and
human casualties poses greater threat to its security. Security is a relatively new
challenge in the context of public transport. It addresses problems caused
intentionally. Security differs from safety which addresses problems caused
accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder,
vandalism and assault to the terrorist threat.

0.13.1 Three Pillars of Security

Security means protection of physical, human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars
of security as mentioned under:

(i) The human factor

(ii) Procedures
(iii) Technology

0.13.2 Phases of Security

There are three phases of security as under:

(i) Prevention
(ii) Preparedness
(iii) Recovery

0.14 DISASTER MANAGEMENT MEASURE

0.14.1 Introduction
“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation.” Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area”. As per World Health Organization (WHO):

“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”

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A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.

0.14.2 Need for Disaster Management Measures

The effect of any disaster spread over in operational area of Metro Rail System is
likely to be substantial as Mumbai Metro will be dealing with thousands of
passengers daily. Disaster brings about sudden and immense misery to humanity
and disrupts normal human life in its established social and economic patterns. It has
the potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro Rail
System. Therefore there is an urgent need to provide for an efficient disaster
management plan.

0.14.3 Objectives
The main objectives of this Disaster Management Measures are as follows:

 Save life and alleviate suffering.

 Provide help to stranded passengers and arrange their prompt evacuation.
 Instill a sense of security amongst all concerned by providing accurate information.
 Protect Metro Rail property.
 Expedite restoration of train operation.
 Lay down the actions required to be taken by staff in the event of a disaster in VMRT
in order to ensure handling of crisis situation in coordinated manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is important
that these officials and workers are adequately trained in anticipation to avoid any
kind of confusion and chaos at the time of the actual situation and to enable them to
discharge their responsibilities with alertness and promptness.

0.14.4 Provisions at Metro Stations/Other Installations

To prevent emergency situations and to handle effectively in case „one arises‟ there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.

(A) Fire Detection and Suppression System

(B) Smoke Management
(C) Environmental Control System (ECS)
(D) Track-Way Exhaust System (TES)
(E) Station Power Supply System
(F) DG Sets & UPS
(G) Lighting System
(H) Station Area Lights

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(I) Seepage System

(J) Water Supply and Drainage System
(K) Sewage System
(L) Any Other System Deemed Necessary

The above list is suggestive not exhaustive actual provisioning has to be done based
on site conditions and other external and internal factors.

0.15 COST ESTIMATE

Project Cost estimates for Mumbai Metro Line No. 11 from Wadala (Bhakti Park) to
CSMT Metro has been prepared covering civil, electrical, signaling and
telecommunication works, rolling stock, environmental protection, rehabilitation,
considering 25 kV AC traction etc. at March 2018 price level.

The overall Capital Cost of Mumbai Metro Line-11 from Wadala (Bhakti Park) to
CSMT Metro at March 2018 price level works out to Rs. 6135 Crores excluding
applicable Taxes & Duties of Rs. 950 crores for Option-I and Rs. 3248 Crores
excluding applicable Taxes & Duties of Rs. 474 crores for Option-II as tabulated
hereunder.
Table 0.17 – Summary of Cost Estimate
Capital Cost Taxes & Duties Total
Name of the section Option
(Rs. Crore) (Rs. Crore) (Rs. Crore)
Wadala(Bhakti Park) to I 6135 950 7085
CSMT Metro II 3248 474 3722

Option-I: 8 Underground Stations and 2 Elevated Stations

Table 0.18 A - Capital Cost Estimate

Total length = 12.774 km
Ramp = 0.427 km; UG C&C = 0.236 km; UG TBM = 8.316 km; Elevated = 3.795 km
Total Station =10, Elevated = 2 & UG = 8
March 2018 level
S. Amount (Rs. in Cr.)
Item
No. Without taxes
1.0 Land and R & R incl. Hutments etc. 280.36
2.0 Alignment and Formation 1405.74
3.0 Station Buildings 2878.62
4.0 Depot Augmentation 19.63
5.0 P-Way 141.20
Traction & power supply incl. OHE , ASS etc. Excl. lifts &
6.0 187.82
Escalators
7.0 Signalling and Telecom. 215.12
Misc. Utilities, roadworks, other civil works such as median
8.0 95.66
stn. signages Environmental protection
9.0 Rolling Stock (3.2 m wide Coaches) 396.00
10.0 Capital expenditure on security 5.24

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S. Amount (Rs. in Cr.)

Item
No. Without taxes
11.0 Staff quarter for O & M 31.81
12.0 Capital expenditure on Multimodal Traffic Integration 26.50
13.0 Total of all items except Land 5455.96
General Charges incl. Design charges @ 5 % on all items
14.0 272.80
except land#
15.0 Total of all items including G. Charges except land 5728.76
16.0 Contingencies @ 3 % 171.86
17.0 Gross Total 5900.62
Cost without land 5901
Cost with land including contingencies on land 6135

Table 0.18 B - Details of Taxes and Duties

Basic Customs duty = 5.1500
CGST Customs Duty = 9.4635
SGST Customs Duty = 9.4635
Total Customs Duty = 24.0770
General IGST = 12
General CGST = 6
General SGST = 6

Taxes and duties

Total cost
Total Taxes
S. without Total Total GST
Description & Duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)

1 Alignment & Formation

Underground 1215.37 87.79 102.09 189.88
Elevated 190.36 22.84 22.84
2 Station Buildings
a) Underground station-
2118.96 153.05 177.99 331.05
civil works
b) Underground station-
581.44 70.00 34.89 104.88
EM works
Elevated station - civil
70.88 8.51 8.51
works
Elevated station-EM
18.10 0.87 1.74 2.61
works
3 Depot
Civil works 7.85 0.57 0.66 1.23
EM and M&P works 11.78 0.57 1.70 2.26
4 P-Way 141.20 27.20 5.08 32.28
5 Traction & power supply
Traction and power
187.82
supply 18.09 20.29 38.37
6 S and T Works
S&T 159.68 30.76 5.75 36.50
AFC 55.44 10.01 2.49 12.51

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 ML 11: EXECUTIVE SUMMARY

PSD 89.24 17.19 3.21 20.40

7 R & R hutments 52.63 6.32 6.32
8 Misc.
Civil works 111.98 0.00 13.44 13.44
EM works 47.23 0.00 8.50 8.50
9 Rolling stock 396.00 57.47 5.86 63.33
Rent on Temporary
34.85 6.27 6.27
10 Land
11 General Charges 272.80 49.10 49.10
Total 5763.61 473.56 476.73 950.29

Total taxes & Duties 950

Rate of Taxes & Duties on Total cost without taxes & duties 16.49%
Total Central GST & Basic Customs duty 525.79
Total State GST 424.50
Total Taxes & Duties 950.29
Option-II: 1 Underground Station and 9 Elevated Stations

Table 0.19 A - Capital Cost Estimate

Total length = 12.774km UG = 2.2 km; Elevated = 10.574km
Total Station =10, Elevated = 9 & UG = 1
March 2018 level
S. Amount (Rs. in Cr.)
Item
No. Without taxes

1.0 Land and R & R incl. Hutments etc. 280.36

2.0 Alignment and Formation 827.87
3.0 Station Buildings 784.92
4.0 Depot Augmentation 19.63
5.0 P-Way 141.20
Traction & power supply incl. OHE , ASS etc. Excl. lifts &
6.0 161.83
Escalators
7.0 Signalling and Telecom. 221.56
Misc. Utilities, roadworks, other civil works such as median stn.
8.0 116.75
signages Environmental protection
9.0 Rolling Stock (3.2 m wide Coaches) 396.00
10.0 Capital expenditure on security 5.24
11.0 Staff quarter for O & M 31.81
12.0 Capital expenditure on Multimodal Traffic Integration 26.50
13.0 Total of all items except Land 2785.94
General Charges incl. Design charges @ 5 % on all items
14.0 139.30
except land#
15.0 Total of all items including G. Charges except land 2925.23
16.0 Contingencies @ 3 % 87.76
17.0 Gross Total 3012.99
Cost without land 3013
Cost with land including contingencies on land 3248

Table 0.19 B - Details of Taxes and Duties

Basic Customs duty = 5.1500
CGST Customs Duty = 9.4635
SGST Customs Duty = 9.4635

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 42
 ML 11: EXECUTIVE SUMMARY

Total Customs Duty = 24.0770

General IGST = 12
General CGST = 6
General SGST = 6

Total cost Taxes and duties

Total Taxes
S. without Total Total GST
Description & Duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)
1 Alignment & Formation
Underground 342.15 24.71 28.74 53.45
Elevated 485.72 58.29 58.29
2 Station Buildings
a) Underground station-
264.87 19.13 22.25 41.38
civil works
b) Underground station-
72.68 8.75 4.36 13.11
EM works
Elevated station - civil
305.94 36.71 36.71
works
Elevated station-EM
81.45 3.92 7.82 11.74
works
3 Depot 0.00 0.00 0.00
Civil works 0.00 0.00 0.00 0.00
EM and M&P works
4 P-Way 7.85 0.57 0.66 1.23
5 Traction & power supply 11.78 0.57 1.70 2.26
Traction and power
141.20 27.20 5.08 32.28
supply
6 S and T Works
S&T 161.83 15.59 17.48 33.06
AFC
PSD 159.68 30.76 5.75 36.50
7 R & R hutments 61.88 11.17 2.78 13.96
8 Misc. 59.98 11.55 2.16 13.71
Civil works 52.63 6.32 6.32
EM works
9 Rolling stock 111.98 0.00 13.44 13.44
Rent on Temporary
68.32 0.00 12.30 12.30
10 Land
11 General Charges 396.00 57.47 5.86 63.33
Total 2960.08 211.39 263.03 474.43

Total taxes & Duties 474

Rate of Taxes & Duties on Total cost without taxes & duties 16.03%
Total Central GST & Basic Customs duty 259.82
Total State GST 214.60
Total Taxes & Duties 474.43

0.16 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY

The Mumbai Metro Line Project (Wadla i.e. Bhakti Park to CSMT Metro station) is
proposed to be constructed at an estimated cost of Rs.7085.00 Crore and Rs.
3722.00 Crore with all taxes and land cost for Option-I and II respectively. The route
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 ML 11: EXECUTIVE SUMMARY

length of the proposed metro rail system and estimated cost at March 2018 price
level without and with all taxes are placed in table 0.20 as under:

Table 0.20 Cost Details

Estimated cost Estimated cost with
Distance
Option Name of Corridor without taxes all taxes & land cost
(KMs)
(Rs/Crore) (Rs/Crore)
I Wadala(Bhakti 6135.00 7085.00
Park) to CSMT 12.774
II Metro 3248.00 3722.00

The estimated cost at March 2018 price level includes an amount of Rs.5.24 Crore
as one-time charges of security personal towards cost of weapons, barricades, and
handheld and door detector machine. However, the recurring cost towards salary
and allowances of security personal have not taken in to account in the FIRR
calculation since providing required security at metro stations shall be the
responsibility of state police.

It is assumed that the construction work will start on 01.04.2019 and is expected to
be completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024 for
the corridors. The total completion costs duly escalated and shown in the table 0.21
have been taken as the initial investment. The cash flow of investments separately is
placed in Table –0.21 as below.

Table 0.21 Year –wise Investment

(Completion Cost including cost of land and all taxes & duties)
Figures in Rs. Crore
Estimated Cost including cost of Completion Cost including
Financial Year land and all taxes & duties at cost of land cost and all
March 2018 Price Level taxes & duties
2019-20 436.00 458.00
2020-21 776.00 856.00
2021-22 1116.00 1292.00
2022-23 1699.00 2065.00
2023-24 1699.00 2168.00
2024-25 1019.00 1366.00
2025-26 340.00 478.00
Total 7085.00 8683.00

The cost of Land of Rs. 319 crore included in the above completion cost will be
provided free of cost by the Maharashtra Government.

Fare Structure
The fare structure for the FY 2024-25 has been assumed based on the details
provided by MMRDA. Considering the increase in the Consumer Price Index (CPI)
and input costs of operation since then, the fare structure has been escalated by
using @14.00% once in every two years. The fare structure for the FY 2024-25 as
per the proposed fare slabs is shown in the table 0.22 below:
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 ML 11: EXECUTIVE SUMMARY

Table 0.22 Fare Structure in 2024-25

Sr. No. Distance Proposed Fare
1 0-2 11
2 2-4 13
3 4-6 16
4 6-9 20
5 9-12 22
6 >12 24

The above fare structure has been taken as furnished by MMRDA with the approval
GOM. DMRC proposed that the under mentioned fare structure in a multiple of Rs.
10 be adopted at the time of commissioning of this Line to have convenience in
making use of ticket vending machine and eliminate the problems of non-availability
of changes for tendering changes to the passengers.

Year 2024-25
SLAB FARE (Rs)
0-3 km 10.00
3-12 km 20.00
12-18 km 30.00
18 km and More 40.00

Option-I
The Financial Internal Rate of Return (FIRR) for this extension(CSMT-Wadala)
alone with the incremental traffic for 30 years business model including
construction period is worked out as (-) 0.27% and hence on its own not viable due
to major portion of this stretch being underground 1.68%.

As GoM considers the CSMT Wadala connectivity important to serve MbPT and
other areas, DMRC has examined the financial viability of entire line between CSMT
and Shivaji Chowk(CSMT-Wadala-Kasarvadavali-Gaimukh-Shivaji Chowk) with
projected traffic as a whole and also the costs and cash flows taken for the
respective stretches in earlier DPRs and also of this connection. The financial
internal rate of return of complete line as above comes to 7.63 %.

Option-II
If only 2.2 km section of this corridor is planned underground with 1 underground
station and rest of the corridor is planned to be elevated then the financial internal
rate of return works out to 3.32%.

Alternative Models of Financing:

The financing option shall depend upon selection of the dedicated agency created to
implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the Central and State Government Control Delhi
Metro Rail Corporation (DMRC) /Bangalore Metro Rail Corporation
(BMRC)/Chennai Metro Rail Corporation (CMRL) etc.

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 ML 11: EXECUTIVE SUMMARY

(ii) Design, Built, Fund, Operate & Transfer (DBFOT), and

(iii) Public Private Partnership

SPV Model: - MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th
July 2017 has proposed for sharing of overall Goods and Service Tax (GST) in the
ratio of 1:2. The funding pattern under this model (SPV) with sharing of overall taxes
and duties, post GST in the ratio of 1:2 is placed in table 0.23:

Table 0.23 A: Funding pattern under SPV model (with all taxes and land) (Option-I)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 1282.00 15.33%
Equity By GOM 1282.00 15.33%
SD for Overall Taxes by GOM (2/3) 778.00 9.30%
SD for Overall Taxes by GOI (1/3) 391.00 4.67%
1.40% Loan from Multilateral/Overseas Development
4631.00 55.37%
Agencies or 12% Domestic Market Borrowings
Total 8364.00 100.00%
SD for Land by GOM 319.00
Total 8683.00
PTA for Interest During Construction @1.40% (*) by GOM 56.00
Grand Total 8739.00
(*) In the case of loan @12% from domestic borrowings, the IDC works out to Rs. 416 crore

Table 0.23 B: Funding pattern under SPV model (with all taxes and land) (Option-II)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 650.00 15.39%
Equity By GOM 650.00 15.39%
SD for Overall Taxes by GOM (2/3) 388.00 9.19%
SD for Overall Taxes by GOI (1/3) 195.00 4.62%
1.40% Loan from Multilateral/Overseas Development
Agencies or 12% Domestic Market Borrowings 2341.00 55.42%
Total 4224.00 100.00%
SD for Land by GOM 319.00
Total 4543.00
PTA for Interest During Construction @1.40% (*) by GOM 29.00
Grand Total 8739.00

Design, Built, Fund, Operate & Transfer (DBFOT) Model: - In this model, the
private firm will be responsible for financing, designing, building, operating and
maintaining of the entire project. The contribution of Government of Maharashtra will
be limited to cost of land only. Such a project become eligible for Viability Gap
Funding (VGF) upto 20% from the Central Government provided the state
government also contribute same or more amount towards the project. The metro
being a social sector project not much private parties are available to bid for such a
project. Besides quite expectedly the private operator may demand assured Equity
DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 46
 ML 11: EXECUTIVE SUMMARY

internal rate of return (EIRR) in the range of 16% to 18% or a comfort of guaranteed
ridership.

The funding pattern under this model is given in table 0.24 as under: -

Table 0.24 Funding pattern under BOT – (16% EIRR)

Particulars With Taxes & Duties

Amount (Rs/Crore) % Of contribution
VGF by GOI 1673.00 20.00%
VGF by GOM 6179.00 73.88%
Equity by Concessionaire 171.00 2.04%
Concessionaire‟s debt @12% PA 341.00 4.08%
Sub-Total 8364.00 100.00%
Land Free by GOM 319.00
Sub-Total 8683.00
IDC 112.00
Grand Total 8795.00

0.16.1 Recommendations

The FIRR for the corridor with all taxes but without grant as revenue from MbPT
works out to (-) 0.27%. Hence this extension is not considered viable. However, FIRR
of entire line from CSMT to Shiwaji Chowk with grant of Rs. 1839 Crore as revenue
from MbPT in the years from 2019-20 to 2025 -26 is calculated as 7.63% and hence
corridor with complete length up to Shivaji Chowk is viable. EIRR of entire line is also
worked out as 17.41%.

FIRR for this independent corridor, if only 2.2 km is planned to be underground works
out to 3.32% and EIRR in this case is 21.12%.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban Affairs,
(MOH&UA), GOI, apart from financial viability, the economic and social viability of the
project is also required to be assessed. The Economic Internal Rate of Return (EIRR)
for any metro rail project proposal should be 14% and above for consideration of its
approval. Accordingly, the metro corridors as discussed above are recommended for
implementation provided the required EIRR works out to 14% or above.

The total fund contribution of GOI & GOM under various alternatives is tabulated in
table 0.25 excluding state taxes.
Table 0.25
(Rs. in crore)

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 ML 11: EXECUTIVE SUMMARY

DBFOT Model DBFOT Model with

Particulars SPV Model (Option-I) without additional additional PD
PD Income Income
GOI 1673.00 1673.00 1673.00
GOM 2379.00 6498.00 6285.00
Total 4052.00 8171.00 7958.00

Considering the difference in the contribution of funds under SPV owned by GOI &
GOM vis-a-vis BOT model, it is recommended to implement the project under SPV
model (completely Government Funded) as per the funding pattern given in Table
0.23. However, the state government may also explore the other sources of revenue
from Transit Oriented Development and Value Capture Financing, which will be
made available to metro authorities to meet out the O&M Expenses and servicing the
debt properly.

0.17 ECONOMIC APPRAISAL

Economic benefits are social and environmental benefits which are quantified and
then converted into money cost and discounted against the cost of construction and
maintenance for deriving Economic Internal Rate of Return (EIRR). When actual
revenue earned from fare collection, advertisement and property development are
discounted against construction and maintenance cost, interest (to be paid) and
depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore,
EIRR is viewed from socio-economic angle while FIRR is an indicator of pure
financial profitability and viability of any project.

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

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

0.17.2 Economic Performance Indicators

For Calculation of EIRR, Project period is considered from 2017 - 2048 due to
amalgamation of all parts of this line in one as done in combined FIRR. EIRR of the
entire line works out to 17.41 % and hence economically also viable.

If only 2.2 km is planned to be underground then EIRR of this section works out to
21.12%.

0.18 IMPLEMENTATION PLAN

It is recommended that the project be implemented fully as a Government funded. By

this route the project can be completed at the shortest time and at the lowest cost.
Moreover, line 4 is already being implemented by MMRDA as fully Governnent and
this is the extension of the same line.

0.18.1 Implementation Schedule

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 ML 11: EXECUTIVE SUMMARY

A suggested project implementation schedule for Project Implementation is given in

Table 0.27.

Table 0.27 Project Implementation Schedule

S. No. Item of Work Completion Date
1 Submission of Final DPR to State Govt. D
2 Approval of DPR by State Government D+0.5 month
Submission of DPR for Approval of Ministry of Urban
3 D+1 month
Development (MoUD).
4. Sanction of Project by GOI D+2 months
5. Selection of GC D+12 months
6. Tendering D+24 months
7. Implementation of the project D+58 months
8. Testing and Commissioning D+59 months
9. CMRS Sanction D+60 months
10. ROD D+60 months

0.18.2 Institutional Arrangements

The State Govt. of Maharashtra will have to approve the implementation of the
project by Mumbai Metropolitan Region Development Authority (MMRDA).

0.18.3 Legal Cover for Mumbai Metro

Implementation of proposed corridor can now be done under “The Metro Railways
(Amendment) Act 2009”.

0.19 CONCLUSIONS

0.19.1 Mumbai is the Commercial Capital of India and it‟s fast growth especially in the
suburbs is causing heavy stress on all infrastructure, especially the Transport. Being
a linear city, the existing suburban rail services are very effective and the modal split
in favour of public transport is about 70% as per Comprehensive Mobility Pan (CMP)
2015 prepared by M/s. Lee Associates for MCGM, which is very high. Since the
existing transport infrastructure has been heavily loaded, it has been observed that
the population of private vehicles is increasing and it was also predicted that, the
modal split in favour of public transport may also recede. Hence, it is proposed by
MMRDA to introduce a rail based Mass Transportation System in Greater Mumbai. It
is proposed to extend Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park)
to CSMT Metro at Wadala (Bhakti Park) end for implementation.

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

0.19.3 Project Cost

Estimated Cost of the project at March 2018 price level is Rs.7085 Crore and
Rs.3722 Crore with land and all the taxes and duties for option-I & option-II
respectively and completion cost at 5% p.a. escalation is estimated to be Rs.8683
Crores and Rs.4543 Crores including land and all the taxes and duties, but excluding

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 ML 11: EXECUTIVE SUMMARY

IDC for Option-I and II respectively. It is Rs. 8739 Crore & Rs. 4572 Crore including
IDC for Option-I and II respectively.

0.19.4 After examining the various options for execution the project, it has been
recommended that the project should be got executed through a SPV on DMRC
funding pattern.

0.19.5 Financial Internal Rate of Return (FIRR) and Economic Internal Rate of Return
(EIRR):

The Financial Internal Rate of Return (FIRR) for the extension upto CSMT without
grant as revenue from MbPT is worked out as -0.27% for Option-I. However,
considering the total line from CSMT to Shivaji Chowk with MbPT contribution as
grant (Revenue) is worked out as 7.63%. The EIRR works out to 17.41%.

For Option-II, FIRR works out to 3.32% and EIRR works out to 21.12%.

0.20 Conclusion:
This extension is recommended for implementation with the entire line and with the
contribution from MbPT as taken in FIRR. However, it is also recommended that
significant development in MbPT area should be made to get the full utility of this
extended length and also to get the requisite ridership.

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 50
 Executive Summary

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 51
 CHAPTER 1: INTRODUCTION

CHAPTER – 1
INTRODUCTION

1.1 BACKGROUND

Mumbai has a very good transportation system but has not been able to keep pace
with rising demand. The carrying capacity of the bus and rail system has increased
considerably but has been always on lower side than what is needed. Though metro
for Mumbai had been talked for last 50-60 years, but something concrete did not
come up till MMRDA got prepared Master Plan of Mumbai Metro network in 2003.
Master Plan was totaling to 146.5 km comprising the under-mentioned corridors:

S. No. Corridor Length (km)

Total Elev U.G
1. Varsova – Andheri – Ghatkopar 15.00 15.00 -
2. Colaba – Mahim (Bandra) 18.00 8.10 9.90
Mahim (Bandra) – Charkop 18.00 18.00
3. Mahim – Kurla – Mankhurd 12.80 10.70 2.10
4. Charkop – Dahisar 7.50 7.50
5. Ghatkopar – Mulund 12.40 12.40
6. BKC – Kanjur Marg via Airport 19.50 11.00 8.50
7. Andheri (E) – Dahisar (E) 18.00 18.00
8. Hutatma Chowk – Ghatkopar 21.80 13.30 8.50
9. Sewri - Prabhadevi 3.50 3.50

DMRC prepared the DPRs for Line-1: Varsova – Andheri – Ghatkopar – 2005, Line-
2: Colaba – Bandra – Charkop – 2008, Line – 3: Bandra – Kurla - Mankhurd – 2006.
Subsequently, the corridors 2 & 3 were rearranged and DMRC prepared another
DPR for the corridor between Charkop – Bandra – Mankhurd

In spite of above, the implementation of Mumbai metro remained very slow. So far
only one line between Varsova – Andheri – Ghatkopar could be implemented. Other
corridors presently under implementation are

 Colaba to Aarey Colony via International Airport. 30.00km

 Dahisar (E) to DN Nagar 18.60km
 Dahisar (E) to Andheri(E) 16.48km
 DN Nagar to Mandale 23.64km
 Wadala – Ghatkopar – Mulund – Thane – Kasarvadavali 32.32km
 Swami Samarth Nagar to Vikhroli(EEH) 14.48km
Total 135.52km

In November/December, 2009, MMRDA awarded the work of preparing DPRs for the
following corridors to the agencies as indicated herein:

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 50
 CHAPTER 1: INTRODUCTION

S. Corridor Length Agency

No. (Km)
1. Charkop – Dahisar 7.5 M/s SPAN Consultants Pvt
Ltd.(August, 2010)
2. Andheri(E)-Dahisar(E) 18.00 M/s SPAN Consultants Pvt Ltd.(May,
2010)
3. Mahim – BKC - Kanjurmarg 12.5 M/s RITES & LASA (Sept, 2011)
4. Ghatkopar-Mulund 12.50 M/s Consulting Engineering Services
5. Bhakti Park- Wadala – 32 M/s RITES (following LBS Road)
Ghatkopar -Kasarvadavali (September, 2014)
6. Wadala – Ghatkopar – 30.00 M/s CES (following Eastern
Kasarvadavali Expressway)(March, 2013)
7. Wadala – Carnac Bandar 13.1 M/s RITES (December, 2012)

The Government of Maharashtra is keen to implement expeditiously the Master Plan

Corridors recommended by DMRC on a fast track mode and to complete them in
the next 3-4 years. To start with, it is decided to take up the task of updation of
DPRs and also preparation of new DPRs for the following potential elevated metro
corridors:

Sr. No. Alignment Length in km

A* Updation of DPRs for Mumbai Metro Master Plan
Corridors
(a) D.N. Nagar – Dahisar 18.00
(b) Dahisar (E) – Andheri (E) (Along WEH) 18.00
(c) Bandra – Mankhurd (Via BKC) 13.00
(d) Wadala – Ghatkopar – Thane 22.00
(e) Thane - Kasarvadavali 10.00
(f) Wadala – GPO along R.A. Kidwai Rd. – Barrister 8.00
Nath Pai Rd. – P.D. Mello Rd
B Review of Metro alignment and updation
/preparation of DPRs
(a) D.N. Nagar - BKC 10.00
(b) Jogeshwari Vikhroli Link Road – SEEPZ – Kanjur 10.00
Marg
(c) Andheri (E) – BKC (Via WEH) 9.00
Total 118.00
Out of 118 km Master Plan network, the work of implementation of about 106 km
has already been started by MMRDA.

1.2 DEMOGRAPHIC PROFILE AND TRANSPORT SCENARIO OF MMR:

Mumbai, the financial capital of India, has witnessed phenomenal growth in

population and employment and the trend is expected to continue in the future. The
job opportunities it offers have served as a major attraction for immigration from
hinterland of Maharashtra as well as from all parts of the Country.

Mumbai Metropolitan Region (MMR) is one of the fast-growing metropolitan regions

in India. It comprises of 7 municipal corporations, 13 municipal councils and 996
villages and extends over an area of 4,355 sq. km MMR is projected to have
population and employment (both formal and informal) as 34.0 million and 15.3
million respectively in the year 2031.

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 CHAPTER 1: INTRODUCTION

The dominant feature of the passenger movements in Mumbai is overwhelming

dependence of travel on public transport modes and walk. In MMR, public transport
systems are overcrowded and the road network is congested as there is a large
gap between the demand and supply.

Four‐fold growth of population since 1951 has been largely accommodated in

the suburbs while the highest concentration of jobs has remained in the Island
City. The physical characteristics of the City are such that the suburbs have been
constrained to spread northwards only, and all transport facilities are concentrated
within three narrow corridors. Today’s major challenge is to provide connectivity
and promote growth by providing adequate inputs to the infrastructure which would
improve the quality of life of the residents.

The population of MMR has increased from 7.73 million in 1971 to 18.77 million in
the year 2011 (Table 1.1). However, the annual compound growth rate for
population in MMR has declined from 3.71% during 1971‐81 to 2.58% in 1991‐
2001.

TABLE 1.1: POPULATION GROWTH OF MMR DURING 1971‐2011

Annual Compound growth

Sr. Population rate (%)
No. Area 1971‐ 1981‐ 1991‐ 2001‐
1971 1981 1991 2001 2011* 1981 1991 2001 2011
Municipal Corporation
A Greater
Mumbai 5.97 8.24 9.93 11.91 12.48 3.28 1.88 1.83 0.47
Thane 0.26 0.47 0.79 1.26 1.82 6.1 5.33 4.78 3.75
Kalyan ‐
Dombivali 0.24 0.44 0.82 1.19 1.25 6.25 6.42 3.79 0.49
Navi Mumbai 0.12 0.2 0.39 0.7 1.12 5.24 6.91 6.02 4.81
Mira
Bhayandar 0.03 0.07 0.18 0.52 0.81 8.84 9.9 11.19 4.53
Bhiwandi ‐
Nizampur 0.08 0.12 0.38 0.6 4.14 12.22 4.67
Ulhasnagar 0.17 0.27 0.37 0.47 0.51 4.73 3.2 2.42 0.82
Sub Total (A) 6.87 9.81 12.86 16.65 4.01 2.81 2.68
Municipal Council
Thane District
Ambernath 0.06 0.1 0.13 0.2 0.25 5.24 2.66 4.4 2.26
Kulgaon ‐
Badlapur 0.05 0.1 0.17 7.18 5.45
Nalasopara 0.07 0.18 9.9
B Vasai 0.04 0.05 2.26
Virar 0.05 0.12 9.15
Navghar
Manikpur 0.06 0.12 7.18
Sub Total (B) 0.06 0.1 0.40 0.77 5.24 14.87 6.77
Raigad District

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 52
 CHAPTER 1: INTRODUCTION

Annual Compound growth

Sr. Population rate (%)
No. Area 1971‐ 1981‐ 1991‐ 2001‐
1971 1981 1991 2001 2011* 1981 1991 2001 2011
Alibag 0.01 0.02 0.02 7.18 0
Kajrat 0.02 0.03 4.14
Khopoli 0.02 0.03 0.05 0.06 4.14 5.24 1.84
Matheran 0.0034 0.004 0.0048 0.0052 1.64 1.84 0.8
C Panvel 0.03 0.04 0.06 0.1 2.92 4.14 5.24
Pen 0.01 0.02 0.03 0 7.18 4.14
Uran 0.02 0.03 0 4.14
Sub Total (C) 0.053 0.09 0.19 0.28 5.82 7.56 3.52
Urban MMR
C (A+B+C) 6.98 10.00 13.45 17.70 4.04 3.08 2.84
D Rural MMR 1.08 1.25 1.16 1.05 1.47 ‐0.74 ‐0.99
E Grand Total 8.06 11.25 14.61 18.75 3.71 2.71 2.58
Source: CTS for MMR, Final Report, July 2008
Note: Figures highlighted in Grey forms Greater Mumbai (UA) as per Census 2001 and 2011
* http://www.census2011.co.in/census/metropolitan/305‐mumbai.html

There is a continuous growth of population in absolute number however, the annual

compound growth rate has reduced from that of 3.28% during 1971‐81 to 1.83%
in 1991‐2001 to further 0.47% in 2001‐2011.

1.3 ENVISAGED TRANSPORT NETWORK OF MMR

Comprehensive Transportation Study (CTS) for Mumbai Metropolitan Region

estimated total daily demand of 34.3 million trips by all modes ‐ of which 60% are
by walk. Among the total trips by mechanized modes, 73% trips are by public
transport and 9% by para‐transit modes and balance 18% by private transport
mode.

Mumbai Suburban rail system is still the major source of long distance inter – intra
region travel whereas BEST buses provide for the cross movements. Para Transit
modes offer door to door service.

Due to extensive reach across the Mumbai Metropolitan Region, and intensive
use by the local urban population, the Mumbai Suburban Railway suffers from
severe overcrowding. Over 4,500 passengers are packed into a 9‐car rake during
peak hours, as against the rated carrying capacity of 1 , 7 0 0 , having Dense Crush
Load of 14 to 16 standing passengers per square metre of floor space.

To decongest the existing suburban rail systems and provide connecting at

macro and micro level within MMR, MMRDA envisaged a transit network of about
667 km in 32 transit links, Figure 1.1.

‐ Metro Network 251 km

‐ Monorail Network 179 km
‐ Suburban Rail Network 237 km

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 53
 CHAPTER 1: INTRODUCTION

Total 667 km
Of the total network, the metro corridors are being by MMRDA/MMRC are shown in
Figure 1.2.

1.4 STUDY OBJECTIVES

The objective of the assignment is to review, update & prepare Detailed Project
Report (DPR) for the proposed Wadala (Bhakti Park) to Kasarvadavali Metro Corridor
with a view of cost reduction and speedy implementation.

1.5 SCOPE OF WORK

Phase-I: Review, update & prepare Detailed Project Report (DPR)

The services to be rendered under the proposed detailed study will include:

i. Traffic & Transportation surveys for estimation of Transport Demand and projection
of sectional and station traffic loads for various horizon years. (Demand forecast will
be provided by MMRDA)

ii. Preparation of alternative routes on Satellite Map/available standard maps in

consultation with MMRDA. (Only for JVLR and D.N. Nagar to BKC)

iii. Multi modal Traffic integration, Station Area Traffic Dispersal Plans, planning for
feeder bus service, public bike sharing and pedestrianization in the influence area of
stations as available in the existing DPRs

iv. Filed Surveys and preparation of topographical survey plans for route alignments
and assessment of land requirement for facilities like station areas, Electric sub
stations (TSS and RSS) Maintenance Depot and Construction Depots, casting yard,
labour camps, firefighting facilities etc.

v. Field Surveys for identification of major above-ground utilities along the proposed
Metro routes requiring diversion/relocation. Details of underground utilities shall be
supplied by State Govt. through the concerned utility agencies. (Majority of Utilities
are identified during earlier preparation of DPRs.)

vi. Geometric design of the route alignments covering horizontal as well as vertical
profiles

vii. Identification of depots & preparation of its general layout plans, covering all
facilities)

viii. Location of stations and general layout plans for stations and integration areas.

ix. EIA & SIA studies and preparation of EMP for negative impacts including air, noise,
water if any.

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 54
 CHAPTER 1: INTRODUCTION

x. Geo-technical investigations along the identified corridors, wherever earlier data is

not available.

xi. Technology Selection – Board details of Traction and Signalling system, rolling
stock, track, etc.

xii. Conceptual Plan for the rolling stock maintenance depots.

xiii. Laying down norms for disable friendly features to ensure accessibility to persons
with disabilities.

xiv. Traffic Control, safety & diversion plans during construction stage and arrangement.

xv. Security measures and to ensure security for metro system.

xvi. Disaster management features and emergency evacuation plans for metro system
plan.

xvii. Preparation of detailed Implementation Schedule including pre-construction,

construction stage includes civil, system work.

xviii. Estimation of construction costs, operation and maintenance costs.

xix. Study on the Fare Structure.

xx. A separate note on underground vs. elevated metro system in Mumbai Scenario.

xxi. Financial and Economic analysis for the project.

xxii. Evolving a Funding Plan and Institutional arrangement for the Project.

xxiii. Preparation and submission of Detailed Project Report and executive summary.

1.6 STRUCTURE OF REPORT

The report is structured in under mentioned 19 chapters:

i. The first chapter discusses the study background, objectives and scope.

ii. Chapter two consists of travel characteristics in the study area, the traffic
demand forecast carried out in CTS and ridership assessment on the Study
Corridor.

iii. Chapter three is on system design and includes components like permanent way,
traction system, signalling, telecommunication, fare collection and rolling stock.

iv. Chapter four presents Civil Engineering including route alignment, Geometric Design
parameters, geotechnical investigation, construction methodology, land details and

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 55
 CHAPTER 1: INTRODUCTION

utility details etc.

v. Chapter five consists Station Planning.

vi. Chapter six presents the train operation plan.

vii. Chapter seven discusses the maintenance facilities /depots.

viii. Chapter eight relates to power supply and traction system.

ix. Chapter nine deals with Tunnel Ventilation and Air conditioning System.

x. Chapter ten presents the environment impact assessment and social impact
assessment of the proposed metro rail corridor.

xi. Multi Model Traffic integration at metro station is presented in chapter eleven.

xii. Chapter twelve consists friendly features for differently abled.

xiii. Chapter thirteen is on Security Measures for a metro system

xiv. Chapter fourteen is on Disaster Management Measures.

xv. Cost estimate is in chapter fifteen.

xvi. Chapter sixteen presents the financial analysis, financial viability, financing options.

xvii. Chapter seventeen is on economic appraisal

xviii. Chapter eighteen is on implementation strategies.

xix. Chapter nineteen consists conclusions and recommendations

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 56
 CHAPTER 1: Introduction

Figure 1.1

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 57
 CHAPTER 1: INTRODUCTION

Figure 1.2

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT September 2018 58
 CHAPTER 2: TRAFFIC DEMAND FORECAST

CHAPTER – 2
TRAFFIC DEMAND FORECAST

2.1 PLANNING PARAMETERS

MMRDA has carried out a Comprehensive Traffic Study (CTS) and the Study details
have been used in assessing the ridership on the proposed Metro Corridor.

The CTS has examined a range of alternatives for distribution of population and
employment in the MCGM and Rest of the Region (RoR) in order to determine the
sensitivity of the road and transit system networks, in terms of both need and
priorities, to significantly different land development options or strategies as
summarized in Table 2.1.

TABLE 2.1: RANGE OF POPULATION AND EMPLOYMENT LEVELS

Population (In lakh) Employment (In lakh)

Clusters 2031 2031 2031 2031 2031 2031 2031 2031

2005 P1 P2 P3 P4 2005 E1 E2 E3 E4
Island 33.9 54.4 47.8 40.8 37.4 22.6 40.3 36.2 28.4 20.5
Western 56.3 91.8 78.8 71.5 61.3 23.0 48.0 41.5 30.8 19.3
Eastern 38.4 61.2 53.6 47.6 40.8 11.4 21.5 19.3 14.4 11.1
Total MCGM
128.6 207.4 180.2 159.9 139.5 56.9 109.8 97.0 73.5 51.0
Thane 15.2 16.0 26.2 26.2 26.2 3.9 7.2 9.9 13.3 14.9
Navi Mumbai
15.0 22.8 33.0 33.0 39.8 5.9 10.0 12.1 17.5 22.3
Mira
Bhayandar 6.3 13.6 13.6 13.6 13.6 1.5 2.6 2.5 3.9 5.0
Bhiwandi 6.8 13.1 13.1 13.1 13.1 2.1 4.3 4.3 4.5 4.5
Vasai‐Virar 7.1 13.1 13.1 14.8 18.2 1.6 2.4 4.1 7.2 9.1
Pen‐SEZ 1.2 18.8 13.7 27.2 37.4 0.2 8.5 12.8 18.6 31.2
Rural:
Alibagh‐
Karjat 4.9 5.6 5.6 5.6 5.6 0.7 0.8 0.9 1.1 1.1
khopoli
Total 208.2 340.0 340.0 340.0 340.0 77.6 153.0 153.0 153.0 153.0
Source: CTS for MMR, MMRDA

The major changes expected in socio economic parameters which will affect the overall
development as well as transportation for the horizon year 2031 are summarized in the
Table 2.2.

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 CHAPTER 2: TRAFFIC DEMAND FORECAST

TABLE 2.2: EXPECTED CHANGES (2005‐2031) IN SOCIO ECONOMICS FACTORS

2005 2031
 Population 20 million  Population 34 million
‐ 47% living in slums ‐ 14% living in slums
‐ 1,505,000 apartments ‐ 6,400,000 apartments
‐ 4.42 persons/household ‐ 3.90 persons/household

 Employment 7.5 million  Employment 15.3 million

‐ Employ. Partic. Rate 0.37 ‐ Employ. Partic. Rate 0.45
‐ 2.3 million working in offices ‐ 6.4 million working in offices
‐ 1.5 million working in industries ‐ 4.5 million working in industries
‐ 56% employed in formal sector ‐70‐80% employed in formal sector
‐ 40% walk to work ‐ 25‐30% walk to work
Source: CTS for MMR, MMRDA

The difference in work travel characteristics is shown in Table 2.3 with the office
workers travelling more than twice the distance than other employment. Over 70% of
office workers use public transit as compared to 53% for the employees in
industry and 37% for other types of employment.

TABLE 2.3: TRAVEL CHARACTERISTICS OF EXISTING EMPLOYMENT

Office Industry Other
Average Trip Distance(km) 17.2 11.9 8.3
Mode to work
Walk 18.3% 42.6 51.5%
Train 58.5% 39.2% 27.2%
Bus 16.0% 13.7% 9.9%
Car 2.9% 1.2% 1.4%
2W 2.4% 1.8% 8.3%
Taxi 0.4% 0.0% 0.1%
A/Rickshaw 1.4% 1.4% 1.7%
Source: CTS for MMR, MMRDA

In order to sustain a population level of 34 million and an employment of 15.3

million, the economy of Mumbai must be more broad‐based and it was concluded that
the Industrial proportion of 30% of the future total employment was appropriate and
reasonable in terms of both land use need and transportation planning. Table 2.4 gives
the expected changes in employment characteristics during 2005‐2031.

TABLE 2.4: EXPECTED CHANGE IN EMPLOYMENT CHARACTERISTICS 2005‐2031

Employment Survey (2005) Projected (2031)
Office 31.0% 42.0%
Industry/Factory 18.0% 28.0%
Warehouse 1.4% 1.5%
Total Industry 19.4% 29.5%

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 CHAPTER 2: TRAFFIC DEMAND FORECAST

Employment Survey (2005) Projected (2031)

Other Employment
Residential
Film Industry 12.1% 5.0%
Shop 0.8% 0.5%
Restaurant/Eating Place 14.6% 8.0%
Hotel 0.6% 0.5%
Entertainment/Tourism 1.2% 1.3%
Place of Education 0.8% 0.8%
Health Facility 2.0% 2.0%
Agriculture 1.6% 1.5%
Construction Site 0.7% 0.2%
Varies day to day 1.3% 1.5%
Others 8.4% 5.2%
5.6% 2.0%
Total Other Employment 49.6 28.5%
Total Employment 100.0% 100.0%
Source: CTS for MMR, MMRDA

The CTS screened 6 growth scenarios from the possible 16 combinations of population
and employment to narrow down the selection to best characterize the range of
possible futures for the MMR. The following set of criteria was adopted for evaluating
the growth scenarios:

- Cost of transport network

- Pass‐ km, pass‐ hr and average speeds: bus and suburban rail and metro
modes
- Vehicle‐ km, vehicle‐ hr and average speeds: private vehicles and IPT modes
- Average trip length of bus and suburban rail and metro modes

On comparative evaluation and short listing, P2E2, P3E3, P4E4 were shortlisted by
MMRDA as the appropriate options to be carried forward in completing
TRANSFORM, on the planning principle that the long-term transportation strategies
should respond to several futures rather than reflect a single development future.
The ranking of these scenarios is given in Table 2.5. The P3E3 population/
employment scenario has been subsequently adopted as the preferred strategy.

TABLE 2.5: COMPARATIVE EVALUATION OF GROWTH SCENARIOS

Scenario Cost of Average Speed of Average Speed Trip Length of
Transport Bus, Suburban and of PV and IPT Bus, Suburban
Network Metro Modes and Metro
P1E2 2 1 3 2
P2E1 3 3 2 3
P2E2 2 1 2 2
P3E3 3 1 1 1
P3E4 1 2 2 1
P4E3 2 3 3 2
Source: CTS for MMR, MMRDA

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 61
 CHAPTER 2: TRAFFIC DEMAND FORECAST

Mumbai Port Trust Redevelopment Master Plan

Metro Line from CSMT to Wadala passes through the Mumbai Port Trust area which is
envisaged to be redeveloped into major commercial and entertainment hub. The area
spans to about 10 kms in length along the eastern coast having an area of about 500 Ha
for redevelopment. The draft masterplan proposes to develop a new financial centre,
Government office, hotels, commercial as well as residential properties in close
proximity to the proposed metro line 11 and the existing sub-urban railway stations. The
waterfront area is also proposed as a tourist and recreational zone which will have
features such as the Mumbai Eye, Tourist Ferry Services, Cruises and Ropeway
Connection to Elephanta Caves among other things.

Entire planning area is divided into 4 zones. Following are the zone wise projected
population and employment of the area:

S.
Description Zone 1 Zone 2 Zone 3 Zone 4 Total
No.
A Total developable Area 35,38,600 1,30,600 3,90,900 937,200 49,97,300
Estimated Residential
B 1,76,488 6,514 19,496 46,743 2,49,240
Population
Estimated commercial
C 75,301 2,779 8,318 19,944 1,06,343
Population
D Total population 2,51,789 9,293 27,814 66,686 3,55,583

The estimated addition to trips based on the above estimations have been considered
while estimating the ridership figures.

2.2 MODEL DEVELOPMENT

The base year model (2014) was developed by first of all building a “best estimate” of
the trip matrices (for both road‐based personal vehicles and public transport). This
was based on a combination of data from previous studies carried by MVA and recently
collected traffic and trip making data. A process of matrix estimation was then used to
further refine these matrices to match the observed vehicle and passenger flows as
derived from the survey data and other sources.

The transport model includes the following different vehicle and user types:
 Car & 2‐wheeler
 Goods Vehicle
 Auto rickshaw/taxi
 Buses
 Train

The base matrices for road‐based vehicles were initially developed from the previous
MVA Study and information available from recent studies such as the CTS. A matrix
estimation process was then used to produce updated matrices for the base year
(2014) using traffic survey data. Trip length distribution and journey times were
monitored in this process.

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 CHAPTER 2: TRAFFIC DEMAND FORECAST

A similar process of matrix estimation was used to build the public transport demand
from existing information.

The derivation of travel demand in this manner then allowed detailed analysis to be
carried out on the relationship between travel demand and the cost of travel by
alternative modes. This was then applied to derive parameters to be used in the future
year model.

2.2.1 Public Transport Assignment

For this aspect of the model, a detailed public transport sub‐model has been
developed. This is to ensure that the different existing and future public transport
choices and costs of these choices are properly reflected in the modelling process.
First of all, it considers two main travel modes:

 Bus as main mode – road based PT only

 Rail as a main mode ‐ commuter rail in the existing situation (with MRT
included for the future)

The public transport network is defined as a set of individual routes each having their
own service level characteristics – travel time, comfort, headway and fares. In the
existing situation, the costs of travel by the two main modes are calculated based on
the generalised cost (GC) of travel, comprising the following components:

 Public Transport GC = (In‐Vehicle Time x In‐vehicle time Factor)

+ (Walk Time x Walk Time Factor)
+ (Wait Time x Wait Time Factor)
+ (Number of Transfers x Interchange Penalty)
+ Fare / Value of Time (willingness to pay)

For the existing situation, the following parameters were adopted for the public
transport assignment.

Walk factors, that is the perception of waiting time and transferring compared to in‐
vehicle time, were derived from the Stated Preference (SP) survey carried out by
MVA for recent studies. Wait time factors were based on industry standards.

TABLE 2.6: PUBLIC TRANSPORT MODEL ‐ KEY PARAMETERS (2014)

Item Parameter Values
Wait Time Interchange Walk Time Value of Time
IVT Factor Factor Penalty (min) Factor (Rs/hour)
Mode Specific Data
Metro [FUTURE] 1.00 2.00 12
Air‐Con Bus 1.20 2.00 12
Regular Bus 1.40 2.00 12
Rail Crowding 2.00 12
Link Specific Data 1.5
Person Value of Time
by Income Group
Low 10
Medium 31
High 92

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 CHAPTER 2: TRAFFIC DEMAND FORECAST

In‐vehicle time factors for public transport modes are based on assumed differences in
perceptions of comfort and journey time unreliability. All in‐vehicle time factors are
based on an MRT reference case (future model) which will be providing optimal journey
time reliability and comfort. The basic journey time unreliability penalty has been
assumed as 20% of in‐vehicle time for road based public transport, while additional
discomfort has also been assumed as 20% of IVT for non‐air-conditioned modes.

The Interchange penalty represents the psychological disutility of transferring between

services (as opposed to using a direct route) which is added to the actual cost involved
during an interchange – walk, wait and possibly additional fare. Once the costs of each
mode are calculated then the estimated passenger trips derived from the demand
model are then assigned onto the public transport network whereby for a given origin –
destination pair, the route taken will be based on the lowest generalized cost.

2.2.2 Future Model Development

The model is developed for future benchmark years which for this study have been
selected as 2021 and 2031. This section describes the model structure for the future
years and then the forecasting assumptions prepared for the benchmark years.

Figure 2.1 shows the progression of the model structure from the 2014 structure in
which separate demand matrices for private and public transport were developed from
observed data.

The basis for the future year travel demands is the growth model shown in the above
figure between the 2014 and future model application. The model is calibrated in
2014 to develop a relationship between land use data (population and employment),
income/vehicle ownership and trip making. This relationship is then used in the
future to forecast total trip making and modal share between private and public
transport in the future. Within public transport, the share between road and rail‐ based
travel is then calculated. The costs for this split are derived from the detailed public
transport sub‐model.

The sub‐model for rail needs to consider the following alternatives for the future
situation:

 Rail commuter as main mode – existing rail commuter services with bus as feeder
 MRT as main mode – future MRT system, no rail service but bus as a feeder
 Mixed rail as main mode – future MRT system and rail commuter used
together with bus as feeder.

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 64
 CHAPTER 2: TRAFFIC DEMAND FORECAST

FIGURE 2.1: OUTLINE OF FORECAST YEAR MODEL STRUCTURE

The public transport sub‐model structure then becomes quite complex as shown in
Figure 2.2 as the different costs of alternatives (which combine to form Level of Service
– LOS – or generalized cost), by different income groups needs to be considered.

The parameters feeding into the generalized cost (or LOS) calculation are largely the
same as those shown in Table 2.6. The exceptions to this are the future year value‐
of‐time some adjustments to the in‐vehicle‐time factors for buses to reflect the
improvements in bus service provision (eg. better information, bus priority measures
etc). Furthermore, it can be expected that in the future more of the bus fleet will be air
conditioned compared to today.

Road Network Assumptions

Future road network assumptions have been developed based on official sources
such as road network Master Plan prepared by MMRDA (Mumbai Urban Infrastructure
Project).

The following major road projects have been included in the horizon year road
transport network in line with the recommendations of CTS.

 Eastern Freeway
 Elevated Link – Sewri – Worli
 Western Freeway Sea Link (WFSL)
 WFSL north extension – Bandra – Dahisar
 Santa Cruz‐Chembur Link Road

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 65
 CHAPTER 2: TRAFFIC DEMAND FORECAST

FIGURE 2.2: FUTURE YEAR APPLICATION OF PUBLIC TRANSPORT SUB‐MODEL

Note: LOS (level of service) refers to a set of variables such as in‐vehicle time, waiting time, fares etc…

In addition to these committed road projects, there is also a programme of road

network improvements including flyovers and junction improvements at a more local
level. These should have the impact of generally providing some additional
capacity/speed improvement on the road network. To reflect these local changes, road
capacity on the existing road network has been assumed to grow at 1% per annum.

Public Transport Network Assumptions

Out of the total envisaged mass transit network in MMR, the assumed operational
network in the transport model is set out in Table 2.7.

TABLE 2.7: RAILWAY NETWORK ASSUMPTIONS

Year Rail Network Development
2014 Metro Line 1: Versova – Andheri – Ghotkopar
Monorail Phase 1: Jacob Circle – Wadala – Chembur
2015 MUTP Rail Improvements
2021 Metro Line 3: Colaba – Bandra‐SEEPZ
2021 Metro Line 2: Dahisar – Charkop – Bandra – Mankhurd
2022 Metro Line 5: Wadala – Ghatkopar – Thane – Kasarvadavali
2021 M 7: Dahisar – Andheri
2031 M10: Dahisar – Mira Road – Manikpur – Virar
2031 Mo6: Thane – Dahisar
2031 Mo 3: Mulund – Goregaon – Gorai

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 66
 CHAPTER 2: TRAFFIC DEMAND FORECAST

2.3 RIDERSHIP ON PROPOSED METRO CORRIDOR

While estimating the ridership figures for the proposed Metro corridor, following
important considerations have been made:

 P3E3 landuse scenario is considered. This scenario allocates growth to MCGM and
RoR in equal proportion.
 Future road and rail/ metro network as detailed in the previous section.
 Interchanges with other mass transit corridors have been considered;

– Monorail at Wadala
– Monorail at Chembur
– Lokmanya Tilak Terminus with LTT Metro
– Suburban Stations at Vikhroli and Kanjur Marg
– Metro at Kanjur Marg
– Monorail/Metro at Kasarvadavali

 Metro Fare is considered as 1.5 times the ordinary bus fare.

 Speed of the metro is taken as 35 Kmph.
 Peak Hour Frequency of metro service is considered as 3.5 minutes for 2031.

The daily ridership, peak hour station loads and peak hour section loads for the
proposed Metro Corridor are given in Table 2.8 and 2.9.

Table 2.8 Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2021
Boarding Alighting Vol Stations Vol (Gaimukh- Boarding Alighting
(CSMT Metro- CSMT Metro)
Gaimukh)
2004 0 2004 CSMT Metro 0 0 7522
42 1 2045 Carnac Bunder 7522 8 104
293 46 2292 Clock Tower 7617 143 368
849 55 3086 Wadi Bunder 7843 320 703
695 72 3710 Darukhana 8225 238 671
171 8 3873 Coal Bunder 8659 56 147
894 72 4695 Hay Bunder 8749 158 404
258 112 4841 Sewri Metro 8995 101 604
3970 761 8050 BPT Hospital 9498 1713 3753
1456 233 9273 Ganesh Nagar 11538 776 777
1845 1593 9525 Wadala RTO 11539 363 10631
(Bhatkti Park
Metro)
2872 1914 10483 Wadala TT 21807 2426 5325
670 429 10724 Anik Nagar (Anik 24706 813 1011
Nagar Bus Dept)
1638 300 12062 Suman Nagar 24904 867 1801
3165 791 14435 Siddharth Colony 25838 1208 5419
2561 180 16816 Pestom Sagar 30049 418 2705
(Amar Mahal
Junction)
479 173 17122 Garodia Nagar 32336 372 497
74 96 17099 Pant Nagar 32460 233 93

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 CHAPTER 2: TRAFFIC DEMAND FORECAST

Boarding Alighting Vol Stations Vol (Gaimukh- Boarding Alighting

(CSMT Metro- CSMT Metro)
Gaimukh)
519 531 17087 Laxmi Nagar 32321 446 452
2894 5839 14141 Amrut Nagar 32326 14471 3663
(Shreyas Cinema)
957 329 14770 Ambewadi 21519 879 1164
(Godrej Company)
496 1394 13872 Vikhroli Metro 21803 1776 823
144 245 13771 Surya nagar 20851 629 356
1504 2207 13068 Gandhi nagar 20578 2370 1661
0 41 13027 Naval Housing 19868 170 0
2439 48 15417 Bhandup 19699 14 2984
mahapalika
380 449 15348 Bhandup Metro 22669 1027 219
2423 948 16823 Nahur Metro 21860 2026 4794
(Shagrila)
548 675 16696 Sonapur 24629 907 579
132 53 16775 Mulund Fire 24301 243 41
Station
515 851 16440 Mulund Naka 24099 694 967
719 1163 15995 Teen Hath Naka 24372 1658 641
1116 3208 13903 RTO Thane 23355 4175 1310
1072 1037 13938 Thane Mahapalika 20489 1370 920
Marg (Mahapalika
Marg)
31 721 13248 Siddheshwar Lake 20039 515 116
(Cadbury
Junction)
899 1155 12992 Majiwada 19640 2056 1140
574 2081 11485 Kapurbawdi 18724 1940 677
545 1099 10931 Manpada 17460 1862 610
1783 620 12094 Patli Pada 16209 2404 2317
(Tikuji Ni wadi)
599 2429 10264 Dongari pada 16122 2793 1084
648 1499 9413 Kavesar Gaon 14413 2757 873
(Vijay Garden)
424 1808 8029 kasarvadavali 12530 2690 540
426 1557 6898 Gowniwada 10380 1906 641
0 6898 0 Gaimukh 9115 9115 0
45721 45722 17122 PHPDT/Ridership 32460 71101 71102
Daily Ridership 1168242

Trip Length Distribution CSMT Metro - Gaimukh -2021

Stage No. of Trips %
<=2 3649 3.12
<=4 13969 11.96
<=6 9892 8.47
<=9 26949 23.07
<=12 16287 13.94
<=15 14699 12.58
<=18 11252 9.63
<=21 7418 6.35

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 68
 CHAPTER 2: TRAFFIC DEMAND FORECAST

Trip Length Distribution CSMT Metro - Gaimukh -2021

Stage No. of Trips %
<=24 4320 3.7
<=27 3743 3.2
<=30 2045 1.75
<=35 1459 1.25
<=40 672 0.57
>40 470 0.4
116824 100

Table 2.9 Peak Hr. Ridership for Metro Line (CSMT Metro - Wadala – Kasarvadavali -
Gaimukh) for Horizon year 2031
Boarding Alighting Vol Stations Vol Boarding Alighting
(CSMT Metro- (Gaimukh-
Gaimukh) CSMT
Metro)
2366 0 2366 CSMT Metro 0 0 7211
473 165 2674 Carnac Bunder 7211 2347 145
205 186 2693 Clock Tower 5009 120 392
655 294 3054 Wadi Bunder 5281 304 701
820 266 3608 Darukhana 5678 379 1226
95 4 3699 Coal Bunder 6525 7 151
546 19 4225 Hay Bunder 6669 42 221
257 403 4080 Sewri Metro 6848 427 1141
4683 755 8008 BPT Hospital 7563 1879 4172
1804 184 9627 Ganesh Nagar 9855 649 894
2336 1317 10646 Wadala RTO (Bhatkti 10100 320 12234
Park Metro)
2990 1002 12633 Wadala TT 22013 1330 6048
617 340 12910 Anik Nagar (Anik Nagar 26732 438 1064
Bus Dept)
1724 582 14052 Suman Nagar 27358 1433 2472
6210 2166 18096 Siddharth Colony 28397 5496 6137
1191 335 18952 Pestom Sagar 29038 496 1170
(Amar Mahal Junction)
254 2909 16297 Garodia Nagar 29712 7438 198
316 351 16261 Pant Nagar 22472 325 412
720 957 16023 Laxmi Nagar 22559 632 931
8156 1828 22351 Amrut Nagar 22859 4667 14815
(Shreyas Cinema)
1078 2404 21024 Ambewadi 33008 1300 2133
(Godrej Company)
915 2030 19910 Vikhroli Metro 33840 2513 996
594 1322 19181 Surya Nagar 32324 1182 609
4043 1829 21395 Gandhi Nagar 31751 1689 5355
892 215 22072 Naval Housing 35417 979 1006
235 472 21835 Bhandup Mahapalika 35443 951 335
1654 937 22552 Bhandup Metro 34828 1211 3017
1224 2436 21341 Nahur Metro 36635 8191 547
(Shagrila)
260 303 21297 Sonapur 28991 223 266
574 1038 20833 Mulund Fire Station 29034 1950 423
268 353 20749 Mulund Naka 27507 437 527

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 69
 CHAPTER 2: TRAFFIC DEMAND FORECAST

Boarding Alighting Vol Stations Vol Boarding Alighting

(CSMT Metro- (Gaimukh-
Gaimukh) CSMT
Metro)
1245 2145 19849 Teen Hath Naka 27597 2580 1225
1073 1796 19126 RTO Thane 26242 1811 1994
1112 1784 18454 Thane Mahapalika Marg 26425 1589 1889
(Mahapalika Marg)
1713 2096 18071 Siddheshwar Lake 26725 2726 2183
(Cadbury Junction)
1069 2245 16895 Majiwada 26182 2728 1265
2508 1073 18331 KapurBawdi 24719 819 872
8046 4682 21695 Manpada 24771 8219 8506
1130 3545 19280 Patli Pada 25058 3963 2106
(Tikuji Ni wadi)
1118 2976 17421 Dongari pada 23201 3028 1669
0 2074 15348 Kavesar Gaon 21843 3209 0
(Vijay Garden)
600 0 15948 kasarvadavali 18634 13 738
1156 1495 15609 Gowniwada 19359 2621 1253
0 15609 0 Gaimukh 17991 17991 0
68921 68921 22552 PHPDT/Ridership 36635 100649 100648
Daily 1695705
Ridership

Trip Length Distribution CSMT Metro - Gaimukh -2031

Stage No. of Trips %
<=2 13727 8.09
<=4 24612 14.51
<=6 15468 9.12
<=9 26535 15.65
<=12 38269 22.57
<=15 17150 10.11
<=18 9987 5.89
<=21 10442 6.16
<=24 4747 2.8
<=27 4545 2.68
<=30 1848 1.09
<=35 1172 0.69
<=40 653 0.38
>40 416 0.25
169570 100

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 70
 CHAPTER 3: SYSTEM DESIGN

CHAPTER – 3

SYSTEM DESIGN

3.0 INTRODUCTION

This is an extension of Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park)
towards South-West direction. It is being extended from Wadala (Bhakti Park) to
CSMT and length of this extension is 12.774 km which is partly elevated and partly
underground. Total Ten stations have been provided out of which Two are Elevated
and Eight are Underground.

No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

3.1 PERMANENT WAY

3.1.1 Choice of Gauge

The issue of Broad Gauge vs. Standard Gauge for Metro in India has been debated
widely and the decision has been in favour of Standard Gauge. Even Delhi Metro
which started with Broad Gauge has switched over to Standard Gauge. It is
advantageous for many reasons as indicated below:

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

(ii) In Standard Gauge 1 in 7 and 1 in 9 turn-outs, which occupy lesser length, are
feasible compared to 1 in 8 ½ and 1 in 12 turn-outs required for Broad Gauge. Land
requirement for depots, where a large number of lines are connected together in the
shape of ladder is also reduced. Standard Gauge is, therefore, more suited for use in
built-up environment where land availability is scarce.

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

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 CHAPTER 3: SYSTEM DESIGN

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

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

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

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

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

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

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

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

3.1.2 Track Structure

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

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 CHAPTER 3: SYSTEM DESIGN

noise and vibrations. The track structure has been proposed keeping the above
philosophy in view.

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

From considerations of maintainability, riding comfort and also to contain vibrations

and noise levels, the complete track is proposed to be joint-less and for this purpose
even the turnouts will have to be incorporated in LWR/CWR. The track will be laid
with 1 in 20 canted rails and the wheel profile of Rolling Stock should be compatible
with the rail cant and rail profile.

Rail Section
Keeping in view the proposed axle load and the practices followed abroad, it is
proposed to adopt UIC-60 (60 kg/m) rail section. Since main lines will have sharp
curves and steep gradients, the grade of rail on main lines should be 1080 Head
Hardened as per IRS-T- 12-2009. As these rails are not manufactured in India at
present, these are to be imported. For the Depot lines, the grade of rails should be
880, which can be easily manufactured indigenously.

Ballastless Track on Main Lines

On the viaducts, it is proposed to adopt plinth type ballastless track structure with
RCC derailment guards integrated with the plinths (shown in Fig.3.1). It is proposed
to adopt suitable Fastenings System with a base-plate to base-plate spacing of
~65cm, on viaducts complying of performance criteria laid down by Railway Board
vide letter Circular No. 2009/Proj/InAs/9/2, dated 02.05.2010.

In the underground section similar track structure with base plate spacing ~70cm is
proposed on slab after first stage concrete.

Ballastless Track in Depot

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

Turnouts
 From considerations of maintainability and riding comfort, it is proposed to lay the
turnouts also with 1 in 20 cant. Further, it is proposed to adopt the following two types
of turnouts:

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 CHAPTER 3: SYSTEM DESIGN

i) On main lines, 1 in 9 type turnout with a lead radius of 300 meter and permissible
speed on divergent track as 40 km/h (shown in Fig. 3.2).
ii) On Depot lines, 1 in 7 type turnout with a lead radius of 190 meter and permissible
speed on divergent track as 25 km/h (shown in Fig. 3.3).

The Scissors crossovers on Main Lines (1 in 9 type) will be with a minimum track
centre of 4.5 m (shown in Fig. 3.4).

 The proposed specifications for turnouts are given below: -

i) The turnouts should have fan-shaped layout throughout the turnout so as to have
same sleepers/base-plates and slide chairs for both LH and RH turnouts.
ii) The switches and crossings should be interchangeable between ballasted and
ballastless turnouts (if required).

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

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

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

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

3.1.3 Rail Structure Interaction

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

Welding
Flash Butt Welding Technique is to be used for welding of rails. Alumino-Thermic
Welding is to be done only for those joints which cannot be welded by Flash Butt
Welding Technique, such as joints at destressing locations and approach welds of

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 74
 CHAPTER 3: SYSTEM DESIGN

switches & crossings. For minimising the population of Thermit welds, mobile (rail-
cum-road or portable) Flash Butt Welding Plant will have to be deployed.

Fig No. 3.1

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 75
 CHAPTER 3: SYSTEM DESIGN

Fig No. 3.2

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 76
 CHAPTER 3: SYSTEM DESIGN

Fig No. 3.3

190

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 77
 DOUBLE CROSSOVER tg. 1/9 R= 300m C.L. 4500
AXLE SCHEME

73731
40500
33231

16615.5 16615.5
4500

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
16615.5 16615.5
33231

40749

September 2018
Fig No. 3.4

78
CHAPTER 3: SYSTEM DESIGN
 CHAPTER 3: SYSTEM DESIGN

3.2 TRACTION SYSTEM

3.2.1 Various Options of Traction System

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

A sub- committee set up by “Ministry of Urban Development” on Traction system for

metro railway has studies various aspects of merits and demerits of various traction
system. The following are the highlights of Report:-

3.2.2 Merits and Demerits of various traction systems

a) 25 kV AC with OCS (Flexible/rigid):- Merits

 Reduced cost – Unlike dc traction this system, does not require substations at
frequent intervals due to high voltage, reduced current levels and lower voltage drops
as a result, there is substantial reduction in cost. Cost of 25 kV AC traction systems is
about 15% less as compared to 750V DC 3rd rail traction system for the estimated
level of traffic.

 Energy regeneration & line losses- Energy regeneration is more than 30% in 25 kV
AC traction system as compared to 18% in 750V DC 3rd rail traction system. In 25 kV
AC traction system line losses are 12% less as compared to 750V DC 3rd rail traction
system

 Cost of rolling stock- The cost of rolling stock & maintenance cost of traction
system are comparable.

 Capacity – In future, the system can cater to traffic needs even in excess of 75000
PHPDT, which, however, is restricted on account of other constraints.

 Easy of capacity enhancement – Capacity enhancement can be easily achieved by

simply enhancing the transformer and its associated equipment at the receiving
substation.

 Higher efficiency of operation – The efficiency of regeneration is substantially more

than DC systems and line losses are very less of the order of 5%. 100% recovery of
regenerated energy is possible in the case of 25 kV AC traction compared to a figure
of 75% in the case of 1500 V DC systems and 60% in the case of 750 V DC systems.

 Less Fire hazards-AC system poses lesser fire hazards as current levels are much
lower than DC system.

 Stray current - There are no problem of stray currents and hence nearby metallic
structures are not affected by corrosion. However, there are problems of EMC / EMI

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 CHAPTER 3: SYSTEM DESIGN

which can be controlled by using return conductor & screened cables in signaling
applications & fiber optic cable in telecommunication system without using booster
transformer as per recent developments. This also helps in avoiding use of booster
transformer which causes 2%-line loss and excessive voltage drops besides
involving maintenance & reliability issues.

 Traction equipments in 25 kV AC system are standardized & mostly indigenously

available. In DC traction system it is mostly imported.

 Though in underground section higher side tunnel diameter is required.

b) 750-850 V DC third rail traction system:- Demerits

 High operating currents and High voltage drops necessitating reduction in
spacing of sub-station- This leads to larger voltage drops along the Third Rail
distribution system, which necessitates closer spacing of sub- stations at an interval
of almost every 2 Km, leading to higher costs of construction.

 Low levels of regeneration- The regeneration is 18%, because 60% of re-

generated energy in a 750 V dc system is possible to be retrieved.

 Safety hazards with use of high voltage at ground level- Due to existence of the
“live” third rail at ground level, this system can be hazardous to safety of commuters
and maintenance personnel if they fail to adopt safety precautions.

 Line losses- Line losses are more due to higher current. Transmission line losses on
750 V DC traction system are around 21% as against 5% of 25 kV AC traction
system.

 Phenomenon of stray current- In a third rail system, where the running rails are
used as a return path, a part of the return current leaks into track structure. This
current is called stray current. It is necessary to manage the stray current to ensure
minimal corrosion effect and consequent damages to metallic components in the
track structure as well as metallic reinforcement and metal pipes of building of metro
and public areas adjacent to the Metro alignment.

 Higher Consumption of Specific Energy: As per MOUD guideline specific energy

consumption in 750 V dc system is 60 kWh/GTKM and in 25 KV ac system is 50
kWh/GTKM. The specific energy consumption in 750 V dc system is higher as
compared to 25 kV ac system. Hence operating cost will increase in 750 V dc system
(copy enclosed).

c) 1500 V dc system with Overhead Catenary System:-Demerits

 Higher maintenance requirement and costs as compared to 750V DC third rail
system.

 Theoretical traffic capacity with 1500 V traction system is less as compared to 25 kV

AC system.

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 CHAPTER 3: SYSTEM DESIGN

 Line losses are more due to higher current as compared to 25 kV AC. It may be in
the range of 10 to 12% as against 5% of 25 kV AC system.

d) 2x25 kV ac single phase Traction System

The following are the benefit of 2x25 kV ac traction system used for Chhatrapati
Shivaji Maharaj Terminus (CSMT) to Gaimukh (47 km) corridor:

 The electromagnetic interference in of 2x25 kV systems is very less and hence no

BT/RC system is required which has its own maintenance and reliability issues.
However, additional space for autotransformer shall be required.

 The line loss in of 2x25 kV system is almost half as compared to 25 kV conventional

system.

 In the event of 2 x 25 kV traction systems being adopted no of neutral section shall

reduce.

 Load balancing will be better on all the three phase using Scott connected
transformer.

 Since the OHE current is much lower in the of 2x25 kV systems; hence the OHE
voltage profile will be better than conventional system. In fact the voltage drop at the
terminal end for the similar load will be almost half in of 2x25 kV system.

 Harmonics: since the fault currents are much higher in of 2x25 kV & 220/132 kV side,
there are less harmonics on the system. Fifth harmonics on the system are in the
range of 1% of less as compared to around 3% or higher, in case of conventional
system. Due to fewer harmonic, the reliability of the Traction installation equipment
and of electric rolling stock in expected to be better.

 Substation spacing: The inter-spacing between sub-station is almost double in of

2x25 kV system as compared to conventional system. Therefore the number of
substation almost reduces to half in the 2x25 kV AT system (with proper planning) as
compared to the conventional system. This brings in substantial saving of costly
space of around 2000 sq. m. in Mumbai metro area, besides saving due to use of
lesser high voltage cable.

 2x25 kV system is highly suitable for high dense load, as the voltage fed to the
system at 25 kV as system due to better voltages and thus improved efficiency of the
rolling stock.

 Arcing problems are encountered at BT overlap in 25 kV system and there have been
melting cases of contact wire at the BT overlap location when bridging by stationary
pantograph. No such problem will be encountered in 2x25 kV system.

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 CHAPTER 3: SYSTEM DESIGN

 With the use of 2x25 kV system return conductor shall be replaced be feeder wire
and the design shall be finalized accordingly.

In view of above techno-economic considerations, 2x25 kV AC traction system is

suggested for Chhatrapati Shivaji Terminus (CSMT) to Gaimukh (47 km) corridor,
otherwise 25 kV AC system is preferred.

3.3 SIGNALLING AND TRAIN CONTROL SYSTEM

3.3.1 Introduction
The Signalling and Train Control System shall provide the highest security level for
means of an efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train services
on the network.

This portion provides the main design features of the signaling and train control for
the operation of Mumbai Metro Line 11 i.e. from Bhakti Park (Wadala) to CSMT
Metro of extension of Mumbai Metro Line 4 Corridor taking into account the
proven and advance system being used worldwide.

The Proposed Corridor of Mumbai Metro Line 11 i.e. from Bhakti Park (Wadala)
to CSMT Metro are planned to be operated at maximum safe speed of 90 Km/hr.
The trains are to be maintained headway at every about 100 seconds. However,
the signaling System shall be designed at minimum 90 second headway in one
direction.

3.3.2 Signalling

The Signalling shall provide the highest security level to ensure that the operational
activities are developed following strict safety requirements. At the same time, it
shall meet the requirements for efficient train operations and high quality of service.
The proposed signalling system design for this metro line will cater the following:

 Continuous Automatic Train Control System (CATC)

 Unattended Train Operation (UTO) System
 Automatic Train Operation (ATO)System
 Communication based Automatic Train Control (ATC) System
 Automatic Train Protection (ATP) System
 On board Equipment
 Cab Signalling
 Fall-Back Block Working System
 Interlocking device (Computer based Interlocking)
 Track side Radio equipment
 Track Vacancy Detection System
 Electric Point Machine
 Track side Signals

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 Centralized Traffic Control System

 Power Supply of signalling
 Cable for signalling
 Half Height Integrated Platform Gate (PG)
 Display of CCTV images from Train to OCC
 Onboard Radio Antennas, Large Video Screen, MMIs etc

3.3.3 Overview of Signalling System

It is expected to carry large number of passengers by maintaining shorter spacing
between trains requiring a very high level of safety enforcement and reliability. At
the same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.

The requirements of the Mumbai Metro Line 11 Corridor planned to be achieved

by adopting following basic principles of signaling System: -

 The Train Control and Monitoring shall be ensured from Centralized Traffic control
System located at Operation Control Centre (OCC). OCC equipment shall be
connected to station equipment room through optical fiber network.
 The CBTC (Communication based Train Control) based system shall be provided in
main line & depot (except workshop area) for train operation & primary mode of
detection. Secondary detection shall be through Axle Counter.
 Computer Based Interlocking System shall be designed on failsafe philosophy. In
case of failure of any equipment, the equipment shall fail on safe side or more
restrictive state. In such case the Signalling System shall authorized movement of
train in normal and degraded operations.
 Track side equipment shall be connected through Electronic Interlocking (to Station
Equipment Room) by secure links to ensure safe movement of train.
 Provide high level of safety with trains running at shorter headways ensuring
continuous safe train separation.
 Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
 Provide safety and enforce speed limit on the sections having permanent and
temporary speed restrictions.
 Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
 Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
 Improve maintenance of Signalling and Telecommunication equipment by monitoring
System status of trackside and train borne equipment and enabling preventive
maintenance.
 Signalling & Train Control System on the line shall be designed to meet the required
headway during peak hours.

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 For monitoring inside train saloon, signaling system shall provide radio transmission
media to transfer live streams to OCC controller on large video screen & MMI.
 To avoid any accident at platform, Integrated Passenger Gate shall be provided,
which will be a barrier between the track and platform accessible to passengers.
Signalling and Rolling Stock interfaces shall be provided for Passenger Gate System.

3.3.4 System Description And Specifications

The requirements of the metro are planned to be achieved by adopting „CATC‟
(Continuous Automatic Train Control System) based on “CBTC” (Communication
based Train Control System) which includes UTO (Unattended Train Operation), ATO
(Automatic Train Operation), ATP (Automatic Train Protection) and ATS (Automatic
Train Supervision) sub-systems using radio communication between Track side and
Train.

Wireless communication system shall be used for communication between the

wayside and train borne CBTC system. Radio for CBTC shall work in License free
ISM band.

The Signalling and Train Control system shall be as below and Sub-system/
components will conform to international standards like CENELEC, IEC, IEEE, IS,
ITU-T etc:

3.3.5 Continuous Automatic Train Control

Continuous Automatic Train Control based on CBTC will consist of - UTO, ATO, ATP,
and ATS sub-systems. The Train- borne Automatic Train Control System will consist
of Unattended Train Operation (UTO), Automatic Train Operation (ATO) and
Automatic Train Protection (ATP).

This vital system maintains the safety of the train operations on the principle of
moving block including separation of trains enforcement of speed restrictions and
safe operation through interlocking.

3.3.6 Automatic Train Protection (ATP)

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

 Provide Cab Signalling.

 Determine continuously and protect the train in excess of MSS & LOMA.
 Track Related Speed Profile generation based on line data and train data
continuously along the track.
 Continuous monitoring of braking curve with respect to a defined target point.
 Monitoring of maximum permitted speed on the line and speed restrictions in force.

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 Detection of over-speed with audio-visual warning and application of brakes, if

necessary.
 Maintaining safety distance between trains.
 Monitoring of stopping point.
 Monitoring of Direction of Travel and Rollback.
 Enable opening of train doors as per stopping platform when train is docked.

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

3.3.7 Automatic Train Operation (ATO)

This system shall operate the trains automatically from station to station while
remaining within the safety envelope of ATP & open the train doors. Driver will close
the train doors and press a button when ready to depart. In conjunction with ATP/
ATS, ATO can control dwell time at stations and train running in accordance with
headway / timetable. ATO Mode shall be normal mode of operation in the event of
failure of UTO Mode. In ATO mode the train control and signalling system shall carry
out the following function:

 Accelerate and decelerate the train by applying traction power, coasting, and
applying and removing brakes.
 Automatically control speed, acceleration, preventing unnecessary braking and
stopping.
 Automatic operation of train between stations and stop the train at stations.
 Provide all indications necessary to operate the train.
 Determine continuously the Maximum Safe Speed (MSS) and Limit of Movement
Authority (LOMA) with ATP function.
 Train doors open indication on the correct side when the train is docked if permitted
by the ATP door release.
 Prevent the train from starting if train doors are not detected closed.

3.3.8 Automatic Train Supervision (ATS)

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

The centralized system will be installed in the Operation Control Centre. The OCC
will have a direct line projection display panel showing a panoramic view showing the
status of tracks, points, signals and the vehicles operating in the relevant section /
whole system. ATS will provide following main functionalities:
 Train movement control (Automatic Route setting, train dispatch, inter station stop,
platform/system hold & release dwell time, skip-stop, auto crew/RS management
etc.).
 Automatic Train Regulation.

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 Continuous Tracking of train position.

 Display Panel & Workstation interface.
 Link to Passenger Information Display System for online information.
 Computation of train schedules & Timetable.
 Event & fault logging.
 System distinguishes between a train ready signal in ATP and a train ready signal in
ATP / ATO mode.

3.3.9 Automatic Turn Back (ATB)

To minimize the turn back time at terminal and intermediate station, Automatic Turn
Back mode (Cycle mode/Sequence mode) is introduced to automatically operate
more than one route one after the other in a sequential manner
.
ATB function is a part of ATO/UTO mode function. At the terminal station or
intermediate station the train shall be operated automatically by the onboard ATC to
the turn back track and back to the terminal station without driver.

3.3.10 Restricted Mode (RM)/ Run of Site Mode (ROS)

This mode shall be available only when On Board ATC in operation. If the On-Board
ATC does not receive ATP information, train shall be manually driven by driver using
ATP (CBTC on board) with constant speed supervision. If train speed is exceeded to
25 Km/h, On Board ATC shall apply the emergency break. The On Board ATC give
cab signal as soon as the train get ATP information or train reach a track position
where normal running can be resumed. RM mode shall be operated in depot.

3.3.11 Cut Off Mode

This mode shall used in case of On Board ATC failure. In this mode, the train speed
is controlled entirely by the Train Operator in accordance with line side signals and
verbal instruction from controller. The rolling stock provides equipment that limits
speed less than 25 Kmph. If safety cut out switch is handled, On Board ATC power
supply is shut down.

3.3.12 Computer Based Interlocking System (CBI)

The entire line including turn back track, transfer track, sidings will be equipped with
CBI system for operation of points & crossings and setting of routes. The setting of
the route and clearing of the signals will be done by workstation, which can be either
locally (at station) operated or operated remotely from the OCC.

This CBI system is used for controlling vehicle movements into or out of stations
automatically from a workstation. Interlocking stations having points and crossings
will be provided with workstations for local control. Track occupancy, point position,
etc. will be clearly indicated on the workstation. It will be possible to operate the
workstation locally, if the central control hands over the operation to the local station.
The interlocking system design will be based on fail-safe principle.

The equipment will withstand tough environmental conditions encountered in a Mass

Transit System. Suitable IS, IRS, BS standards or equivalent international standards

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will be followed in case wiring, installation, earthing, cabling, power supply and for
material used in axle counters, relays, point operating machines, power supply etc.

3.3.13 Track Vacancy Detection

Primary mode of track vacancy detection system on main line shall be through Radio
and secondary detection can be through Axle Counter.

The Axle counters have been used in vital train detection schemes on a large scale
in Europe and outside of Europe. Also, an Axle counter is a cost-effective alternative
to track circuits when applied correctly and are available from several manufacturers.
In view of advantages of Axle counter, the track detection system by Axle Counter is
recommended for secondary detection system.

Axle counter is used to detect the track occupancy and to count the number of axles
and which train detection is discontinuously performed. It is not affected by weather
conditions, and achieves reliable train detection. It interfaces with interlocking
system in order to respond to functional errors on the basis of self-diagnosis as well
as to transmit the information.

The axle counter consists of the following equipment: -

 Detection Point (or counting head)
 Evaluator

3.3.14 Wayside Signals

Multi Aspect Color Light (LED) type Line side signals shall be installed on the Main
Line at stations with point & crossing for point protection catering for bidirectional
working & depot entry / exit.

3.3.15 Cab Signalling

Cab signalling is a railway safety system that communicates track status information
to the cab, crew compartment or driver's compartment of a train. The train driver can
see the information continuously. The DMI (Driver Machine Interface Display) is the
device that displays driving information in the driver cab. Information is transmitted
by the wayside radio equipment to on board Radio equipment & vice versa. The
data is computed by the on-board equipment and displayed on a screen on DMI for
monitoring/controlling the running of train.

Vital information concerning the safe working of the train is displayed directly in the
driving cab on the DMI. The DMI displays:

 Brake details: distance to first brake application.

 Speed information: current train speed, permitted speed, target speed on circular
speed gauge with speed pointer preferably with disguise color.
 Auxiliary driving information: state of brakes (service brake, emergency brake), state
of the connection between the on-board and the track side equipment.

The DMI is also the interface between the driver and the on-board equipment to get
driver information, train characteristics or request for shunting operation.

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3.3.16 Point Machines

Non-Trailable Electrical Point Machine capable of operating with 3-phase, 50 Hz.
380V AC will be used on main line and the depot point machine will be trailable type
electrical point machine capable of operating with either 3 phase, 50 Hz. 380V AC or
110V DC.

3.3.17 Train Depot: Signalling

All depot lines except the workshop area shall be interlocked. A workstation shall be
provided in the Depot Control Centre for electrical operation of the points, signals and
routes of the depot yard. Track vacancy detection using Radio & Axle Counter will be
used in the depot as well.

The Depot shall be equipped with all mode of train operation including UTO mode
except depot workshop line. The trains shall be controlled from DCC and OCC as
well.

A test track with similar Signalling and Train control system as adopted in Main Line
shall be provided at Depot.

3.3.18 Signalling Mode Of Operation

There are six signalling modes of operation which shall be available but only one
single signalling mode shall be active at any one instant of time. These five Modes are
mentioned as under:-

a) Restricted Manual (RM) Mode for Depot.

b) Automatic Train Protection (ATP) Mode
c) Automatic Train Operation (ATO) Mode
d) Unattended Train Operation (UTO) Mode
e) Run on Sight Mode (ROS) Mode
f) Automatic Train Reversal / Turn Back (ATB) Mode

3.3.19 Half Height Integrated Platform Gate (PG)

The Integrated Platform Gate system shall provide a barrier between the track and
the platform accessible to passengers. The system shall improve the safety of
passengers by isolating the platforms from the track unless there is a train stopped
at its correct position. PG system shall be around 1.5 Meter heights and it shall
consist of sets of bi-parting doors installed along the full length of platform.

The PG system shall comprise Automatic Sliding Gates (PGs), Platform End Doors
(PEDs), Emergency Escape Doors (EEDs) and Fixed Screens (FSS) to form a
barrier along the edge of the platform adjacent to the track. Platform Gates shall
correspond to the location of each of the train doors when the train has berthed at
its correct position. Each platform end shall be closed by a Platform End Door. The
remaining portion of PG facade shall be provided with manually openable
Emergency Escape Doors and Fixed Screens.

The PG system shall be integrated with structure and architecture of the station and
operationally with Signalling System as well as Rolling stock System. The interface

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between Signalling System and PG shall be designed to fail safe Signalling

standards and according to relevant International standard. All vital control and
detection circuits of PG system shall be double cut.

Opening and closing of PG and Train doors shall be synchronous. Train movement
should not be permitted until it is confirmed that both Train doors and Platform
Gates are properly closed. The PG shall be quiet in operation and all the elements
of the PG installations (fixed and moving) shall be sufficiently rigid to avoid
generation of noise by panel excitation.

3.3.20 Display of CCTV images from Train to OCC

For monitoring of train saloons, there shall be provision at OCC for displaying live
video streams for the onboard CCTV cameras on each train as selected by the
OCC operator on large video screen & MMIs. Onboard camera shall be provided by
rolling stock, Signaling shall provide the radio infrastructure for transmission of
CCTV live stream from train to OCC through use of one of the available ISM band
(preferably 5.8 GHz band) frequency. Data transmission network of CCTV & CBTC
shall be separate and redundancy in radio units.

Provision shall be made for displaying a minimum of four live streams from a train at
OCC. Signaling shall also provide sufficient size large video screen display and MMI
at OCC as per requirement. Display shall be sufficient good quality of operator to
view required simultaneous live streams. However, actual bandwidth requirement,
number of live streams per train, size of large video screen, etc. shall be finalized as
per requirement during design stage.

3.3.21 Centralized Traffic Control (CTC)

The Metro operation shall be managed from the Central Traffic Control that located
in Operation control Centre (OCC) that is in charge of managing real time traffic,
safety of movement, rolling stock, on-board staffing, and work maintenance. The
primary objective of the OCC system is to operate the train in UTO/ATO mode (in
CBTC) and construct the routes of the trains from the origin up to the destination
automatically / manually under normal / abnormal conditions, the OCC system will
provide effectively alternatives to minimize the delay of the train.

It supplies all the information required to the centralized traffic control operator in
order to check the normal operations of the trains. The OCC system interfaces to
the external systems (interlocking, Radio equipment, SCADA, PIDS, PAS, etc.) to
monitor and control the traffic and to ensure the safe operations of trains.

The OCC system shall meet the following requirements:

 The systems and communication lines shall be in redundant configuration and will
ensure reliability and safety through continuous operations of the system.
 The OCC is interfaced with signaling devices set along the track and allow the
operator to access different functionalities for traffic management with a man-
machine interface (MMI).
 MMI allows the command acquisition, alarms display, and the viewing of control
images.

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 Each equipment units used for servers and industrial MMIs will be suitable for the
metro rail environment with high MTBF. The servers for the OCC shall be self
diagnostic and fault noticing functions.
 Operation during emergency situation can be planed through the back-up CTC (BCC)
when OCC is not functional.
 The suitable software for each operator workstation and server is configured to
achieve the convenience of the operation.

Operational Room at OCC shall monitor the train operations and control the
operations of train so that the trains can operate safely & efficiently. The functions of
the operating room will be supported by the LDP (Large Display Panel), and
Workstations for the operators. The LDP in the operating room shows the entire track
line of the Metro Rail in real-time so as to monitor it any time.

3.3.22 Fall- Back Block Working System

A Fall-Back block working system shall be used by using secondary detection (axle
counters) & Track Side Signals in case of failure of CBTC System or wayside
communication link become unavailable.

The Fall-Back Block working system shall follow fixed block working, it can
temporarily be worked to maintain safety and smooth operation with the help of Line
Side Signals provided at each station / interlocking. When the Fall-Back Block
working system is operated, it is necessary to check no other trains exist in the
protection area to keep safety operation at first on priority.

3.3.23 Rooms For Signalling At OCC & Stations

The OCC is composed of several rooms that have specific functions. In a basic
configuration, four rooms are directly concerned by the Signalling System: the
Operation Room, the Central Signalling Equipment room, the maintenance room and
power supply room.

A) Operation Room:
The Operational Room is the place from where the operators can monitor and control
the traffic on the Line, using dedicated workstations and Direct Line large projection
Display.

B) Central Signalling Equipment Room

This room includes all equipment managing the Signalling System included in the
OCC control area.

As per site requirement, additional devices (other than signaling i.e Telecom and
AFC System) can be considered in the Central signalling room. Also, this room shall
be available at Central location as well as interlocking stations (SER, Station
Equipment Room).

C) Maintenance room
All signalling devices information and technical alarms are displayed on workstations
and manual or automatic commands are possible from these workstations. This room

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shall be available at Central location as well as interlocking stations.

D) Power supply room

The room contains Uninterrupted Power Supply (UPS) necessary for the signalling
technical room, the maintenance room and the operation room. The power supply
arrangement is designed in order to provide uninterrupted power in case of general
power breakdown. It includes all the equipment that provides power supply for OCC
rooms (Signaling, Telecom, AFC equipments). UPS room should be available
adjacent to Signalling Equipment rooms at Stations and OCC. UPS room shall be
available at Central location at all stations.

The minimum surface areas required for each room at stations are:
 The signaling technical room : 40m2
 The maintenance room : 30m2
 The power supply room : 50m2

At the OCC, BCC and the Depot, the areas required shall be as per final
configuration of the equipment and network configuration keeping space for
further expansion.

3.3.24 Back Up of the OCC (BCC)

In order to decrease the risks of disruption due to a local disaster such as fire, flood,
building collapse, etc., a Main CTC (OCC) and a fall back CTC (BCC) shall be
provided & both shall be located in different areas.

The OCC may be located at terminal station inside the premises of the station or in
Depot. The BCC could be located around other terminal station / locations / Depot.
The BCC shall be similar to OCC, and also, BCC shall provide full redundancies of
all systems and communications.

 The OCC is normally on-line and used by the Operators to control the Metro Line
traffic. Operation & Maintenance Control.
 The BCC is normally off-line. It will be used to control the Line only in case the OCC
is accidentally unavailable. Besides this BCC being normally off-line, will be also
available for other purposes such as training, testing, replay without disturbing the
live traffic.

3.3.25 Power Supply

Uninterrupted Power Supply provision is must for the Signalling System to have high
availability. The concept of the power supply system is of immense importance,
because the availability of the Signalling System entirely depends on its power
supply.

All devices along the line are computerized devices and therefore need to be fed with
low-voltage power supply. The low-voltage power supply shall be designed in a way
to ensure the quality and reliability of the supply to all components of the Signalling
System. The Uninterrupted Power Supply System shall have sufficient backup time
and in built redundancies to ensure very high of Availability and reliability.

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The solutions that are usually implemented on metro rail include:

 Redundancy of mains feeder (delivery from multiple cables/sources),

 Back-up of the AC supply by means of uninterrupted power supplies and
associated batteries,
 Batteries capacity based on system consumption and autonomy with Back-up time
requirements.
 Architecture and dimension of the system allowing failures and/or maintenance
without service disruption (possibility to switch off one or several converters or
other modules without impact).

The Uninterrupted Power Supply system shall be designed for use of Signalling
equipments, Telecom equipments, AFC equipment & PSD equipments as per
requirement.

3.3.26 Standards

The following standards will be adopted with regard to the Signalling system.

Table 3.1
Description Standards

Train Protection system shall be based on CBTC (Communication

Train protection system based Train Control) System. The system architecture shall provide
in redundancy. The system will conform to IEEE 1474 standards.
Computer based Interlocking adopted for station having switches
and crossing. All related equipment as far as possible will be
Interlocking
centralised in the equipment room at the station. The depot shall be
interlocked except for lines mainly used for workshop lines etc.
Moving Block working concept may be followed in CBTC System
Block Working
and Fixed Block working in failure of CBTC system.
The system shall be capable of Unattended Train Operation (UTO),
Default Mode of Operation however, the mode of operation may be decided / finalized by
metro at detail design stage.
Maximum Safe Speed of
90 Km/h
Operation
Grade of Automation GOA4 (UTO) / GOA3 (DTO)
Non-Trailable Electrical Point Machine capable of operating with 3-
phase, 50 Hz. 380V AC will be used on main line and the depot
Operation of Points point machine will be trailable/ non -trailable type electrical point
machine capable of operating with either 3 phase, 50 Hz. 380V AC
or 110V DC.
Primary mode for track vacancy detection system on main line and
Track Vacancy Detection
in depot (except workshop line) may be through radio (CBTC
System
System) and secondary detection it may be through Axle Counter.
Signals at Stations with Line Side signals to protect the points (switches). LED type signals
point & crossings for reliability and less maintenance cost.
Uninterrupted power Supply Uninterrupted Power Supply System is Common for Signalling,

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Description Standards

at stations as well as for Telecommunications, AFC and PSD systems.

OCC
Automatic Train Supervision system. Movement of all trains to be
logged on to a central computer and displayed on workstations in
Train Describer System the Operational Control Centre and at the SCR. Remote control of
stations from the OCC. The system architecture shall provide in
redundancy.
Fall Back CTC Backup OCC (BCC)
Platform Gate Half height Integrated Platform Gate System
Display of CCTV images from Train to OCC on Large Video Screen
On board CCTV Stream
and MMIs
Cables Outdoor cables will be steel armoured as far as possible.
SIL-4 safety levels as per CENELEC standard for Signal and Train
Fail Safe Principles
Control System.
All data transmission on telecom cables/OFC/Radio. All Signalling
Immunity to External
and telecom cables will be separated from power cables as per
Interface.
standard. CENELEC standards to be implemented for EMC.
Train Working under Running on site with line side signal with speed automatically
emergency restricted between 15-25 Kmph.
Environmental Conditions Air-conditioners for all equipment rooms.
Philosophy of continuous monitoring of system status and
preventive & corrective maintenance of Signalling equipment shall
Maintenance philosophy 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.

3.3.27 Space Requirement For Signalling Installations

Adequate space for proper installations of all Signalling equipment and Platform
screen doors at each of the stations has to be provided keeping in view the case of
maintenance and use of instrumentation set up for regular testing and line up of the
equipment/system.

The areas required at Interlocking stations for Signalling Equipment Room shall be
generally 40 sqm. For UPS Room (common for Signalling, Telecommunication, AFC
and PSD systems) at all stations, the area required shall be approximately minimum
50 sqm.

At Non-interlocking stations, Signalling & PSD Equipments shall be installed in the

Telecommunication Equipment Room (TER) available at the station.
At the OCC and the Depot, the areas required shall be as per the final configuration
of the equipment and network configuration keeping space for further expansion.

3.3.28 Maintenance Philosophy For Signalling Systems

The philosophy of continuous monitoring of system status and preventive &
corrective maintenance of Signalling and Telecommunication equipment shall be
followed. Card / module / sub-system level replacement shall be done in the field.
Maintenance personnel shall be suitably placed at intervals and they shall be trained

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in multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.

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

3.4 TELECOMMUNICATION SYSTEM

3.4.1 Introduction
The Telecommunication system acts as the communication backbone for Signalling
systems and other systems such as SCADA, AFC etc and provides
Telecommunication services to meet operational and administrative requirements of
the metro network.

3.4.2 Overview
The Telecommunication facilities proposed are helpful in meeting the requirements
for operation of trains:

1. Supplementing the Signalling system for efficient train operation.

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

The proposed Telecom system will cater to the following requirements:

 Radio System
 Backbone network using Optical Fiber Cable (OFC)
 Ethernet & WAN Network.
 Station to Station dedicated communication
 Telephone System with Telephone Exchanges, Telephones and their Recording
 Centralized Recording System (CDRS)
 Centralized Clock System
 Closed Circuit Television (CCTV) System
 Passenger Information & Display System within the station & trains and from
Central Control to each station, Integrated Passenger Announcement System
 Train Traffic Control, Maintenance Control, Emergency Control, Assistance to
Train Traffic Control.
 Data Channels for Signalling, SCADA, Automatic Fare Collection
 Power Supply of Telecommunications, and
 Cables for Telecommunications etc.

3.4.3 Telecommunication System and Transmission Media

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A) Fibre Optic System (FOTS) - Main Telecommunication Bearer

The main bearer of the bulk of the Telecommunication network is proposed with
optical fiber cable system. An OFC system shall provide a transmission network of
Voice, Data, Ethernet, Video, and Signals among all Stations, Depot and OCC with
sufficient transmission bandwidth to cater for the operational need of Metro line. The
size of the OFC will fully meet with the applications need of the Metro line and
commercial exploitation of the Telecommunication Network of Metro line. A minimum
96 / or 144 Fibers optical fiber cable with redundancy (cable on both side of track) is
proposed to be laid. The optical fiber cable shall provide common transmission
backbone network for Telecom and other systems which are formed by the two
outdoor single mode optical fiber cables, one laying along the up-track and other one
along the down-track. Additional 144 fiber optical fiber cables may be laid along track
as per present commercial requirement for revenue.

B) Gigabit Ethernet Network (WAN)

A totally IP Based High Capacity, highly reliable and fault tolerant, MPLS Ethernet
Network shall be provided. IP network shall have important data therefore Ethernet
requires high reliability. Considering the rapidly increased demand during the
operation for top-level backbone network 10Gbps Equipment is proposed. The
communications network shall be configured as LAN and WAN – LAN shall be
responsible for train operations and maintenance tasks within each passenger station
and WAN shall be responsible for mutual communications between the stations and
between depot and the central computer system. To maximize the reliability and
survivability, each equipment and transmission line are configured as a dual system.
Redundant Layer-3, Layer-2 switches and Routers at each station, depot & OCC
shall be provided to meet requirement of other Telecom systems (like CCTV, AFC
system, maintenance management system and Wi-Fi network at station, PA,
Clock, PIDS , Telephone System, SCADA etc) and to support comparatively
unimportant facilities for the operation.

Layer-3 Core switch at OCC shall be provided to cover all requirements for
Centralized Management and Control facility of all equipment used in line. Data lines
of sufficient quantity and bandwidth shall be provided to other systems between
Central Terminal Unit and Remote Terminal Unit.

3.4.4 Telephone Exchange

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

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3.4.5 Mobile Radio Communication

Mobile Radio communication system having minimum 8 logical channels is proposed
for on-line emergency communication between Motorman (Front end and Rear end)
of moving train and the Central Control. The system shall be based on Digital Trunk
Radio Technology to TETRA International standard. All the stations, depots and the
OCC will be provided with fixed radio sets. Mobile communication facility for
maintenance parties and Security Personnel will be provided with handheld sets.
These persons will be able to communicate with each other as well as with central
control.

The frequency band for operation of the system will be in 400/800 MHz band,
depending on frequency availability. The system shall provide instant mobile radio
communication between the motorman of the moving cars from any place and the
Central Control. The motorman can also contact any station in the network through
the central control, besides intimating the approaching trains about any emergency
like accident, fire, line blocked etc., thus improving safety performance.

To provide adequate coverage, based on the RF site survey to be carried out during
detailed Design stage, base stations for the system will be located at sites
conveniently selected after detailed survey. Tentatively minimum 1 site with rooftop
towers with Base Station and minimum 4 Base Stations for coverage in U/G feeding
LCX cable with repeaters shall be required along the proposed Mumbai Metro Line
11 i.e. from Bhakti Park (Wadala) to CSMT Metro.

3.4.6 Passenger Announcement System

The PAS shall be provided to broadcast voice messages to passengers /staff in all
stations/ Depot from the locally as well as from OCC. It includes a network of
amplifier and speakers linked to the station. The system capable of announcements
from Station level will have over-riding priority in case of emergency announcements.
The System shall be linked to Signalling System for automatic train actuated
announcements.

The PAS and Passenger Information Display System (PIDS) shall be coordinated
automatically to provide real time passenger audio broadcast and visual information
at each station. Live audio broadcast relating to emergency, fire and evacuation
messages from OCC and Station Control Room shall be recorded in the Centralised
digital recording system at OCC. FOTS WAN network shall be used for transportation
of data from Station/Depot to OCC vice versa.

3.4.7 Passenger Information Display System

These shall be located at convenient locations at all stations to provide bilingual
visual indication of the status of the running trains and will typically indicate
information such as destination, arrival/departure time, and also special messages in
emergencies. The boards shall be provided at all platforms and concourses of all
stations. The System shall be integrated with the PA system and available from
same MMI. For the Platform Area, high intensity LED Boards will be used in

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Evaluated Section. For all the concourses and Platform Area of underground
Stations, HDLED Panels shall be used, which can also provide Audio/Visual
Advertisements apart from Trains running status.

3.4.8 Centralized Clock System

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

3.4.9 Closed Circuit Television (CCTV) System

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

The CCTV System shall be end to end IP based Full HD IP cameras using
backbone of FOTS WAN network and shall consist of a mix of Fixed Cameras and
Pan/Tilt/Zoom (PTZ) Cameras. Cameras shall be extended /located at areas where
monitoring for security, safety and crowd control purpose is necessary. All Videos
shall be extended at Video Wall located at security control room at OCC. Intelligent
Video Analytic (Track protections, abandoned object detection, Perimeter protection,
Movement detection, Platform track protection from falling object, Camera
Tempering, Overcrowding / Consation detection, Excessive Queuing, Rule based
detection, Face detection & tracking features etc) shall be provided in cameras of
specific locations like Platforms, Vulnerable locations, etc. Alarm shall be generated
and relevant data and video shall be transfer to OCC/Stations/Security Rooms
through optical fiber network.

3.4.10 Access Control System

An Access Control System shall be provided for entering into important areas like
SCR, SER, TER, OCC, DCC, TOM Rooms, etc. The System shall provide the
Access only to the Authorized Personnel in operational rooms and shall not allow the
same Card for Travel in metro. The System Shall be controlled and monitored
centrally from the OCC.

3.4.11 Network Monitoring and Management

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

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3.4.12 Technology
The Technologies proposed to be adopted for Telecommunication systems are
shown in Table below:
Table - 3.2: Technologies for Telecommunication Systems
System Standards
 Transmission Optical Fibre system as the main bearer for bulk of the
Media Telecommunication network
 Telephone PABX of minimum 30 ports is to be provided at all Stations, an Exchange
Exchange of 60 Ports to be provided at Terminal Station
 Train Radio Digital Train radio (TETRA) communication between motorman of moving
System cars, stations, maintenance personnel and central control.
 Train LED based boards with adequate visibility on Elevated and LED Panels in
Destination concourse to be provided at convenient location at all stations to provide
Indicator bilingual visual indication of the status of the running trains, and also
System special messages in emergencies.
Accurate display of time through a synchronization system of slave clocks
 Centralized
driven from a GPS master clock at the OCC and sub – master clock in
clock System
station. This shall also be used for synchronization other systems.
 Passenger
Passenger Announcement System covering all platform and concourse
Announcement
areas with local as well as Central Announcement.
System
Redundancy on Radio‟s in the Base Stations,
 Redundancy
Path Redundancy for Optical Fibre Cable by provisioning in ring
(Major System)
configuration.
 Environmental
All equipment rooms to be air-conditioned.
Conditions
System to have, as far as possible, automatic switching facility to
alternate routes/circuits in the event of failure.
 Maintenance Philosophy of preventive checks of maintenance to be followed. System
Philosophy networked with NMS for diagnosing faults and co-ordination.
Card/module level replacement shall be done in the field and repairs
undertaken in the central laboratory/manufacture's premises.

3.4.13 Space Requirement for Telecom Installations

Adequate space for proper installations of all Telecommunication equipment at each
stations has to be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system. The
areas required at each of the stations for Telecommunication equipments shall be
approximately 40 sqm. The Telecommunication Room shall be used for Signaling,
Telecommunication, AFC & PSD systems equipments at non- interlocking stations. In
interlocking station, Telecommunication Room shall be used for Telecommunication,
AFC & PSD systems equipments. Uninterrupted Power Supply (UPS) System shall
be common for Signaling, Telecommunication, AFC & PSD systems equipments at
input stage and installed in UPS room at every station, depot and OCC which is
approximately 50 sqm at station. These areas shall also cater to local storage and
space for maintenance personnel to work.

At the OCC, the areas required shall be as per the final configuration of the
equipment and network configuration keeping space for further expansion.

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3.4.14 Maintenance Philosophy for Telecom Systems

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

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

3.5 AUTOMATIC FARE COLLECTION SYSTEM

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

Automatic Fare Collection system is recommended to be adopted as this will enable

the commuters to travel hassle free by different modes of transport viz. Metro,
suburban trains, buses, water transport (whenever introduced) and even taxies
without purchasing multiple tickets for each mode separately.

Automatic fare collection systems have the following advantages:

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

The proposed AFC system shall be of Contactless Smart Token / Card type. For
multiple journeys, the stored value smart card shall be utilized and for the single
journey, the smart media shall be as utilized as contactless smart token. The
equipments for the same shall be provided at each station counter / booking offices

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and at convenient locations and will be connected to a local area network with a
computer in the Station Master‟s room. Equipment and installation cost of
Contactless Smart Card / Token based AFC system is similar to magnetic ticket
based AFC system, but Contactless system proves cheaper due to reduced
maintenance, less wear and tear and less prone to dusty environment.

It is proposed, the smart NCMC (National Common Mobility card) standard model for
implementation of AFC system in Mumbai Metro. The AFC system as per the
guidelines issued by Govt of India shall enable seamless travel by different metros
and other transport systems across the city besides retail shopping and purchases.

The AFC system shall support the EMV (Europay, MasterCard, and Visa) and RuPay
based open loop ticketing following the NCMC standard model for interoperability
with other operators by use of non-proprietary standard so that the interface is
scalable to other networks (transit operator/ retail outlets/parking/Toll etc) in Mumbai.
The AFC equipments shall support EMV, RuPay, QR, NFC (Near field
communication) based ticketing, integration of clearing house, smart card host
system of Financial Institutions and integration of mobile application with AFC
system.

3.5.2 Gate
Retractable Flap Type/Paddle Type Control Gates are proposed which offer high
throughput, require less maintenance and are latest in modern systems
internationally. All these gates will have a functionality of Auto Top on smart cards in
case balance goes below the threshold value (as per choice / business rule).

The gate should also capable to NFC enabled Mobile Tickets or any latest type of
Ticket media at the time of procurement/installation. The AFC system shall provide
access control solutions, offering both access control devised and hardware which
can be tailored to accept any ticket media readily available in market (Barcode, QR
code, NFC etc).

3.5.2.1 Gate Function

a) Gate arrays shall be the normal-means of controlling entry to and exit from the
paid areas. Control shall be by means of actuating a physical barrier on
recognition of a valid ticket or card by the gate. The barrier may be a bi-
parting leaves, centre flaps, end flaps or other configuration however the use
of tripod or turnstile type gates is not acceptable. The gate shall be capable of
operating either in normally open or normally closed mode.

b) Where required, barriers shall be provided to separate paid and unpaid

areas of the concourse. The barriers shall meet local public safety requirements
and be aesthetically merged with station engineering.

3.5.2.2 Features
a) Power Failure - In the event of a total power failure to the gates, the gates shall
open to allow unrestricted user access. All latch gates shall automatically unlatch
where electric locks are installed.

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b) Concourse Emergency Mode - All AFC gates shall open whenever the
Concourse Operating Mode is in emergency. An Emergency Push Button
independent of the SC shall be provided in each Excess Fare Office.

c) Ergonomics - The engineering of the gate arrays should be such that the
passenger uses reader placed on the right hand side while passing through the
gate. The display and Contact less Smart Card (CSC) reader associated with
each gate shall be grouped such that they bias the passenger towards the aisle
through which the passenger should pass.

3.5.2.3 Types of Gates

a) Passenger Entry Gate: - The Passenger Entry Gate shall control the entry of
passengers into the paid area by validating the fare media.

b) Passenger Exit Gate: - The Passenger Exit Gate shall control the exit from the
paid area by validating the fare media.

c) Passenger Reversible Gate: - The Passenger Reversible Gate shall combine

the features of the Entry and Exit gates. It shall be capable of being switched by
the Station Computer from entry mode to exit mode and vice-versa depending on
the operational requirements of passenger flow. Reversible Gates shall also
function automatically, based on the side from where the Passenger approaches
first.

d) Staff / Emergency Gate: - Normally situated adjacent to the Excess fare Office
and kept open during emergency situations.

3.5.2.4 Spacing
Spacing for passenger gates shall be based generally on the following
dimensional criteria:
a) Gate Centre spacing: - Standard gates 880mm
b) Aisle width: - Standard gates 465 - 580mm

3.5.2.5 Gate Enclosure

a) The gate enclosure shall be fabricated of stainless steel. The gate shall be
finished to conform to the architectural requirements of the station.
b) The degree of protection provided by the enclosure against dust, splashing,
intrusion of foreign objects shall meet or exceed the standard IP54 (IP43 for token
acceptor slot, if any), as defined by British Standards.

3.5.2.6 Tail Gating Prevention:

Minimum distance for detection shall be less than 20 cm and methodology shall
be in accordance with that being used in AFC operations.

3.5.3 Ticket Vending Machine (TVM)

The TVM should provide the convenience for the passengers to procure ticket on
their own, without the need to queue at the ticket sale counter.

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At all stations, Passenger Operated Ticket Vending Machines (Automatic Ticket

Vending Machines) are proposed. The TVM‟s will provide convenience to
passengers to avoid standing in queues at ticket booths and provide them
international standard service. This will be used for:

1. Dispensing Smart Tokens for single journey

2. Add Value in Smart card by paying money using Bank Notes or through Credit Card
/Debit card /pre-Paid card.
3. Return the remaining money through Bank Notes and Coins (Min 2 types)

3.5.4 Function
a) Enable passengers to purchase tickets for journey.
b) The touch-point including the screen interface should be customizable in terms of
the text, graphics and video. It should be able to support the promotion of any
preferred products.
c) The machines shall accept payment in the form of bank notes, coins and credit /
debit cards and shall interact with the passengers via a touch screen display and
receipt printer.
d) A reject button shall be provided to enable a passenger to abort a transaction
before a token issue cycle has commenced.
e) The bank note reader shall accept notes inserted in any orientation (any way up
or round) and change shall be provided via a combination of note and coin re-
circulating mechanism, which minimises the number of times the station staffs
need to replenish the machines with change.

3.5.5 Physical
The TVM‟s hardware and peripherals should come equipped with durable
housing. It shall be made from stainless steel and shall be freestanding or
recessed into the walls of the TVM rooms as required by the station architecture.
Separate tamper-proof coin boxes and note vaults shall be provided.

Minimum 2 TVM machines shall be provided at every entry to station to dispense

journey ticket.

3.5.6 Types of Ticket

(a) The system shall provide, or be capable of processing, the following types of
ticket:
 Single Journey Ticket (SJT)
 Daily Pass
 Staff/Employee Pass (EP)
 Stored Value (SV) (at least 16 configurable types)
 Period Pass (PP)
(b) Each ticket type shall be capable of being associated with at least four fare tables
(One full fare and two concession fares).

3.5.7 Ticket Media

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a) CSC (for Stored Value, Employees Pass etc.)

Contactless media shall be to ISO/IEC 14443 & ISO 18092 standard (minimum
EAL4 Security Criteria for CSC) and also to support common mobility card
specifications of Ministry of Urban Development (GOI).

The system must support minimum standard & specification for CSC & devices
and recommendations to be used for the implementation of National Common
Mobility program in the multimodal and multi operator environment within the
practical limits of transport.

b) Other Media (for Single Journey Tickets)

Media for Single Journey Tickets shall be determined at design stage, which can
be a token. Choice of SJT media shall take financial and usage constraints into
account.

3.5.8 Ticket Reader/Add Value Machines

These machines will be used to know the Card/Token balance and can also be used
as Add value device in case payment for Card top up is made through alternate
Internet based channel like net banking, Credit/Debit card (Payment gateway) etc.

3.5.9 Recharge Card Terminal Machine (RCTM)

RCTM will be used to recharge the Card using Credit Card /Debit card /Pre Paid card
as well as bank Note

3.5.10 Security
(i) Revenue Protection
The AFC machines shall resist tampering by either passengers or unauthorized
staff.

(ii) Revenue Security

 The AFC machines and system shall provide a complete audit trail of all
transactions, transfers of cash and other payments.
 Cash handling equipment and systems shall be an integral part of the audit trail.
 Data & Revenue Security shall be ensured by a Key Management System (KMS)
which needs to issue a Hardware SAM for each AFC equipment in use in the
system. The SAM shall be used to authenticate the equipment and the transaction
integrity.

(iii) Data Security

 In the event the SC fails, each item of equipment shall be able to operate
autonomously without loss of data.
 Security of communications between the AFC equipment, SC and CC system
shall ensure no loss of data in transmission.

3.5.11 Station Computer (SC)

 Station Computer (SC) enables the overall control and monitoring of each item
of AFC equipment within the station and transfer of data to the Central Computer

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(CC).
 The SC shall include the power and data communication links to each
item of AFC equipment and CC system interface.
 It shall enable printing of reports at stations. The reports shall include accounting
and statistical information. It shall include any other reports required for AFC
operation.
 The SC shall be able to download data to the AFC machines individually or as
groups.
 The SC shall receive maintenance data from AFC equipment and transmit the
same to CC for monitoring and use of the same as an effective maintenance tool.
 The SC shall be able to monitor certain critical functions of the AFC system and
collect data for warnings and alarms.
 If there is loss of communication between the SC and AFC equipment (Gates,
TOM etc.) then the equipment shall operate in stand-alone mode utilizing the
most recent data from the SC. AFC equipment (Gates, TOM etc.) shall store data
up to seven days for transmission when SC communication is restored.
 In the event of loss of communication with the CC the SC shall utilize the most
recent operational data received from the CC and shall be capable of storing at
least thirty days of transaction data.

3.5.12 Equipment Control

The normal method of control of the equipment shall be by the SC. The SC shall
enable all AFC equipment control (put in service, taken out of service and initiated
etc.) without the requirement for communication with the CC.

3.5.13 Central Computer System

Central Computer System shall be redundant configuration and placed at OCC. It is
connected to Station Computer and equipments via redundant secured link provided
in Telecom Chapter.

a) The Central Computer System (CC) shall collect and analyze information received
from the station computers. It shall produce network-wide revenue and traffic data
and monitor the performance of all AFC equipment.
b) A Central Computer (CC) System shall generate the necessary management
reports from the CST, CSC and transaction information received from the Station
Computer Systems.
c) The CC shall hold and download CST and CSC parameters, Configuration Data
(CD), AFC device software and fare table information to each SC from where they
shall be distributed to the station AFC equipment.
d) The CC shall automatically collate all CST, CSC and usage data (UD) from the
SC to provide accurate audit and traffic statistics for the line.
e) The CC shall be located in a dedicated computer room in the Administration
Building or Operations Control Centre.
f) The CC shall maintain a blacklist of invalid tickets. Blacklisted tickets shall be
rejected by the AFC Gates.
g) The CC shall support a Fare Table with adequate number of stations.

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3.5.14 AFC Equipment Requirement

The AFC equipment required at various locations of Mumbai Metro Line 11 i.e.
from Bhakti Park (Wadala) to CSMT Metro are tabulated at Annexure for
projection years 2021 and 2031. However, the exact number and type shall depend
on the final station layout and traffic being catered to.

3.5.15 Standards
The standard proposed for AFC systems are as under:

Table 3.3
Standards Description
a) Contactless Smart Token – For single journey. Token are captured at
the exit gate.
b) Contactless Smart Card – For multiple journeys. Contactless readers
Fare media shall be as per ISO 14443 standards.
The System should also capable to NFC enabled Mobile Tickets (ISO18092
or equivalent) or any latest type of Ticket media (Barcode, QR code etc).

Computer controlled retractable flap type automatic gates at entry and exit.
There will be following types of gates :
- Entry
Gates - Exit
- Reversible
The System shall support the EMV and RuPay based open loop ticketing
following the NCMC standard model for interoperability.
All the Fare Collection Equipment shall be connected in a local area network
with a station server controlling the activities of all the machines. The station
Station computer, central servers will be linked to the AFC central computer situated in the operational
computer and AFC Network control center through the optic fiber communication channels. The
centralized control of the system shall provide real time data of earnings,
passenger flow analysis, blacklisting of specified cards etc.
Manned Ticked Office Machines shall be installed in the station for selling
Ticket office machine (TOM/
cards / token to the passengers.
EFO)
Also TVM‟s shall be provided for Automatic Ticket Vending.
Ticket Reader shall be installed near EFO for passengers to check
Ticket Readers
information stored in the token / cards.

Portable ticket decoder(PTD) PTD will be used to check the card/token during travel

Recharge card terminal RCTM will be used to recharge the card using bank note/debit card/credit
machine card/pre paid card
UPS Common UPS of S&T system will be utilized.
Being fully Contactless system, manpower requirement for maintenance is
Maintenance philosophy much less compared to system with magnetic tickets. However, adequate
facilities to be provided similar to that of S & T systems.

3.5.16 Integration of AFC with other Lines and Modes of Transport

In Mumbai, different mode of transport are being constructed and operated by
different operators. In view of passenger convenience and operational efficiency, it is
proposed that AFC for different metro lines should be integrated and smart card
based fare products should be inter-operable. AFC system shall take into account
revenue sharing mechanism among different operators based on journeys performed

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at each system. The single ride tickets (tokens) may not be inter-operable and may
be limited to each operators system.

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

Fig 3.5 Entry/Exit Gates

Fig 3.6: Ticket Office Machine

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Fig 3.7: Ticket vending machine

Fig. 3.8 Ticket Reader/Add Value Machine

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Annexure 3.1
Table 3.4
AFC Equipments for Mumbai Metro Line 11 i.e. from Bhakti Park (Wadala) to CSMT Metro (Projection for 2021)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 CSMT Metro 2004 7522 33 125 2 5 2 2 4 2 2

2 Carnac Bunder 50 105 1 2 2 2 2 2 4 2 2

3 Clock Tower 436 414 7 7 2 2 2 2 4 2 2

4 Wadi Bunder 1168 757 19 13 2 2 2 2 4 2 2
5 Darukhana 933 743 16 12 2 2 2 2 4 2 2
6 Coal Bunder 227 154 4 3 2 2 2 2 4 2 2
7 Hay Bunder 1052 476 18 8 2 2 2 2 4 2 2
8 Sewri Metro 359 716 6 12 2 2 2 2 4 2 2
9 BPT Hospital 5684 4514 95 75 4 3 5 2 4 2 2
10 Ganesh Nagar 2232 1010 37 17 2 2 2 2 4 2 2
11 Wadala RTO (Bhatkti Park Metro) 2208 12224 37 204 2 8 2 2 4 2 2
12 Wadala TT 5297 7239 88 121 4 5 4 2 4 2 2
13 Anik Nagar (Anik Nagar Bus Dept) 1483 1440 25 24 2 2 2 2 4 2 2
14 Suman Nagar 2505 2101 42 35 2 2 2 2 4 2 2
15 Siddharth Colony 4373 6210 73 104 3 4 4 2 4 2 2
16 Pestom Sagar (Amar Mahal Junction) 2979 2885 50 48 2 2 3 2 4 2 2
17 Garodia Nagar 851 670 14 11 2 2 2 2 4 2 2
18 Pant Nagar 307 190 5 3 2 2 2 2 4 2 2
19 Laxmi Nagar 965 983 16 16 2 2 2 2 4 2 2
20 Amrut Nagar (Shreyas Cinema) 17365 9502 289 158 12 6 14 2 4 2 2
21 Ambewadi (Godrej Company) 1836 1493 31 25 2 2 2 2 4 2 2
22 Vikhroli Metro 2272 2217 38 37 2 2 2 2 4 2 2
23 Surya nagar 773 601 13 10 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

24 gandhinagar 3875 3868 65 64 3 3 3 2 4 2 2

25 Naval Kousing 170 41 3 1 0 2 2 2 4 2 2
26 Bhandup mahapalika 2452 3032 41 51 2 2 2 2 4 2 2
27 Bhandup Metro 1407 668 23 11 2 2 2 2 4 2 2
28 Nahur Metro (Shagrila) 4449 5742 74 96 3 4 4 2 4 2 2
29 Sonapur 1455 1254 24 21 2 2 2 2 4 2 2
30 Mulund Fire Station 375 93 6 2 2 2 2 2 4 2 2
31 Mulund naka 1209 1818 20 30 2 2 2 2 4 2 2
32 Teen Hath naka 2377 1805 40 30 2 2 2 2 4 2 2
33 RTO Thane 5290 4517 88 75 4 3 4 2 4 2 2
34 Thane Mahapalika Marg (Mahapalika Marg) 2442 1957 41 33 2 2 2 2 4 2 2
35 Siddheshwar Lake (Cadbury Junction) 547 837 9 14 2 2 2 2 4 2 2
36 Majiwada 2955 2295 49 38 2 2 2 2 4 2 2
37 KapurBawdi 2514 2757 42 46 2 2 2 2 4 2 2
38 Manpada 2406 1709 40 28 2 2 2 2 4 2 2
39 Patli Pada (Tikuji Ni wadi) 4187 2937 70 49 3 2 4 2 4 2 2
40 Dongari pada 3392 3514 57 59 2 2 3 2 4 2 2
41 Kavesar Gaon (Vijay Garden) 3405 2372 57 40 2 2 3 2 4 2 2
42 kasarvadavali 3113 2348 52 39 2 2 3 2 4 2 2
43 Gowniwada 2332 2198 39 37 2 2 2 2 4 2 2
44 Gaimukh 9115 6898 152 115 6 5 8 2 4 2 2
TOTAL 110 114 124 88 176 88 88

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Annexure 3.2
Table 3.5
AFC Equipments for Mumbai Metro Line 11 i.e. from Bhakti Park (Wadala) to CSMT Metro (Projection for 2031)
Sr. Hourly Hourly Peak min. Peak min. Entry Exit
Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

1 CSMT Metro 4713 7211 79 120 3 5 4 2 4 2 2

2 Carnac Bunder 593 310 10 5 2 2 2 2 4 2 2
3 Clock Tower 510 578 9 10 2 2 2 2 4 2 2
4 Wadi Bunder 1034 995 17 17 2 2 2 2 4 2 2
5 Darukhana 827 1492 14 25 2 2 2 2 4 2 2
6 Coal Bunder 138 155 2 3 2 2 2 2 4 2 2
7 Hay Bunder 972 240 16 4 2 2 2 2 4 2 2
8 Sewri Metro 2136 1543 36 26 2 2 2 2 4 2 2
9 BPT Hospital 5332 4927 89 82 4 3 4 2 4 2 2
10 Ganesh Nagar 2125 1078 35 18 2 2 2 2 4 2 2
11 Wadala RTO (Bhatkti Park Metro) 3665 13551 61 226 2 9 3 2 4 2 2
12 Wadala TT 3428 7050 57 118 2 5 3 2 4 2 2
13 Anik Nagar (Anik Nagar Bus Dept) 2050 1404 34 23 2 2 2 2 4 2 2
14 Suman Nagar 7220 3054 120 51 5 2 6 2 4 2 2
15 Siddharth Colony 6706 8303 112 138 4 6 6 2 4 2 2
16 Pestom Sagar (Amar Mahal Junction) 8629 1505 144 25 6 2 7 2 4 2 2
17 Garodia Nagar 579 3107 10 52 2 2 2 2 4 2 2
18 Pant Nagar 947 764 16 13 2 2 2 2 4 2 2
19 Laxmi Nagar 5387 1889 90 31 4 2 5 2 4 2 2
20 Amrut Nagar (Shreyas Cinema) 9456 16643 158 277 6 11 8 2 4 2 2
21 Ambewadi (Godrej Company) 3591 4537 60 76 2 3 3 2 4 2 2
22 Vikhroli Metro 2097 3026 35 50 2 2 2 2 4 2 2
23 Surya nagar 2282 1931 38 32 2 2 2 2 4 2 2

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Sr. Hourly Hourly Peak min. Peak min. Entry Exit

Station Name TOM EFO TR TVM RCTM
No. Boarding Alighting Boarding Alighting Gate Gate

24 Gandhinagar 5022 7184 84 120 3 5 4 2 4 2 2

25 Naval Kousing 1842 1220 31 20 2 2 2 2 4 2 2
26 Bhandup mahapalika 1446 808 24 13 2 2 2 2 4 2 2
27 Bhandup Metro 9845 3955 164 66 7 3 8 2 4 2 2
28 Nahur Metro (Shagrila) 1447 2982 24 50 2 2 2 2 4 2 2
29 Sonapur 2210 570 37 10 2 2 2 2 4 2 2
30 Mulund Fire Station 1011 1461 17 24 2 2 2 2 4 2 2
31 Mulund naka 2848 879 47 15 2 2 2 2 4 2 2
32 Teen Hath naka 3056 3370 51 56 2 2 3 2 4 2 2
33 RTO Thane 2662 3789 44 63 2 3 2 2 4 2 2
34 Thane Mahapalika Marg (Mahapalika Marg) 3838 3673 64 61 3 2 3 2 4 2 2
35 Siddheshwar Lake (Cadbury Junction) 4440 4279 74 71 3 3 4 2 4 2 2
36 Majiwada 1888 3510 31 59 2 2 2 2 4 2 2
37 KapurBawdi 10727 1944 179 32 7 2 9 2 4 2 2
38 Manpada 12008 13187 200 220 8 9 10 2 4 2 2
39 Patli Pada (Tikuji Ni wadi) 4158 5651 69 94 3 4 3 2 4 2 2
40 Dongari pada 4326 4645 72 77 3 3 4 2 4 2 2
41 Kavesar Gaon (Vijay Garden) 13 2074 0 35 2 2 2 2 4 2 2
42 kasarvadavali 3221 738 54 12 2 2 3 2 4 2 2
43 Gowniwada 19147 2748 319 46 13 2 16 2 4 2 2
44 Gaimukh 0 15609 0 260 2 10 2 2 4 2 2
TOTAL 138 140 162 88 176 88 88
Assumptions :-
A. Each Station has only 2 access
B. Minimum AFC equipments at a station with "2 access-1 for entry , 1 for exit": 2 entry gates, 2 exit gates, 2 EFO, 2 TOM, 4 AVM/TR, 2 TVM
C. Thoughput of gate: 25 passengers per minute, TOM : One per access
D. 50% passenger are assumed on Smart card and 50% on single journey token

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3.6 ROLLING STOCK

3.6.1 Introduction
The required transport demand forecast is the governing factor for the choice of the
Rolling Stock. The forecasted Peak Hour Peak Direction Traffic calls for a Mass Rapid
Transit System (MRTS).

3.6.2 Optimization of Coach Size

The following optimum size of the coach has been chosen for this corridor as mentioned
in Table 3.6.

Table 3.6 - Size of the coach

Length* Width Height
Driving Motor Car (DMC) 21.84 m 3.2 m 3.9 m
Trailer Car (TC) / Motor Car (MC) 21.74 m 3.2 m 3.9 m
*Maximum length of coach over couplers/buffers = 23 m

3.6.3 Passenger Carrying Capacity

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

Therefore, for the Heavy Rolling Stock with 3.2 m maximum width and longitudinal seat
arrangement, conceptually the crush capacity of 42 seated, 240 standing thus a total of
282 passengers for a Driving motor car, and 50 seated, 248 standing thus a total of 298
for a Trailer/Motor car is envisaged.
Following train composition is recommended:

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

8-car Train (from the year 2031 onwards): DMC+TC+MC+MC+TC+MC+TC+DMC

Table 3.7 shows the carrying capacity of Heavy Rolling Stock.

Table 3.7 - Carrying Capacity of Medium Rail Vehicles

Trailer car / Motor
Particulars Driving Motor car 6 Car Train 8 Car Train
car
Normal Crush Normal Crush Normal Crush Normal Crush
Seated 42 42 50 50 284 284 384 384
Standing 120 240 124 248 736 1472 984 1968
Total 162 282 174 298 1020 1756 1368 2352
NORMAL-3 Person/sqm of standee area
CRUSH -6 Person/sqm of standee area
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3.6.4 Weight
The weights of driving motor car, trailer car and motor car have been estimated as in
Table 3.8, referring to the experiences in Delhi Metro. The average passenger weight
has been taken as 65 kg.

Table 3.8 - Weight of Light Rail Vehicles (TONNES)

DMC TC MC 8 Car Train
TARE
42 43 42 338
(maximum)
Passenger
(Normal) 10.53 11.31 11.31 88.92
(Crush @6p/sqm) 18.33 19.37 19.37 152.88
(Crush @8p/sqm) 23.40 24.70 24.70 195.00
Gross
(Normal) 52.53 54.31 53.31 426.92
(Crush @6p/sqm) 60.33 62.37 61.37 490.88
(Crush @8p/sqm) 65.40 67.70 66.70 533.00
Axle Load
15.08 15.59 15.34 15.34
@6 person/sqm
Axle Load
16.35 16.92 16.68 16.65
@8 person/sqm

The axle load @ 6persons/sqm of standing area works out in the range of 15.08T to
15.59T. Heavy rush of passenger, having 8 standees per sq. meter can be experienced
occasionally. It will be advisable to design the coach with sufficient strength so that even
with this overload, the design will not result in over stresses in the coach. Coach and
bogie should, therefore, be designed for 17 T axle load.

3.6.5 Performance Parameters

The recommended performance parameters are:

Maximum Design Speed: 90 kmph

Maximum Operating Speed: 80 kmph
Max. Acceleration: 1.0 m/s2 (with AW3 load)
1.2 m/s2 (with AW2 load)
Max. Deceleration: 1.0 m/s2 (with AW3 load)
1.1 m/s2 (with AW2 load)
>1.35 m/s2 (Emergency brake)

Here AW3 load mean 8 persons per square meter of standee area

AW2 load mean 6 persons per square meter of standee area

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Traction in constant speed

Accelerating Coasting Decelerating

Velocity 

2
2
-1.0m/s
1.0m/s

Time 
The above performance parameters are broad and may be finalized during design
stage.

3.6.6 Coach Design and Basic parameters

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

(i) Proven equipment with high reliability

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

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

3.6.7 Selection of Technology

Low life cycle cost

Low life cycle cost is achieved by the way of reduced scheduled and unscheduled
maintenance and high reliability of the sub-systems. It is possible to achieve these

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objectives by adopting suitable proven technologies. Selection of following technologies

has been recommended to ensure low life cycle cost-.

3.6.7.1Car body
In the past carbon high tensile steel was invariably used for car bodies. In-fact almost all
the coaches built by Indian Railways are of this type. These steel bodied coaches need
frequent painting and corrosion repairs, which may have to be carried out up to 4-5 times
during the service life of these coaches. It is now a standard practice to adopt stainless
steel or aluminium car body.

The car bodies with aluminium require long and complex extruded sections which are still
not manufactured in India, while stainless steel sections are available in India. However
both stainless steel (SS) and Aluminium car body construction can be mentioned in the
technical specification. Both Aluminium and stainless steel car body construction has its
advantages and disadvantages, e.g. Aluminium is lightweight compared to SS, though it
requires periodic painting for upto 4-5 times during service life, whereas SS is having
high strength and has better aesthetic look, but it is heavier in weight compared to
Aluminium.

3.6.7.2 Bogies
Bolster less lightweight fabricated bogies with helical coil spring/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. Use of air spring at secondary stage is
considered with a view to keep the floor level of the cars constant irrespective of
passenger loading unlike those with coil spring. Perturbation from the track are also
dampened inside the car body on account of the secondary air spring along with suitable
Vertical Hydraulic Damper. The primary suspension system improves the curve running
performance by reducing lateral forces through application of helical coil spring/ conical
rubber spring. Helical springs are preferred over conical rubber spring based upon
DMRC experience. A smooth curving performance with better ride index is being
ensured by provision of above type of bogies.

3.6.7.3 Braking System

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

The regenerative braking will be the main brake power of the train and will regain the
maximum possible energy and pump it back to the system and thus fully utilize the
advantage of 3 phase technology. The regenerative braking should have air supplement

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control to bear the load of trailer car. In addition, speed sensors mounted on each axle,
control the braking force of the axles with anti-skid valves, prompting re-adhesion in case
of a skid. The brake actuator shall operate either a tread brake or a wheel disc brake,
preferably a tread brake.

3.6.7.4 Propulsion System Technology

In modern trains, cars with microprocessor controlled three phase induction motor drive
with VVVF control are recommended. The drive consists of self-ventilated 3-phase AC
squirrel cage induction motor and a power converter-inverter system with microprocessor
control gate drive. 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 AC 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.

The AC catenary voltage is stepped down through a transformer and fed to power
converter-inverter (CI). In CI, AC voltage output of transformer is converted to DC voltage
through converter connected to DC link, which feeds Inverter operated with Pulse Width
Modulation (PWM) control technology and using Insulated Gate Bipolar Transistors
(IGBT). Thus three-phase variable voltage variable frequency output drives the traction
motors for propulsion.

Recently advanced IGBT has been developed for inverter units. The advanced IGBT
contains an Insulated Gate Bipolar Transistor (IGBT) and gate drive circuit and
protection. IGBT incorporates its own over current protection, short circuit protection,
over temperature protection and low power supply detection. In addition also have
provision for over current, phase unbalance, over temperature protection for traction
motor.

The inverter unit uses optical fiber cable to connect the control unit to the gate interface.
This optical fiber cable transmits the gate signals to drive the advanced IGBT via the gate
interface. This optical fiber cable provides electrical isolation between the advanced IGBT
and the control unit and is impervious to electrical interference.

3.6.7.5 Interior and Gangways

Passenger capacity of a car is maximized in a Metro System by providing longitudinal
seats for seating and utilizing the remaining space for standing passenger. Therefore, all
the equipments are mounted on the under frame for maximum space utilization. The
gangways are designed to give a wider comfortable standing space during peak hours
along with easy and faster passenger movement especially in case of emergency. Some
equipments may be mounted in the under seat cubicles to have more standing capacity
in the gangway.

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Interior View

3.6.7.6 Passenger Doors

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

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

Passenger Doors

3.6.7.7 Air–conditioning
With heavy passenger loading of 6 persons/sqm for standee area and doors being
closed from consideration of safety and with windows being sealed type to avoid
transmission of noise, air conditioning of coaches has been considered essential. Each

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coach shall be provided with two air conditioning units capable of cooling, heating and
dehumidifying and thus automatically controlling interior temperature throughout the
passenger area at 25°C with 60% RH all the times under varying ambient conditions up
to full load. For emergency situations such as power failure or both AC failures etc,
ventilation provision supplied from battery will be made. Provision shall be made to shut
off the fresh air intake and re-circulate the internal air of the coach, during an emergency
condition, such as fire outside the train causing excessive heat and smoke to be drawn
in to the coach.

3.6.7.8 Cab Layout and Emergency Detrainment Door.

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

Driving cab

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

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

Public Address and Passenger Information Display System is provided in the car so that
passengers are continuously advised of the next stoppage station, final destination
station, interchange station, emergency situations if any, and other messages. The

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rolling stock is provided with Talk Back Units inside the cars, which permit conversation
between passengers and the drivers in case of any emergency.

3.6.7.10 Noise and Vibration

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

 Provision of anti-drumming floor and noise absorption material.

 Low speed compressor, blower and air conditioner.
 Mounting of under frame equipments on anti-vibration pad
 Smooth and gradual control of door.
 Provision of GRP baffle on the via-duct for elimination of noise transmission.
 Provision of sound absorbing material in the supply duct and return grill of air conditioner.
 Sealing design to reduce the aspiration of noise through the gap in the sliding doors and
piping holes.
 Provision of wheel flange and top of rail lubrication to reduce squealing noise.
 Provision of noise attenuators (Hypno dampers) on wheels to reduce noise due to rail
wheel interaction.

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

3.6.7.11 Passenger Safety Features

(i) ATP/ATO/UTO
The rolling stock is provided with Continuous Automatic Train Protection to ensure
absolute safety in the train operation. It is an accepted fact that 60-70% of the
accidents take place on account of human error. Adoption of this system reduces the
possibility of human error.

(ii) Fire
The rolling stock is provided with fire retarding materials having low fire load, low
heat release rate, low smoke and toxicity inside the cars. The electric cables used
are also normally low smoke zero halogen type which ensures passenger safety in
case of fire. There shall be provision for fire/heat detectors in electrical cubicles
inside the train. Also, as per MoHUA guidelines para-9 two fire extinguishers per car
in saloon area. One fire extinguisher per cab to be provided.

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(iii) Emergency door

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

(iv) Crash worthiness features

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

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

Gangways

(vi) Obstruction deflection device(ODD):

ODD shall be mounted on front bogie of each driving car(DMC) which shall be able
to deflect obstacles such as metal block, wooden block or plastic bottle with water
etc. After detection and deflection of obstacle emergency brake shall be applied to
stop the train automatically.

The salient features of the proposed Rolling Stock are enclosed as Annexure-3.2

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 CHAPTER 3: SYSTEM DESIGN

Annexure-3.3
Salient Features of 3.2m wide SG Rolling Stock for MRTS
S.No. Parameter Details
1 Gauge (Nominal) 1435mm
2 Traction system
2.1 Voltage 25 kV AC
2.2 Method of current collection Overhead Current Collection System
3 Train composition:
6 car train set DMC+TC+MC+ MC+TC+DMC
3.1
8 car train set (from year 2031 onwards) DMC+TC+MC+MC+TC+MC+TC+DMC
4 Coach Body Stainless Steel/Aluminum
5 Coach Dimensions
5.1 Height 3.9 m
5.2 Width 3.2 m
5.3 Length over body (approx)
- Driving Motor Car (DMC) 21.84 m
- Trailer Car (TC) 21.74 m
- Motor Car (MC) 21.74 m
Maximum length of coach over 22 to 23m (depending upon Kinematic
couplers/buffers: Envelop and SOD)
5.4 Locked down Panto height (if applicable) 4048 mm
5.5 Floor height 1100mm
6 Designed - Passenger Loading
6.1 Design of Propulsion equipment 8 Passenger/ m2
6.2 Design of Mechanical systems 10 Passenger/ m2
7 Carrying capacity-@ 6 standees/sqm
7.1 Coach carrying capacity
DMC 282 (seating - 42; standing - 240)
TC 298 (seating - 50; standing - 248)
MC 298 (seating - 50; standing - 248)
7.2 Train Carrying capacity
6 Car Train 1756 (seating – 284, standing – 1472)
8 Car Train (In year 2031) 2352 (seating - 384; standing - 1968)
8 Weight (Tonnes)
8.1 Tare weight (maximum)
DMC 42
TC 43
MC 42
8.2 Passenger Weight in tons @ 0.065 T per passenger

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S.No. Parameter Details

18.33 (@ 6 persons per sqm of standee
DMC
area)
19.37 (@ 6 persons per sqm of standee
TC
area)
19.37 (@ 6 persons per sqm of standee
MC
area)
Gross weight in tons (@ 6 persons per
8.3
sqm of standee area)
DMC 60.3
TC 62.4
MC 61.4
Axle load(T) (@ 8 persons per sqm of 17 (System should be designed for 17T
9
standee area) axle load)
10 Maximum Train Length - Approximate
6 car train set ≈138
10.1
8 car train set (In year 2031) ≈184
11 Speed
10.1 Maximum Design Speed 90 Kmph
10.2 Maximum Operating Speed 80 Kmph
12 Wheel Profile UIC 510-2/RDSO wheel profile
13 Noise Limits (ISO 3381 and 3095 - 2005)
Vibration (ISO-2631-1 1997, ISO 2631-4 2001), as per MoHUA circular on
Standardisation of Broad Parameters of Rolling Stock for Metro Railways in India
13.1 Interior Noise Level (LPAeq20sec)
Location(Section) Interior Noise Measurements in
Maximum dBA
Stationary Running
(Elevated and
At Grade)
Elevated Underground Elevated

All cars except in driving cab(Elevated and

68 75 68
at grade)
Driving cab(Elevated and at grade) 68 72 68
13.2 Exterior Noise Levels (LPAeq20sec)
Maximum Level of Exterior Noise in dBA @ 7.5 m from centre of track on either side
LpAEq 20sec 75 dB(A)
Stationary Running at 75 kmph
67 82
14 Traction Motors Ventilation Self

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S.No. Parameter Details

2
1.0 m/sec @ AW3
15 Acceleration on level tangent track
1.2 m/sec2 @ AW2
1.0 m/sec2 @ AW3
16 Deacceleration on level tangent track 1.1 m/sec2 @ AW2
(>1.35 m/sec2 during emergency)
17 Type of Bogie Fabricated
18 Secondary Suspension springs Air
- An electro-pneumatic (EP) service friction
brake- An electric regenerative service
brake
- Provision of smooth and continuous
blending of
EP and regenerative braking
19 Brakes
- A fail safe, pneumatic friction emergency
brake
- A spring applied air-release parking brake
- Tread Brakes
- Brake Electronic Control Unit (BECU) -
Independent for each bogie
20 Coupler
Automatic coupler with mechanical &
Driving Cab end of cars (DMC) pneumatic coupling but without electrical
coupling head
Between cars of same Unit Semi-permanent couplers
21 Detrainment Door Front
22 Type of Doors Sliding
23 Lighting LED based with dimmer control
24 Passenger Seats Stainless Steel
25 Cooling
25.1 Transformer Forced
25.2 CI & SIV Self/Forced
25.3 TM Self-ventilated
Train based Monitor & Control System
26 Control System
(TCMS)
27 Traction Motors 3 phase VVVF controlled
28 Temperature Rise Limits
28.1 Traction Motor Temperature Index minus 70°C
10°C temperature margin for Junction
28.2 CI & SIV
temperature
28.3 Transformer IEC specified limit minus 20° C

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S.No. Parameter Details

- Cooling, Heating & Humidifier (As
required)
- Automatic controlling of interior
29 HVAC
temperature throughout the passenger area
at 25°C with 60% RH all the times under
varying ambient conditions up to full load.
30 PA/PIS including PSSS (CCTV) Required
31 Passenger Surveillance Required
32 Battery Ni-Cd
33 Headlight type LED
8% (Run time with 8% coasting shall be the
34 Coasting
'Run Time in All out mode plus 8%')
35 Gradient (max) 4%
Bogie shall be able to negotiate 100m( in
36 Sharpest Radius
Mainline) and 90m (in depot)
37 Train Operation UTO(GoA4) with CBTC signaling system

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 CHAPTER 4: CIVIL ENGINEERING

CHAPTER - 4

CIVIL ENGINEERING

4.1 GEOMETRIC DESIGN NORMS

4.1.1 General
The proposed extension will be implemented with track on Standard Gauge (SG)
1435mm.

The geometrical design norms are based on international practices adopted for
similar metro systems with standard gauge on the assumption that the maximum
permissible speed on the section is limited to 80kmph. Planning for any higher
speed is not desirable as the average inter-station distance is kept close to one km
wherever possible and trains will not be able to achieve higher speed.

The elevated tracks will be carried on twin-U girders supported on single circular
piers, generally spaced at 28-m centres and located on the median or on the space
available between main carriageway and service road to the extent possible. The
horizontal alignment and vertical alignment are, therefore, dictated to a large extent
by the geometry of the road and ground levels followed by the alignment.

The underground tracks will be carried in separate tunnels to be drilled by Tunnel

Boring Machine. Stations will, however, be constructed by cut and cover method.

The design parameters related to the Metro system described herewith have been
worked out based on a detailed evaluation, experience and internationally accepted
practices. Various alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.

As regards the type of alignment i.e. At-grade, Elevated and Underground depends
upon the ROW. If ROW is 20 m or more, Elevated alignment is preferred over
Underground as the cost of Underground alignment is 2 to 2½ times of Elevated
alignment. The Merits and demerits of Elevated and Underground alignments are
detailed at Annexure- 4.1

4.1.2 Horizontal Alignment

As far as possible, the alignment follows the existing roads. This leads to introduction
of horizontal curves. On consideration of desirable maximum cant of 110 mm and
cant deficiency of 85 mm on Metro tracks, the safe speed on curves of radii of 300 m
or more is 80 km/h. On elevated section minimum radius of 125m has been used at
two locations having speed potential upto40 km/h. However in underground section
desirable minimum radius of curve shall be 300 m for ease of working of Tunnel
Boring Machine (TBM). For maximum permissible speed on curve with various radii,

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Table 4.1 may be referred.

Horizontal Curves:
Table 4.1- Horizontal Curves
Description Elevated Section Underground Section
Desirable Minimum radius 200m 300 m

Absolute minimum radius 120m* 200 m (only c/c)

Minimum curve radius at stations 1000m 1000 m

Maximum permissible cant (Ca) 125 mm 125 mm
Maximum desirable cant 110mm 110 mm

Maximum cant deficiency (Cd) 85mm 85 mm

* not used in this corridor.

Transition Curves
It is necessary to provide transition curves at both ends of the circular curves for
smooth riding on the curves and to counter act centrifugal force. It is necessary to
provide frequent vertical curves along the alignment due to change in gradients at
various locations in the corridor. In case of ballast less track, it is desirable that the
vertical curves and transition curves of horizontal curves do not overlap. These
constraints may lead to reduced lengths of transition curves at certain locations. The
transition curves have certain minimum parameters:

 Length of transitions of horizontal curves (m)

o Minimum :0.44 times actual cant or cant deficiency (in mm), whichever is higher.
o Desirable :0.72 times actual cant or cant deficiency (in mm), whichever is higher.
 Overlap between transition curves and vertical curves not allowed.
 Minimum straight between two Transition curves (in case of reverse curves): either
25 m or Nil.
 Minimum straight between two Transition curves (in case of same flexure curves):
either 25 m or both curves should be converted in to the compound curve by
introducing single transition between the two circulars.
 Minimum curve length between two transition curves: 25 m

4.1.3 Vertical Alignment and Track Centre

(a) Elevated Sections

The viaducts carrying the tracks will have a vertical clearance of minimum 5.5 m
above road level as mandatory requirement of Indian Road Congress (IRC). For
meeting this requirement with the „U‟ shaped pre-stressed concrete girders, the
rail level will be about 9.8 m above the road level. However, at stations which are
located above central median, the rail level will be 13.5 m above the road level
with concourse at mezzanine. These levels will, however, vary marginally
depending upon where the stations are located.

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The track centre on the elevated section is kept as 5.03 m uniform throughout the
corridor to standardize the superstructure.

(b) Underground Sections

Rail level at midsection in tunneling portion shall be kept at least 12.0 m below
the ground level. At stations, the desirable depth of rail below ground level is
atleast 13.5 m, so that station concourse can be located above the platforms.

Track center in underground sections are follows:

Track center in underground sections are follows:

Sections where stations are to be constructed 15.35 m (for lesser width of
by cut & cover and running section by TBM to platform, track center to be
Accommodate 12 m wide platform reduced)

Sections where stations are to be constructed

by NATM and running section by TBM to facilitate 22.00 m
Construction of stations
Sections where stations as well as running section
both are to be constructed by cut and cover method 4.50 m

(c) Gradients
Normally the stations shall be on level stretch. In exceptional cases, station may
be on a grade of 0.1 %. Between stations, generally the grades may not be
steeper than 2.0 %. However, where existing road gradients are steeper than 2%
or for Switch Over Ramps gradient up to 4% (compensated) can be provided in
short stretches on the main line.

(d) Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%.
However, it is recommended to provide vertical curves at every change of
gradient.

(e) Radius of vertical curves:

 On main line (desirable) : 2500 m
(Absolute minimum) : 1500 m
 Other Locations : 1500 m
 Minimum length of vertical curve : 20 m

4.1.4 Design Speed

The maximum sectional speed will be 80 km/h. However, the applied cant, and
length of transition will be decided in relation to normal speeds at various locations,
as determined by simulation studies of alignment, vertical profile and station
locations. Computerized train simulation studies need to be conducted with proposed
gradients at the time of detailed design stage. This is with the objective of keeping
down the wear on rails on curves to the minimum.

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Table 4.2 - Cant, Maximum Speed & Minimum track centre for Curves
MINIMUM DISTANCE BETWEEN
MAXIMUM
ADJACENT TRACKS
RADIUS CANT PERMISSIBLE
ELEVATED AND
SPEED UNDERGROUND
AT-GRADE
meters mm kmph mm mm
3000 15 80 3500 3650

2800 15 80 3500 3650

2400 20 80 3500 3650

2000 20 80 3500 3650

1600 25 80 3500 3650

1500 30 80 3500 3650

1200 35 80 3500 3650

1000 45 80 3500 3700

800 55 80 3550 3700

600 70 80 3550 3750

500 85 80 3600 3750

450 95 80 3600 3800

400 105 80 3650 3800

350 110 75 3650 3800

300 110 70 3700 3850

200 110 55 3800 3950

150 110 45 4000 4050

150* 0 30 4000 4050

120 110 40 4000 4150

120* 0 25 4000 4150

*The curves of 120 and 150 meters radii are used without transitions.

Notes: (a)The track spacing is without any column/structure between two tracks and is with
equal cant for both outer and inner tracks.
(b) Track spacing shown is not applicable to stations which should be calculated
depending on specific requirement.
(c) Figures for any intermediate radius of curvature may be obtained by interpolating
between two adjacent radii. For higher radii, values may be extrapolated.

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4.1.5 Codes and Standards

The codes, standards and specifications applicable for design of the components of
the Rail System and for its operation and maintenance are:

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

4.1.6 General technical requirements of the Rail System

The rail system shall be designed to:
i) Handle the user demand efficiently;
ii) Minimize noise pollution;
iii) Provide adequate interchange facilities including pedestrian facilities;

The design of the Rail System shall also conform to:

i) Local building bye-laws;
ii) Relevant published standards of UIC;
iii) All statutory requirements, guidelines and directives; and
iv) Stipulations of fire service department.

4.2 ALIGNMENT

4.2.1 Introduction
4.2.1.1 First station of this extension is named as Chhatrapati Shivaji Maharaj Terminus
Metro and last station is Ganesh Nagar. Since this corridor is South-West extension
of Mumbai Metro corridor from Gaimukh to Wadala (Bhakti Park), thus Ganesh
Nagar is not a terminal station rather it is followed by Wadala (Bhakti Park) Station.

4.2.1.2Chainage of Chhatrapati Shivaji Maharaj Terminus proposed station is taken as 0.0

for reference and dead end chainage of this station as (-) 530 m.

4.2.1.3Total length of this extension is 12.774 km. It is proposed as partly elevated and
partly underground.

4.2.1.4 Ten stations have been proposed on this extension of Gaimukh to Wadala (Bhakti
Park) corridor. Names of stations are Chhatrapati Shivaji Maharaj Terminus, Carnac
Bunder, Clock Tower, Wadi Bandar, Darukhana, Coal Bunder, Hay Bunder, Sewri
Metro, BPT Hospital and Ganesh Nagar. Attempt has been made to locate stations at
about a kilometer apart. However due to various considerations such as ridership,

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accessibility, availability of land, design considerations etc; a few stations could not
be located at one km distance apart. The maximum and minimum inter station
distances are 2098.1 m and 851.1 m respectively. No additional depot has been
proposed for this extension. Same depot of Gaimukh to Wadala (Bhakti Park) metro
corridor, either at Owale or Gaimukh shall be used for this extension also after due
augmentation.

4.2.1.5 This is an extension of Gaimukh to Wadala (Bhakti Park) corridor towards South-
West direction.

4.2.2 Station Locations

Stations have been located so as to serve major passenger destinations and to
enable convenient integration with other modes of transport such as Railway
Stations, Bus Terminals, etc. However effort has also been made to propose station
locations, such that inter station distances are as uniform as possible. The average
spacing of stations is close to one km.

All stations will be two level stations. For elevated stations, the concourse comprising
of passenger facilities and station facilities will be at lower level and the platforms on
the higher level, whereas, for underground stations, the concourse will be at higher
level and the platforms on the lower level. Stations on the road have been planned
cantilever leaving 10.5m road width either side of the median.

4.2.3 Terminals
Since this is an extension of Gaimukh to Wadala (Bhakti Park) corridor on Wadala
(Bhakti Park) end. Thus this section has only one terminal station as mentioned
below:

Chhatrapati Shivaji Maharaj Terminus

This Station is proposed to be underground. Scissors cross overs are proposed at
the rear end of station.

4.2.4 Scissors Crossovers

Scissors Crossovers will be provided at the terminal station viz. Chhatrapati Shivaji
Maharaj Terminus and before Wadala (Bhakti Park) station.

4.2.5 Depot
No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

4.2.6 Switch Over Ramp (SOR)

Vertical alignment of this corridor changes from underground to elevated or vice
versa at one locations, as described below:-

Table 4.8 - Details of Switch over Ramp

Chainage (m) Length
S. No. Remarks
From to (m)
1 8022.436 8449.563 427.127 SOR is proposed off the road on right side of Messent Road

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4.2.7 Description of Alignment

4.2.7.1 Horizontal Alignment

The proposed alignment is an extension of Gaimukh to Wadala (Bhakti Park) corridor
of Mumbai Metro. Though this is a South-West extension at Wadala (Bhakti Park)
end but since chainage of main line was started at southern end which increases
towards north direction, thus for this extension also 0.0 chainage is considered at the
southern end(at terminal station) i.e. Chhatrapati Shivaji Maharaj Terminus. The
chainages increases towards north direction. Dead end chainage of Chhatrapati
Shivaji Maharaj Terminus is taken as (-) 530 m.

First station is Chhatrapati Shivaji Maharaj Terminus at 0.0 chainage. This is an

underground station proposed adjacent to under construction station of Colaba-
Bandra-SEEPZ line. From chainage (-) 530 m till 8235.99 m the alignment is
underground and beyond this it is elevated. Next station is Carnac Bunder at
chainage 1584.597 m. This station is proposed below MBPT area. Next station is
Clock Tower at chainage 2473.963m which also below MBPT area. Alignment
continues to be underground and it goes parallel to Eastern Freeway (on right side).
Next station is Wadi Bunder. It is proposed before crossing Nawab Tank Road at
chainage 3620.461 m. Alignment runs underground and crosses Nawab Tank Road
around chainage 3850m. Next station is Darukhana at chainage 4598 m. It is on a
straight alignment and is located near SSK Engineering Works. The alignment turns
right from Sant Savata Mali Marg and thereafter it runs beneath 4th Ln Road. From
chainage 5414.312 m it turns left with a radius on 320m and comes beneath
Forsberry Road. Next Station is Coal Bunder at ch.5780.57 beneath Forsberry Road.
The alignment continues beneath this road and next station is Hay Bunder at
ch.6805.016 m. Near junction of Forsberry Road and Haji Bunder Road, the
alignment turns left and comes beneath Haji Bunder Road. Next station is Sewri
Metro at chainage 7656.128 m. It is proposed beneath the occupied land, adjacent to
Eastern Freeway on right side. After this station from chainage 7786.128 m
alignment shall be constructed by cut and cover method till Switch over ramp. Switch
over ramp is proposed off the road (right side of Messent Road) and it starts from
chainage 8022.436m and ends at chainage 8449.563m. Here onwards the alignment
is elevated and it takes a left turn from ch. 8410.952 m with a curve of radius 125 m
to align itself along the median of Sewri-Chembur Road. It crosses Eastern Freeway
around ch. 9300 m. Next station is BPT Hospital at chainage 9754.193 m. It is an
elevated station, proposed near Mumbai Port Trust Hospital and is on straight
alignment. After this station, from chainage 9494.808 m it turns right and aligns onto
Antop Hill road. It crosses Chathrapati Shivaji Maharaj Chowk around chainage
10350 m, after this it turns right with 125 m radius and comes onto Sewri-Chembur
Road. Few meters from this turn, Ganesh Nagar station is proposed at chainage
10722.095 m. After this station, the alignment turns left, goes off the road and run
parallel to Eastern Freeway on its left side. From chainage 11890.318 m, it turns left
to negotiate road junction and runs off the Sewri-Chembur Road (on its right side).
This extension is detailed till 12244.115 m, since beyond this point upto Gaimukh,
separate DPRs have already been submitted.

All underground stations are proposed to be constructed by cut and cover method.

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4.2.7.2 Vertical Alignment

Vertical alignment has been designed with consideration of 5.5 m clear head room on
the road. Minimum height difference from existing road level and proposed rail levels
is about13.5 m at station locations and 8.5m other than station locations. Efforts have
been made to maintain minimum radius of vertical curves of 2500 m. However it is
not possible to maintain this at certain locations due to space constraints or
overlapping with the transition length of Horizontal curves. At such locations
minimum vertical curve radius is 1500m. Length of vertical curve provided is more
than 20m. Overlap between transition curves and vertical curves are strictly avoided.
All proposed stations are kept on level gradient. The maximum gradient used is not
steeper than 3.7% and has been used at one location.

The proposed rail levels are given in Table 4.4 and abstracts of gradients are given
in Table4.5.

Table 4.4:Proposed Gradients

S. Chainage Rail Level
Length Gradient Remarks
No. From To From To
1 -530 140 670.000 -23.6 -23.6 0.000% LEVEL
2 140 740 600.000 -23.6 -25.1 -0.250% FALL
3 740 1390 650.000 -25.1 -17.5 1.169% RISE
4 1390 1785.818 395.818 -17.5 -17.5 0.000% LEVEL
5 1785.818 2340 554.182 -17.5 -18 -0.090% FALL
6 2340 2610 270.000 -18 -18 0.000% LEVEL
7 2610 3045 435.000 -18 -19.175 -0.270% FALL
8 3045 3480 435.000 -19.175 -16 0.730% RISE
9 3480 3740 260.000 -16 -16 0.000% LEVEL
10 3740 4070 330.000 -16 -17.9 -0.576% FALL
11 4070 4403.079 333.079 -17.9 -17 0.270% RISE
12 4403.079 4730 326.921 -17 -17 0.000% LEVEL
13 4730 5140 410.000 -17 -18.75 -0.427% FALL
14 5140 5540 400.000 -18.75 -17 0.438% RISE
15 5540 5910 370.000 -17 -17 0.000% LEVEL
16 5910 6290 380.000 -17 -18.95 -0.513% FALL
17 6290 6670 380.000 -18.95 -17 0.513% RISE
18 6670 7050 380.000 -17 -17 0.000% LEVEL
19 7050 7440 390.000 -17 -11 1.538% RISE
20 7440 7800 360.000 -11 -11 0.000% LEVEL
21 7800 8000 200.000 -11 -5.4 2.800% RISE
22 8000 8590 590.000 -5.4 16.43 3.700% RISE
23 8590 9349.692 759.692 16.43 20 0.470% RISE
24 9349.692 9630 280.308 20 16.1 -1.391% FALL
25 9630 9966.055 336.055 16.1 16.1 0.000% LEVEL
26 9966.055 10490 523.945 16.1 16 -0.019% FALL
27 10490 10884.06 394.060 16 16 0.000% LEVEL
28 10884.06 11540 655.940 16 12.7 -0.503% FALL

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S. Chainage Rail Level

Length Gradient Remarks
No. From To From To
29 11540 12200 660.000 12.7 20 1.106% RISE
30 12200 12450 250.000 20 23 1.200% RISE
31 12450 13139.7995 689.800 23 23 0.000% LEVEL

Table 4.5: Abstract of Gradients

S. No. Description Nos. Occurrences Length (m) % w. r. t. total
Alignment length
1 Level 11 4452.654 32.57%
2 > 0% to = 1% 13 6196.838 45.33%
3 > 1% to = 2% 5 2230.308 16.32%
4 > 2% to = 3% 1 200.000 1.46%
5 > 3% to = 4% 1 590.000 4.32%
Total 31 13669.8 100.00%

4.2.8 Curvature
There are many sharp turns and curves along the road. This necessitates provision
of curves for metro alignment also. The radius of curves is kept as low as 125 m to
reduce the property acquisition. Total 27curves have been provided in this extension.
The details of curves and abstracts of horizontal curves are indicated in Table 4.6
and 4.7 respectively.

Table 4.6 A:Details of Horizontal Curves

Straight
Transition
Arc Tangent Length
Length (m) Included
Curve Hand of Radius Length (m) (m)
No. Arc (m) (m) Angle
L1 L2 D M S 66.5
1 Left 310 59.542 55 55 11 00 17 29.863 611.879
2 Left 320 683.895 55 55 122 27 03 582.691 0
3 Right 1010 286.109 30 30 16 13 49 144.019 253.275
4 Right 320 39.076 55 57.781 06 59 47 19.562 0
5 Left 320 45.602 57.781 55 08 09 53 22.84 1195.706
6 Right 1010 104.196 30 30 05 54 39 52.144 230.982
7 Left 1200 320.76 25 25 15 18 54 161.342 332.475
8 Left 600 94.882 40 40 09 03 37 47.54 413.846
9 Right 320 299.992 55 55 53 42 48 162.041 99.953
10 Left 320 109.372 55 55 19 34 58 55.225 1314.519
11 Left 320 193.308 55 55 34 36 41 99.705 0
12 Right 320 170.336 55 55 30 29 54 87.237 370.408
13 Right 300 258.872 55 55 49 26 27 138.115 139.825
14 Left 125 154.119 55 55 70 38 34 88.575 0
15 Right 1750 30.505 25 25 00 59 55 15.253 40.91
16 Right 175 31.21 55 55 10 13 05 15.646 205.719
17 Right 400 40.615 50 50 05 49 03 20.325 0
18 Left 450 31.326 50 50 03 59 18 15.669 479.453
19 Right 175 32.494 55 55 10 38 19 16.294 0
20 Left 275 26.865 55 55 05 35 50 13.443 17.245
21 Right 2500 26.74 20 20 00 36 46 13.37 117.466
22 Right 125 98.969 55 55 45 21 50 52.242 189.751

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Arc Straight
Curve Hand of Radius Length Transition Tangent
Length
No. Arc (m) (m) Length (m) Included (m)
(m)
Angle
23 Right 5000 41.105 20 20 00 28 15 20.553 57.233
24 Left 500 167.783 45 55 19 13 35 84.688 0
25 Left 200 104.872 55 55 30 02 36 53.671 549.986
26 Left 1010 324.746 30 30 18 25 20 163.787 564.292
27 Right 300 41.773 55 55 07 58 40 20.92 148.67

Table 4.7:Abstract of Horizontal Curves

Curved Length % w. r. t. total
S. No. Radius (m) Nos. Occurrences
With TL (m) curved length
1 >125m - 500m 19 4655.583 73.61%
2 >500m - 1020m 4 1069.933 16.92%
3 >1020m - 1500m 1 370.76 5.86%
4 >1500m - 2500m 2 147.245 2.33%
5 >2500m - 5000m 1 81.105 1.28%
Total 27 6324.626 100.00%

4.3 CIVIL STRUCTURE AND CONSTRUCTION METHODOLOGY

4.3.1 Underground Construction

For the underground section running under the road, cut and cover method of the
underground construction can be employed for the construction of the underground
sections. However keeping in view the inconvenience to the traffic movement, it is
proposed to tunnel through by using Tunnel Boring Machine (TBM) or New Austrian
Tunneling Method (NATM) in the overburden soil mass. Tunnel excavation for a
major length of underground section is expected to be carried out by Tunnel Boring
Machines. There is some length along the underground alignment where Cut &
Cover method has been considered for construction before Switch Over Ramp
(SOR). Tunnel boring machines (TBMs) capable of drilling through rock with a
finished internal diameter of 5.6 m can be successfully employed for boring tunnels
through this stratum. The tunnels are proposed with a minimum cushion cover of
6.0m.

4.3.2 Underground Stations

Underground stations have been proposed to be constructed by cut and cover with
top-down method. The diaphragm walls for such station constructions would be 80 to
100 cm thick and will function as a permanent side wall of the station. It is, therefore,
necessary to construct the diaphragm walls absolutely watertight and with the
required concrete strength. By resorting to top-down method the surface could be
restored quickly and further excavations and construction of the station will not
hamper the surface activity.

4.3.3 Cut and Cover Method of Construction of Underground Stations

Cut and Cover mainly consists of following steps:
1. Diversion of utilities

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2. Construction of support walls

3. Excavation between the support walls along with the installation of struts
between the two walls to keep them in position.
4. Construction of tunnel/structure and removal of temporary struts.
5. Back filling and restoration of the surface

4.3.3.1 Utility Diversion:

It is suggested that all utilities falling within excavation area are diverted away in
advance to avoid damage to such utilities during the excavation/ construction phase.
The cross utilities, however has to be kept supported. It is suggested that pressure
water pipelines crossing the proposed cut area are provided with valves on both
sides of the cut so that the cut area can be isolated in case of any leakage to the
pipeline to avoid flooding of the cut/damage to the works.

4.3.3.2 Support Walls:

Most commonly used support wall is RCC Diaphragm Wall. The advantage of
diaphragm wall is that the same can be used as part of permanent structure. The
modern techniques are now available where water-stop can be inserted at the joints
of two diaphragm wall panels to avoid seepage through the joints. It is also now
possible to ensure the verticality of the diaphragm wall panels to avoid any
infringement problem later on. Typically the diaphragm wall of 80 cm to 1 meter
thickness is sufficient to do the cut and cover construction. The various advantages
of diaphragm wall are as follows.

(a) It is rigid type of support system and therefore ensures the maximum safety
against settlement to the adjacent structures.
(b) Can be used as part of the permanent structure and, therefore, considered
economical.
(c) With diaphragm wall it is possible to construct an underground structure by top
down method. In this method top slab is cast once the excavation is reached to
the top slab level with rigid connections to the diaphragm wall which can be
achieved by leaving couplers in the diaphragm wall reinforcement at
appropriate level. This top slab then acts as strut between the two support walls
and gives much more rigidity and safety to the construction. Excavation
thereafter can be completed. This also helps in restoration of the surface faster
without waiting for full structure to be completed.

The other support walls which can be used depending on the site conditions are as
follows:

(a) Sheet Piles

„Z‟/„U‟ sheet piles can be used as temporary support wall. This can be advantageous
where it is possible to re-use the sheet pile again and again and therefore, economy
can be achieved. However the main concern remains, driving of sheet piles causes
vibrations/noise to the adjacent buildings. This may sometimes lead to damage to the
building and most of the time causes inconvenience to the occupants of the building.
Situation becomes more critical if sensitive buildings are adjacent to the alignment
like hospitals, schools, laboratories, etc. Silent pile driving equipments however are

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now available and can be used where such problems are anticipated.

(b) Retaining Casing Piles

This is suitable for situation where the cut and cover is to be done in partly soil and
partly rock. The top soil retaining structure can be done with the help of Casing pile
which is then grouted with cement slurry. This is considered suitable in case of
shallow level, non-uniform, uneven nature of rock head surface which render the
construction of sheet piles/diaphragm wall impracticable. These are suitable up to 7-
meter depth. The common diameter used for such casing pile is 2.00-2.50 m dia.

(c) Soldier Piles and Lagging

Steel piles (H Section or I section) are driven into the ground at suitable interval
(normally 1-1.5 m) center-to-center depending on the section and depth of
excavation. The gap between two piles is covered with suitable lagging of timber
planks/shot-creting /steel sheets/GI sheets during the process of excavation.

(d) Secant Piles

Secant Piles are cast-in-situ bored piles constructed contiguously to each other so
that it forms a rigid continuous wall. This is considered an alternative to diaphragm
wall where due to soil conditions it is not advisable to construct diaphragm wall from
the consideration of settlement during the trenching operation. 800 to 1000 mm dia
piles are commonly used. Two alternate soft piles are driven and cast in such a way
that the new pile partly cuts into earlier constructed piles. This new pile is constructed
with suitable reinforcement. With this, alternate soft and hard pile is constructed. This
has got all the advantages of diaphragm wall. However, this wall cannot be used as
part of permanent structure and permanent structure has to be constructed in- side of
this temporary wall.

4.3.3.3 Anchors

As an alternative to the struts, soil/rock anchors can be used to keep these support
walls in position. This gives additional advantage as clear space is available between
two support walls and progress of excavation & construction is much faster as
compared to the case where large number of struts is provided which create
hindrance to the movement of equipments and material & thus affects the progress
adversely.

The combination of all the type of retaining walls, struts/anchors may be necessary
for the project to suit the particular site. Based on the above broad principle, the
support walls system for cut and cover shall be chosen for particular locations.

4.3.4 Viaduct – Elevated Structure

4.3.4.1 Choice of Superstructure

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

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Generally four types of Superstructure are used for construction of elevated section
of Metro Corridor, i.e. (i) Segmental Box Girder, (ii) Segmental U Girder, (iii) I Girder
and (iv) Double U Girder, depending upon characteristic of the corridor such as traffic
congestion on roads, available working space, etc.

In case of this extension of Gaimukh to Wadala (Bhakti Park) corridor of Mumbai

Metro, it is suggested to use Double U-Girder in the superstructure upto radius 300m
because of the following merits:

• It is an efficient and economical method.

• Its construction permits a reduction of construction time as it may be
manufactured while substructure work proceeds and assembled rapidly
thereafter.
• This method of construction protects the environment as only space required
for foundation and sub-station is required at site. The superstructure is
manufactured at a place away from busy areas and placement of
superstructure is done at site.
• Girders are easy to stack in the casting yard/stacking yard in more than one
layer, thereby saving in requirement of space.
• Interference to the traffic during construction is significantly reduced.
• It contributes towards aesthetically pleasing structures and good finishes.
• The overall labour requirement is less than that for conventional methods.
• Better quality control is possible in the casting yard.
• During construction, the technique shows an exceptionally high record of
safety.

For Radius less than 300 m and at locations where point and crossing are to be
provided, it is suggested to use I-Girder.

4.3.5 Pre-Cast Construction

4.3.5.1 Casting of U-Girder

It requires a casting yard for pre-casting Double U-Girders for viaducts. The
construction depot will have facilities 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 2.0
ha to 2.5 ha is required for each construction depot.

The girders are cast in casting moulds with pre-tensioning. The girders are water
cured for a period of 14 days from the date of casting.

4.3.5.2 Erection of U-Girder

The U-girders are transported from stacking yard to erection point with the means of
Hydraulic Multi Axle trailers.

The erection of precast U-Girder is done by means of two mobile cranes of capacity
not less than 300 MT each. After erection of U-Girder, bearing pedestal will be
concreted for placement of bearing.

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4.3.6 Structural System of Viaduct

4.3.6.1Superstructure
The superstructure of a large part of the viaduct comprises of simply supported
spans. However at major crossing over or along existing bridge, special steel or
continuous unit will be provided. These details will be worked out at detailed design
stage.

Normally two U-Girders having a soffit width of about 3.8 m (approx.) each,
accommodates two tracks situated at 5.03 m center to center (c/c). The U-Girder
superstructure for almost all the simply supported standard spans will be constructed
by precast pre-stressed construction.

The standard length (c/c of piers) of simply supported spans, constructed by precast
construction technique, has been proposed as 28.0m. The standard length of U-
Girder will be around 28m and usually up-to 35m length can be managed with the
help of extended pier cap. For shorter span or at sharper curves (less than 300m), I-
Girders will be used.

For major crossings having span greater than 35 m, special continuous units
(normally of 3 span construction or steel girders) have been envisaged. All these
continuous units (in case provided at obligatory location) will be constructed by cast-
in-situ balanced cantilever construction technique.

4.3.6.2Substructure
The superstructure of the viaduct will be supported on single cast-in-place RC pier.
The shape of the pier follows the flow of forces. For the standard spans, the pier
gradually widens at the top to support the bearing under the soffit of the girder. At
the preliminary design stage, the size of pier is found to be limited to 1.8m to 2.0 m
diameter of circular shape for most of its height, so that it occupies the minimum
space at ground level where the alignment often follows the central verge of existing
roads.

To prevent the direct collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0
m height above existing road level has been provided all around the pier. A gap of
25 mm has also been provided in between the crash barrier and outer face of pier.
The shape of upper part of pier has been so dimensioned that a required clearance
of 5.5 m is always available on road side beyond vertical plane drawn on outer face
of crash barrier. In such a situation, the minimum height of rail above the existing
road is about 8.4 m.

The longitudinal center to center spacing of elastomeric/pot bearing over a pier would
be about 1.8 m. The space between the elastomeric bearings will be utilized for
placing the lifting jack required for the replacement of elastomeric bearing. An
outward slope of 1:200 will be provided at pier top for the drainage due to spilling of
rainwater, if any.

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The transverse spacing between bearings would be about 3.2 m (however its exact
dimension to be decided by the DDC).

The orientation and dimensions of the piers for the continuous units or steel girder
(simply supported span) have to be carefully selected to ensure minimum occupation
at ground level. Since the vertical and horizontal loads will vary from pier to pier, this
will be catered to by selecting the appropriate structural dimensions.

4.3.7 Construction of Stations

At all locations, it is proposed to construct „the elevated stations‟ with elevated
concourse over the road to minimize the land acquisition. To keep the rail level low, it
is proposed not to take viaduct through the stations. Thus, a separate structural
configuration is required to be proposed, although this may necessitate a break in the
launching operations at each station location.

Sub-structure for the station portion will also be similar to that of viaduct and will be
carried out in the similar manner. However, in the cross section there will be single
viaduct column in the station area, which will be located on the median/footpath and
supporting the concourse girders by a cantilever arm to eliminate the columns in the
right of way.

For underground stations, platform will be at lower level and concourse will be at
upper level. All the underground stations are proposed to be constructed by cut and
cover method.

4.3.8 Grade of Concrete

It is proposed to carry out construction work with „Design mix concrete‟ through
computerized automatic Batching Plants with following grades of concrete for various
members considering the design requirements and durability.

i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45/M -60
vi) Other miscellaneous structure - M -30

For all the main structures, permeability test on concrete sample is recommended to
ensure impermeable concrete.

4.3.9 Reinforcement and pre-stressed Steel

It is proposed to use HYSD 500 or TMT steel as reinforcement bars. For pre-
stressing work, low relaxation high tensile steel strands with the configuration 12 K
15 and or 19 K 15 is recommended (confirming to IS:14268).

4.3.10 Road width required during construction

As most of the elevated construction is to be carried out in the middle of the road,
central two lanes including median will be required for construction activities. During

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piling and open foundation work, a width of about 9 m will be required for
construction and the same will be barricaded. It is proposed that two lanes are
provided for traffic on either side during construction by widening of roads, if
necessary. In certain cases, one way traffic may be resorted to.

All these actions will require a minimum period of about 4 to 6 months. During this
period, the implementing agency can go ahead with the following preliminary works:

i) Preliminary action for diversion of utility and preparation of estimates thereof.

ii) Reservation of land along the corridor, identification and survey for acquisition.

4.4 GEOTECHNICAL INVESTIGATIONS

No fresh Geotechnical Investigation has been carried out by DMRC. The relevant
data available in the DPR prepared by M/s RITES for fast rail corridor from CSTM to
Panvel has been reproduced, as part of that corridor is more or less same as this
extension and ground profile does not changes for smaller deviation in corridor route.

It is recommended that fresh Geotechnical Investigation may be got done before

implementation of this project.

4.4.1 General Geology & Related Characteristics:

a) Physiography and Climate- The highest temperature in this city is around 35oC
and the minimum temperature is around 15oC. The period between January to
April and December is the dry period in this region. The Southwest monsoon
period, between June and October, is the main rainy season. The average
annual rainfall is about 2000mm.

b) General Geology- Mumbai and Konkan coastal area of Maharashtra state is

underlain by Deccan Trap Basalts. These rocks are believed to be formed by a
series of vast lava flows following volcanic eruptions towards the close of the
Cretaceous period or early Tertiary era. The total thickness of the Deccan Traps
is very variable, reaching an estimated maximum of 3000 meter along the coast.

A very wide variety of basalts and associated rocks such as volcanic Breccias,
black tachylytic basalts, red tachylytic basalts seen at the surface as „Red Bole‟
occur in the area covered by Deccan Trap basalts. All these volcanic rocks are
hydrothermally weathered near the surface. The residual material resulting from
the breakdown of the rock is known locally as “murrum” the properties of which
vary in consistency and texture according to the degree of weathering and
disintegration. On complete weathering of rock the soil becomes stiff yellow silty
clay.

Marine Clays of Mumbai

Marine clays cover extensive areas in Mumbai/Coastal region, which are found along
the shore as well as in creeks, tidal flats and formerly submerged areas. On the
eastern front of Mumbai, island and coastal region, thick deposits of marine clays are

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found overlying murrum tuff and basaltic rock. The marine clay deposits vary in
thickness from 2m to 20m. These soils are characterized by their high
compressibility, low co-efficient of consolidation and very low shear strength. Above
the bedrock, the residual „murrum‟ often occurs along with gravel and weathered
boulders

4.4.2 Seismicity-Mumbai lies in seismic zone III and also adjacent to zone IV. Suitable
seismic coefficient may be adopted in the design of structures to commensurate with
the Indian Standard seismic zoning of the country IS.1893‐2002 which is revised
after the occurrence of Gujarat Earthquake in January‟ 2001.

4.4.3 Bore Hole Details

The boreholes details are provided below:

Table 4.22: Details of Boreholes

Ground Water In rock
Ground level In Soil Total
BH No. Table Depth (soft/ hard)
(m)
(m)
1 4.98 2.60 7.25 7.25 14.50
2 4.79 2.10 7.00 7.00 14.00
3 3.96 3.10 3.45 9.65 13.10
4 3.73 2.80 3.55 9.55 13.10
5 5.72 3.00 4.80 9.70 14.40
6 7.09 3.10 4.40 10.50 14.90
7 5.67 2.80 4.80 8.50 13.30
8 4.10 3.10 6.05 7.45 13.50
9 4.09 2.80 6.05 7.45 13.50
10 3.66 3.20 11.05 8.45 19.50
11 3.25 2.90 11.05 7.25 18.30
12 3.85 2.80 7.60 6.80 14.40
13 4.81 3.10 6.50 8.30 14.80
14 3.95 2.70 5.80 8.70 14.50
15 3.43 2.90 6.00 8.00 14.00
16 3.20 2.50 5.45 7.65 13.10
17 3.17 2.30 5.05 7.55 12.60
18 3.49 2.70 5.65 6.70 12.35

4.4.4 Field Investigations

Standard Penetration Tests

This test was carried out using a Terzaghi spoon sampler driven by a 63.50 kg.
Hammer weight falling freely through a height 750 mm. The refusal of the test has

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been considered when the penetration is not possible with no. of blows. The actual
values of SPT such as (N2 + N3) have been reported. Refusals have been indicated
in boreholes by mentioning „R‟ in the SPT Value column. The SPT values help in
assessing the stratum strength in general. The field tests conducted covers the
Standard Penetration Tests. The results of the same are summarized in table below.

N’ VALUE No.
Depth of test Remarks
of blows per
BH No. S. No. (m)
30cm
1 1.75−2.20 02−02−03−0 05−Greyish stiff marine clay.
2 4.00−4.60 01−02−03−03 05−Greyish stiff marine clay.
1 3 5.40−6.00 02−03−01−04 04−Greyish stiff marine clay.
4 6.80−7.25 03−02−05−0 07− Greyish stiff marine clay.
04−Dark greyish soft marine clay with few
1 1.75−2.20 02−03−01−0
gravels.
2 2 4.25−4.70 01−02−01−0 03−Dark greyish marine clay.
3 5.50−5.95 02−02−03−0 05− Dark greyish marine clay.
4 6.75−7.00 26−0−0−0 R−refusal.
1 1.75−2.20 03−05−05−0 10−Greyish Silty sandy with little gravels.
3
2 3.00−3.45 03−04−04−0 08− Greyish Silty sandy with little gravels.
1 1.75−2.20 03−02−03−0 05−Brownish greyish soft marine clay.
4 08−Greyish soft marine clay with little
2 3.10−3.55 03−03−05−0
gravels.
1 1.75−2.20 01−02−01−0 03−Brownish greyish soft marine clay.
5 2 3.10−3.55 02−02−02−0 04− Brownish greyish soft marine clay.
3 4.35−4.80 03−02−04−0 06−Greyish soft marine clay with few gravels.
1 1.75−2.20 03−04−03−0 07−Brownish greyish soft marine clay.
6 2 3.10−3.55 04−02−04−0 06−−Brownish greyish soft marine clay.
3 4.35−4.40 37−0−0−0 R−refusal.
1 1.75−2.20 01−03−03−0 06−Brownish greyish soft marine.
7
2 4.35−4.80 04−05−06−0 11−greyi h soft marine clay.
1 1.75−2.20 06−07−09−0 16−Brownish stiff sandy clay soil.
2 4.35−4.50 08−05−09−0 14−Brownish stiff sandy clay.
8
14− Brownish stiff sandy clay with few
3 5.60−6.05 08−07−07−0
gravels.
1 1.85−2.30 07−09−06−0 15−Brownish stiff sandy clay.
19−Brownish stiff sandy clay with few
9 2 4.35−4.80 09−08−11−0
gravels.
17− Brownish stiff sandy clay with few
3 5.60−6.05 08−09−08−0
gravels.
11−Brownish stiff sandy clay with little
1 1.75−2.20 07−05−06−0
gravels.
15− Brownish stiff sandy clay with little
10 2 4.35−4.80 08−09−06−0
gravels.
3 6.85−7.30 08−07−07−0 14− Brownish stiff sandy clay soil .
4 8.10−8.55 07−10−10−0 20− Brownish stiff sandy clay soil

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N’ VALUE No.
Depth of test Remarks
BH No. S. No. of blows per
(m)
30cm
15−Brownish stiff sandy clay with little
1 1.75−2.20 06−08−07−0
gravels.
14− Brownish stiff sandy clay with little
2 4.35−4.80 07−06−08−0
gravels.
11 16− Brownish stiff sandy clay with little
3 6.85−7.30 08−07−09−0
gravels.
4 9.35−9.80 07−10−12−0 22− Brownish stiff sandy clay soil
5 10.60−11.05 09−08−09−0 17−Brownish stiff sandy clay soil.
1 1.75−2.20 08−07−07−0 14−Brownish soft sandy clay soil.
2 4.50−4.95 07−08−09−0 17−Brownish soft sandy clay soil.
12
3 5.75−6.20 09−08−07−0 15−Brownish soft sandy clay.
4 7.00−7.60 05−07−08−09 15−Brownish soft sandy clay.
1 1.75−2.20 03−02−03−0 05−Greyish silty sandy soil.
13 2 4.25−4.70 02−01−03−0 04− Greyish silty sandy soil.
3 5.50−5.95 02−02−03−0 05− Greyish silty sandy soil.
20−Brownish stiff sandy clay with few
1 1.75−2.20 07−09−11−0
gravels.
17−Brownish stiff sandy clay with few
14 2 4.25−4.70 08−07−10−0
gravels.
R−weak greyish red weathered rock with few
3 5.50−5.80 25−31−0−0
rde patches.
22−Drak brownish stiff sandy clay with little
1 0.95−1.40 07−10−12−0
gravels.
20− Drak brownish stiff sandy clay with little
2 3.45−3.90 06−09−11−0
gravels.
15
16− Drak brownish stiff sandy clay with little
3 4.75−5.20 08−07−09−0
gravels.
R−Dark brownish grey with few pieces o
4 6.00−6.30 15−25−0−0
weathered rock
21−Brownish stiff sandy clay s il with few
1 1.75−2.20 08−09−12−0
gravels.
16 18− Bro nish stiff sandy clay soil with few
2 4.25−4.70 07−10−08−0
gravels.
3 5.45−5.50 42−0−0−0 R−completely weathered basalt rock.
12− Brownish soft sandy clay with little
1 1.75−2.55 04−05−07−0
gravels.
17 15− Brownish soft sandy clay with little
2 3.55−3.80 05−07−08−0
gravels.
3 4.60−5.05 07−09−18−0 27−Brownish soft sandy clay.
17−Brownish soft sandy clay with little
1 1.75−2.35 07−09−08−12
gravels.
18
16− Brownish soft sandy clay with little
2 4.40−4.85 07−07−09−0
gravels.

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4.4.5 Conclusion and Recommendations

Type of Foundation ‐Considering the nature of soil, type of proposed structures and
expected loads on foundations, and the recommended type of foundations is
generally Pile Foundation, except at few locations where open foundation can be
provided, where rock level is up to 6 m below GL.

Depth of Foundation‐A foundation must have an adequate depth from

considerations of adverse environmental influences. It must also be economically
feasible in terms of overall structure. Keeping in view the type of the proposed
structure and the subsoil strata, the length of pile may be about 7.5 to 15 m as the
piles are to be socketted in rock.

Pile Foundation‐For the prevailing soil conditions and type of structures, bored
cast‐in‐situ piles of 1200 to 1500 mm diameter may be adopted.

Piles transmit foundation loads through soil strata of low bearing capacity to deeper
soil having a higher bearing capacity value. Piles carry loads as a combination of
side friction and point bearing resistance. The minimum diameter of pile should be
1000mm.

Piles are suitable due to the following specific advantages over spread footings/raft
foundation:

 Completely non‐displacement.
 Carry the heavy superstructure loads into or through a soil stratum. Both vertical and
lateral loads may be involved.
 Controls settlements when spread footing/raft foundation is on a marginal soil.
 Can resist uplift, or overturning.
 Applicable for a wide variety of soil conditions.

4.5 UTILITY IDENTIFICATION

4.5.1 Introduction
Besides the details of various aspects e.g. transport demand analysis, route
alignment, station locations, system design, viaduct structure, geo-technical
investigations etc., there are a number of other engineering issues, which are
required to be considered in sufficient details before really deciding on taking up any
infrastructure project of such magnitude. Accordingly, Existing utilities along/across
the alignment have been described here.

Large number of sub-surface, surface and overhead utility services viz. sewers, water
mains, storm water drains, telephone cables, O.H electrical transmission lines, electric
poles, traffic signals, etc. are existing along the proposed alignment. These utility
services are essential and have to be maintained in working order during different
stages of construction, by temporary/permanent diversions or by supporting in
position. Since these may affect construction and project implementation time
schedule/costs, for which necessary planning/action needs to be initiated in advance.

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Meticulous planning therefore will have to be taken in tackling the issue of

protection/diversion of these utility services.

4.5.2 Utilities owning Organizations/Departments agencies along the corridors

Organizations/Departments with concerned utility services in Mumbai are mentioned
in Table 4.28.

Table 4.28: UTILITY RESPONSIBILITY DEPARTMENTS

S. No. Name of Utility Organizations/Departments
1 WATER SUPPLY Office of the Hydraulic Engineer, MCGM
Office of Sewer Operations, Eastern and western
2 SEWERAGE
Suburb, MCGM
3 STORM WATER DRAINAGE Office of storm water drainage planning section
4 MTNL Office of DGM, Planning
Reliance Energy, MSEB,
MSEDCL (Maharashtra State Electricity Distribution
Company Limited),
MSETCL (Maharashtra State Electricity
5 ELECTRIC CABLES AND LINE Transmission Company Limited),
Tata underground distribution
Tata overhead high tension transmission lines.
Tata raw power supply for metro operation (traction
& auxiliary load)
6 GAS PIPELINES Mahanagar Gas Limited (MGL)
Vodafone
TTML
TATA Communications
7 MOBILE PHONE
Airtel
Bharat Sanchar Nigam Limited
Reliance Telecom

4.5.3 Details of Above Ground Utilities

Affected above ground utilities have been identified based on topographical survey
maps. The details have been placed in the following tables;

Table No. 4.29: Details of the HT towers

S.No. LocationChainage(m) Position w.r.t alignment Remarks
1 10174.167 Across 110kV
2 10202 Across 110kV
3 10595.833 Across 110kV
4 10605 Across 110kV
5 12023 Across 110kV
6. 12050 Across 110kV

Table No. 4.30: Other Affected Services

S. No Description Number
1. Lamp Post 45
2. Manhole 88
3. Telephone Pole 37

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4.5.4 Details of Underground Utilities

While planning for diversion of underground utility services viz. sewer lines, water
pipelines, cables etc., during construction of Metro Rail alignment, 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 after completion of construction and retained as
permanent lines.

Where permanent diversion of the affected utility is not found feasible, especially at
the station locations, 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. During execution, trail pits shall be taken,
number & type of exact utilities shall be ascertained. Protection could be taken by
having structural piles away from the paver block area (containing all the utilities) &
construction done not simultaneously, but in phases for viaduct & station locations
respectively.

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, where
utility is crossing the proposed alignment. The utility service can also be encased
within the foundation piles. Also portal way of designing could be also proposed as
an alternative option.

Sewer Lines, Strom Water Drains and Water Lines: The sewer/drainage lines
generally exist in the service lanes i.e. away from main carriageway. However, in
certain stretches, these have come near the central verge or under main
carriageway, as a result of subsequent road widening. The major sewer/drainage
lines and water 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 on
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 services lines.

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Drawings submitted to concerned departments for marking of underground utilities.

The same will be incorporated in the report after its receipt from the concerned
departments.

4.5.5 Underground Stretch and Switch Over Ramp

The details of underground sections are also given in this chapter. As indicated in
the previous paras due to various reasons, the entire length of underground section
is proposed to be constructed with tunneling keeping a minimum cover of about 6m
above the tunnel, except at stations which will be constructed by cut and cover
method. Hence, the utility services existing in above ground or below ground position
are not likely to be affected in underground stretch of the alignment except at station
and ramp location.

4.6 LAND ACQUISITION

4.6.1 Land
In order to minimise land acquisitions and to provide good accessibility form either
directions, the metro alignments are located mostly along the road, which lie on the
corridor. But, at some locations the geometrics of the roads especially at road
turnings may not match with geometric parameters required for metro rail systems. In
such cases, either the alignment will be off the road or some properties abutting the
road would get affected. Further, some land is required for various purposes as
detailed below.

Land Requirement for following Major Components

 MRTS Structure (including Route Alignment), Station Building, Platforms,
Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.
 Receiving/Traction Sub-stations
 Radio Towers
 Temporary Construction Depots and work sites.
 Staff quarters, office complex and operation control centre(OCC)

4.6.2 Land for Underground stretches

No land at surface is required permanently for underground section, except for small
areas for entry/exit structures, traffic integration, chilling plant and ventilation shafts at
stations. These will be located either on footpath edge or in front marginal open
setback of the building along the road.

4.6.3 Land Requirement for Elevated Stretches

For elevated section, single pier as well as portal structure supporting the viaduct will
be located on road. Accordingly, necessary permission for using such right-of-way
will have to be obtained from the concerned authorities. Elevated station is generally
proposed with elevated concourse so that land is required only for locating the
entry/exit structures. Traffic integration facilities are provided wherever the same are
required and, but no land is proposed for acquisition.

The normal viaduct structure of elevated Metro with double U-girder is about 9.9 m
(edge to edge) wide. However, for reasons of safety a clean marginal distance/set

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back of about 5 m is necessary from either edge of the viaduct (or 10 m on both
sides of the centre line) wherein no structures are to be located. This is necessary as
the traction system as proposed is overhead 25 KV AC system with masts fixed on
the parapets. Also, it ensures road access and working space all along the viaduct
for working of emergency equipment and fire brigade. In stretches, where the
elevated alignment has to be located away from road, a strip of 20-m width is
proposed for acquisition.

In view of the constraints on space on ground, it is proposed to provide the

concourse area on the mezzanine level. All the stations in elevated stretch including
terminal station are planned with single side discharge platforms. Normally, the width
required for stations is 21 m. The staircases giving access to concourse area from
ground have been proposed as per site conditions and constraints. Nevertheless it is
not possible to find open space at all the locations therefore acquisition of certain
private structures is inevitable.

4.6.4 Land for Switch-over Ramps

Switch-over ramps are required for transition from the underground to elevated
section or vice versa. The ramp covers a stretch at ground for the whole width of
structure for two tracks (about 10.5m including the protection works). 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. On this corridor, one such
ramp is provided.

4.6.5 Land for Traffic Integration

As indicated no land acquisition is proposed for traffic integration purpose. It is
expected that the public parking policy of MCGM will be taking care of parking
generated near metro stations.

4.6.6 Land for Depot

No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

4.6.7 Land for Traction and Receiving Substation and Radio Towers
One RSS near Sewri Metro Station is proposed to be located for this extension.
Hence, an area of 5,600m2 (Government) has been earmarked. Exact location will be
decided at the time of implementation of the project. No additional land proposed for
locating radio towers. These will be accommodated in the land already acquired.

4.6.8 Land Requirement for Stations & Running section

As indicated earlier, the ROW of the roads along which the alignment is planned is
sufficiently wide and hence no land is required for acquisition as long as the
alignment is straight and in the centre/footpath of the road. However, at curved
portions, the alignment could not be kept in the centre of the road and land
acquisition at such locations is inevitable in spite of introduction of sharper curves.

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To the extent possible the Entry and Exit points of stations (underground and
elevated) were planned out of ROW of Road. But, for locating other station facilities
such as chiller plants, ventilation shafts, underground water tanks, generator set
room etc., land acquisition is proposed. Details of land permanently required for
depot, stations and running sections are indicated in Table 4.31 and 4.32.

Table 4.31RUNNING SECTION

AREA PROPOSED TO
S.No. PLOT NO OWNERSHIP
BE ACQUIRED (Sqm.)
1 RS-1 134 Pvt.

2 RS-2 1369 Pvt.

3 RS-3 107 Pvt.

4 RS-4 281 Pvt.

5 RS-5 115 Pvt.

6 RS-6 321 Pvt.

7 RS-7 37 Pvt.

8 RS-8 16 Pvt.

9 RS-9 21 Pvt.

10 RS-10 2 Pvt.

11 RS-11 145 Pvt.

12 RS-12 648 Pvt.

13 RS-13 290 Pvt.

14 RS-14 2166 Pvt.

15 RS-15 91 Pvt.

16 RS-16 2 Pvt.

17 RS-17 6 Pvt.

18 RS-18 8 Pvt.

19 RS-19 1 Pvt.

20 RS-20 3650 Govt.

21 RS-21 1217 Pvt.

22 RS-22 6469 Govt.

23 RS-23 10465 Govt.

2
TOTAL = 27561m
2
GOVT. =20584m
2
PVT. =6977m

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Table 4.32LAND REQUIRED FOR STATIONS

AREA PROPOSED TO
S. No. PLOT NO OWNERSHIP
BE ACQUIRED (Sqm.)
1 CSMT-1 1030.87 Govt.
2 CSMT -2 450 Govt.
3 CSMT -3 1044 Govt.
4 CSMT -4 85.14 Govt.
5 CSMT -5 48.96 Govt.
6 CSMT -6 85.14 Govt.
7 CB-1 85.14 Govt.
8 CB-2 400 Govt.
9 CB-3 450 Govt.
10 CB-4 85.14 Govt.
11 CB-5 400 Govt.
12 CB-6 400 Govt.
13 CT-1 85.14 Govt.
14 CT-2 400 Govt.
15 CT-3 85.14 Govt.
16 CT-4 400 Govt.
17 CT-5 450 Govt.
18 CT-6 400 Govt.
19 WB-1 400 Govt.
20 WB-2 85.14 Govt.
21 WB-3 400 Govt.
22 WB-4 450 Govt.
23 WB-5 400 Govt.
24 WB-6 85.14 Govt.
25 D-1 85.14 Pvt.
26 D-2 400 Pvt.
27 D-3 400 Pvt.
28 D-4 450 Pvt.
29 D-5 85.14 Pvt.
30 COB-1 400 Govt.
31 COB-2 450 Govt.
32 COB-3 400 Govt.
33 COB-4 400 Govt.
34 COB-5 85.14 Govt.
35 COB-6 85.14 Govt.
36 COB-7 400 Govt.
37 HB-1 400 Govt.
38 HB-2 85.14 Govt.
39 HB-3 85.14 Govt.
40 HB-4 400 Govt.
41 HB-5 450 Govt.
42 HB-6 400 Govt.
43 S-1 400 Govt.

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AREA PROPOSED TO
S. No. PLOT NO OWNERSHIP
BE ACQUIRED (Sqm.)
44 S-2 85.14 Govt.
45 S-3 400 Govt.
46 S-4 400 Govt.
47 S-5 450 Govt.
48 S-6 85.14 Govt.
49 BPTH-1 612 Govt.
50 BPTH-2 593 Govt.
51 GN-1 509 Pvt.
52 GN-2 77 Pvt.
53 GN-3 329 Govt.
2 2
Total Land = 17606.07 m (including 3600 m land for Ancillary Structure)
2 2
Govt. Land = 15599.79 m (including 3150 m land for Ancillary Structure)
2 2
Pvt. Land = 2006.28 m (including 450 m land for Ancillary Structure)

4.6.9 Land for Staff Quarters, office complex and operation control centre (OCC)
A large number of officers and staff will be required to be deployed permanently to
take care of project implementation and post construction operational activities.
Moreover Metro Office Complex and Metro Operation Control Centre (OCC) will also
be required. Metro Office Complex will be same for all the proposed metro lines,
therefore no separate office complex is proposed for this corridor. Metro Operation
Control Centre (OCC) will be same for complete Chhatrapati Shivaji Maharaj
Terminus to Gaimukh corridor, it is already considered in the DPR of Wadala -
Ghatkopar – Mulund – Thane - Kasarvadavali corridor and therefore no separate
OCC is proposed for this extension. It is proposed to keep the provision of 0.5 ha of
government land for staff quarters for this extension. Exact location of land has not
been identified at this stage. It may be decided at the time of project implementation.

4.6.10 Temporary office accommodation

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. The areas may be identified
based on availability as vacant on date nearer to the corridors. At the time of
construction, depending up-on the need, the location and size can be reassessed
and temporary land acquisitions can be made accordingly.

Since the area of land being acquired permanently at most of the stations is bare
minimum, the land required for construction depots purpose has been considered
throughout the corridor @ 2000 m2 at every 5 km. 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.

Table 4.33 Details of Temporary Land office accommodation

2
S. No. Corridor AREA (m ) OWNER-SHIP
Chhatrapati Shivaji Maharaj Terminus to
1 4000 Government
Wadala (Bhakti Park)
Total 4000

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4.6.11 Casting Yard

Pre-cast girders are required for construction of elevated structures for which a large
open area is required for setting up of casting yard. As far as possible, this area
should be close to the site, easily accessible and away from habitation. Considering
the various factors, it is proposed to setup two casting yards for the proposed
extension. Accordingly a provision of 4ha land has been proposed on temporary
basis considering 2.0 ha of land for each casting yard for a period of four years.

4.6.12 Summary of Land Requirements

Abstract of land requirements for different components of this proposed extension
are given in Table 4.34 and Table 4.35.

Table 4.34 Summary of Permanent Land Requirement (All figures in Sq. m)

S.No. Description Govt. Pvt.
1 Stations 12449.79 1556.28
2 Running Section 20584 6977
3 Ramp 3957 0
4 Depot 0 0
4 Staff Quarters 5000 0
Office Complex and
5 0 0
OCC
6 RSS 5600 0
7 Ventilation Shaft 800 0
8 Mid Shaft 0 0
9 Ancillary Structure 3150 450
Total 51540.79 8983.28

Total Permanent Land = 6.0524ha

Permanent Land (Govt.) = 5.1541 ha
Permanent Land (Pvt.) = 0.8983 ha

Table 4.35 - Summary of Temporary Land Requirement(All figures in Sq. m)

S. No. Description Govt. Pvt.

1 Temporary Office/ Site Office 4000 0

2 Segment Casting Yard 40000 0
For construction of UG Stations
3 0 7674
by cut and cover method
Portion of alignment before start
4 of Ramp by cut and cover 4772 0
method
Total 48772 7674

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Total land required for temporary acquisition is 4.8772ha (Govt.) and 0.7674 ha
(Pvt.).

4.7 SAFETY & SECURITY SYSTEMS

4.7.1 General

4.7.1.1This section lays down the standards and requirements for safety & security, arising
out of fire and unauthorized entry into premises. The system will be designed and
installed for safe transportation of passengers & premises safety in Metro Railway
System.

4.7.1.2Requirements
i. The System shall protect the passengers against the fire in train services and at the
premises of Metro Railway.
ii. The system shall protect vulnerable premises from fire.
iii. The system shall be able to detect the unauthorized entry and exit at nominated
places.
iv. The system shall include
 Fire alarm system.
 Fire Hydrant and Sprinkler System.
 Fire Extinguishers.
 Closed circuit television with video analytics.
 Security Gates – Metal Detector.
 Baggage Scanner.

4.7.2 Fire Alarm System

4.7.2.1General
The Fire Alarm System is a fully integrated, Fire Detection & Alarm System. It
includes alarm initiating devices, alarm notification appliances, control panels,
auxiliary control devices, power supplies, and wiring. Its installation is restricted to
designated areas. In Metro railway this system shall be provided at the following
locations:
i. At Station Control Room (SCR).
ii. Station security services centre.
iii. At Operational Control Centre.
iv. At Depot, in depot controller room.
v. Escalator landing and inside elevators.
vi. Evacuation routes.
vii. Cash transfer routes on the station.
viii. Equipment room.
ix. Store room.
x. Any other place required.

4.7.2.2 Scope
The system comprises of Main Addressable Intelligent fire alarm panel, smoke
sensors, and smoke laser sensors, smoke optical sensors, heat sensors, audio visual

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indicators, isolator modules, monitor control and relay modules connected by

interconnecting with Fire Retardant Low Smoke (FRLS) copper armored cable.

The main panel shall be located in security / control room. All the sensors and
devices shall be connected to main panel. The panel shall operate with UPS power,
210 AC and shall have its in-built battery backup with battery charger.

A smoke detector is a device that detects the presence of smoke. It will be provided
in commercial, industrial, and residential complexes and also closed and limited open
space areas. Provision of smoke detector at equipment / store room shall be
mandatory.

4.7.2.3System Components

Fire Alarm Control Panel

The main Fire alarm control panel, forms the heart of the fire detection system which
gives command to peripheral device like detectors & to sub-systems. It shall consist
of microprocessor based Central Processing Unit (CPU).

The CPU communicates with control panel installed, for the system to function
effectively. The system comprises of:
i. Addressable pull stations – Manual Call Point.
ii. Intelligent photo electric smoke, thermal detector.
iii. Addressable control model.
iv. Isolated modules.

4.7.2.4Addressable Pull Stations (Manual Call Point):

Addressable pull station is an active fire protection device, usually wall-mounted.
When activated, it initiates an alarm on a fire alarm system. In its simplest form, the
user activates the alarm by pulling the handle down, which completes a circuit and
locks the handle in the activated position, sending an alarm to the fire alarm control
panel. After operation, fire alarm pull station must be restored to the ready position
using a special tool or key in order to de-activate the alarm sequence and return the
system to normal.

4.7.2.5Intelligent Photo - Electric Smoke Detector:

This Smoke detector works on photoelectric (light-scattering) principal to measure
smoke density and on command, from the control panel, sends data to the panel
representing the analog level of smoke density. However the detectors do not
respond to refrigerant gas.

4.7.2.6Addressable Control Module:

Addressable control modules will be used to operate dry contacts for door holders,
air handling unit, shut down or other similar functions. Optionally the module can be
used to supervise wiring of the output load power supply. If the monitored voltage
falls below threshold, then a fault condition shall be displayed.

4.7.2.7Isolator Module:

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The fault isolator module to be connected placed between groups of sensors on the
loop wiring, to protect the loop, if a fault occurs in the event of short circuit. The two
isolators located on either side of the short circuit fault, shall automatically sense the
voltage drop, open their switches and remove the devices from the rest of the loop. If
the line voltage rises above a fixed threshold, indicating that the short circuit fault is
removed, then the isolator module shall automatically restore the power, to the
isolated group of devices. The smooth functioning again shall be continued.

4.7.3 Fire Hydrant System:

4.7.3.1General
Fire Hydrant System is a semi-automatic water based system. In this system a
network of pipes is laid out, depending upon the risk, with hydrant valves placed at
strategic places.

4.7.3.2Scope
The entire pipeline shall be kept pressurized with water. When any of the hydrant
valve opens, the pressure in the pipeline reduces drastically. Jockey pump set shall
normally keep the complete system pressurized, and enables it to cope up with the
system demand, which results in further fall in pressure. The fall in pressure is
sensed by the designated pressure switch, which automatically starts the main fire
pump set.

Depending upon the type and sensitivity of the risk, diesel-engine power pump set
should be installed having 100% standby capacity.

Fire Hydrant System comprises of the following:

 Sufficiently large water reservoir
 Fire pump sets (Main and Standby)
 Jockey pump set
 Hydrant valves
 Fire fighting hoses
 Branch pipe with nozzles

Hydrant System is proposed to be installed at following Places

i. Building Stair Case area.
ii. Basement Area of Building.
iii. Restricted area of Yard / Car shed / Depot.
4.7.3.3System Component
 Landing Valves
 Hoses
 Couplings
 Hose Reels
 Fire Brigade Connectors
 Branch Pipes & Nozzles

4.7.3.4 Landing Valve

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It‟s a simple valve like water tap, whenever it is open, after connecting hose to that
valve, water flow is targeted to extinguish fire.

4.7.3.5Hoses
Hose is a flexible tube used to carry water

4.7.3.6Hose Reel
A Hose Reel is a cylindrical spindle made of either metal, fiberglass, or plastic used
for storing a hose. The most common style of hose reels are spring driven, hand
crank, or motor driven. Hose reels are categorized by the diameter and length of the
hose they hold, the pressure rating and the rewind method.

4.7.3.7Coupling
Coupling is a short length of pipe or tube with a socket at both ends that allows two
pipes or tubes to be connected together temporarily.

4.7.3.8Fire Brigade Connector

Approved fire brigade connection, shall consist of 4 nos. of 63 mm instantaneous
inlets, in a glass fronted wall box, at a suitable position on the street at convenient
location to make inlets accessible. The size of the wall box shall be adequate to
allow hose to connect to the inlets, after breaking glass cover if need be.

4.7.4 Sprinkler System

4.7.4.1A fire sprinkler system is an active fire protection measure, consisting of a water
supply system, with adequate pressure and flow rate to a water distribution piping
system, onto which fire sprinklers are connected.

Each closed-head sprinkler is held by either a heat-sensitive glass bulb or a two-part

metal link held together with fusible alloy. The glass bulb or link, applies pressure to a
pipe cap which acts as a plug. This prevents water from flowing, until the ambient
temperature around the sprinkler reaches the designed activation temperature of the
individual sprinkler head. Each sprinkler activates independently, when the
predetermined heat level is reached. The number of sprinklers that operate are
limited to only those near the fire, thereby maximizing the available water pressure
over the point of fire origin.

Sprinkler System is proposed to be installed at following places

i. Building Passages.
ii. Basement Area.
iii. OCC room.
iv. Equipment room.
v. Store room.

4.7.5 Fire Extinguishers

4.7.5.1General

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Fire extinguishers form a first aid action against small and incipient fire before it
develops into a major hazard.

4.7.5.2Scope
Types of Extinguishers:
i. Carbon-di-oxide of 4.5 kg.
ii. ABC Type 5Kg.
iii. Water Container 9 ltr. capacity.

These extinguishers shall be installed in the entire public, as well as service areas
where the security is necessary. These appliances should be distributed, over the
entire area, so that its users do not have to travel more than 15 m to reach the
appliance. These appliances can be mounted or hanged on the wall at desired
location.

4.7.5.3Description

Carbon Di Oxide (CO2) Fire Extinguishers

The cylinder filled with carbon dioxide (CO2), when operated extinguishes fire without
any residue. Carbon-di-oxide Extinguishers are recommended, as these have inert
gas with no residue, which is electrically non-conductive and ideal to be used over
electronics and electric appliances.

4.7.5.4ABC Dry Powder - Fire Extinguishers

ABC Extinguishers are proposed for Class „A‟ fire. These extinguishers are portable
& can be handled by anyone / common person. These when operated, protect
against the fire to flammable material, such as wooden articles, curtains etc.

 Type „A‟ extinguisher shall be used for ordinary combustible articles such as cloth,
wood, paper.
 Type „B‟ extinguisher shall be used for flammable liquid fires, such as oil, gasoline,
paints, lacquers, grease, and solvents.
 Type „C‟ extinguisher shall be used for electrical fires, such as wiring, fuse boxes,
energized electrical equipments and other electrical sources.
 Type „D‟ extinguisher shall be used for metal fires such as magnesium, titanium and
sodium.

4.7.5.5Water Type Fire Extinguishers

Water Type Fire Extinguishers are recommended for all Class “A” type of Fires where
unskilled staff / personnel exist and can operate these without much difficulty.

4.7.5.6Glow Signs
Different types of signs like Exit, Fire and Emergency shall be provided to ensure
passengers guidance and safety. The signs can glow in the dark specially. Exit Fire
and Emergency Signs help passengers to find exit and help fire fighters to locate
emergency equipment.

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4.7.6 Closed Circuit Television

4.7.6.1General
The objective of CCTV System is to provide High degree of Electronic surveillance
system to the entire premises. It is essential to have recorded images to be stored at
least for 30 days of all critical area‟s to facilitate investigations of reported cases.
CCTV provision facilitates effective management.

Strategically placed video surveillance cameras help to enhance security by

providing motion based / continuous monitoring of all corners / areas of premises.

CCTV monitoring shall cover the following areas:

i. Station Control Room (SCR)
ii. Station security services
iii. Platform Supervisor Booth
iv. Operational Control Centre and Traffic Controller (TC)
v. Depot controller (DC) in Depot.
vi. Escalator landing and inside elevators
vii. Evacuation routes
viii. Cash transfer routes at the station

4.7.6.2Description:
CCTV comprises of the following components:
i. Integrated Port Camera (IP Cameras)
ii. Computer
iii. Software

4.7.6.3Integrated Port Cameras:

For operation of IP Cameras, no external supply connection is needed. However,
Power Over Ethernet (PoE) shall be attached to an Uninterruptible Power Supply
(UPS) and sized to maintain camera operations. PoE technology, enables a system
to pass electrical power, along with data, on Ethernet cabling. Standard version of
PoE specify Category 5 cable or higher to be used for the system.

Two types of IP Cameras Shall be used:

*Fix Camera– Use of this camera is restricted to 20 m range.

*PTZ Camera– Pan/Tilt/Zoom Camera is used for range from 20 m to 100 m.

4.7.6.4Computer
Images, when recorded by cameras, are transmitted to computer. When computer is
on, images are displayed on its monitor instantly. These images are also stored in
memory device.

Storing of images occurs automatically, even when computer is in off position.

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4.7.6.5Software
Software installed in computer enables coding & decoding of data for functioning of
the system enforced.

4.7.6.6Server Software
Software covers MS-SQL 2005, or better based Main Archive Server for audio and
video, Main directory, Failover directory, Failover recording, Digital Virtual Matrix,
Incident Reports, Alarm Management, Network Management System and Watchdog
modules.

Server maintains a catalog of settings for all clients. It also encodes & decodes of
stored information through I P cameras.

Software enables the client to dynamically create connections between Cameras and
workstations and view live or recorded video on the digital monitors (Audio, video,
serial ports and digital I/Os)

4.7.6.7Client Software
Client software includes of Administrator Tool application, Monitoring application,
Archive Player application, Sync archive player application, Map creation application
etc. All the relevant software licenses work on concurrent basis and no restriction of
its use for specific work station is classified.

Client software performs the following applications simultaneously without interfering

with any of the Archive Server operations (Recording, Alarms, etc.):
 Live display of cameras and audio
 Live display of camera sequences, panoramic camera views.
 Playback of archived video
 Instant replays of Video and Audio
 Display and control of Maps
 Audio announcements
 Alarm management

Client application provides, management and control over the system, using a
standard PC mouse, keyboard or CCTV keyboard. Standard scroll mouse moves the
camera by merely clicking on the extremes of the picture, in all directions and zoom
function by scroll button, to avoid the use of joystick keyboard while maintaining
easiness of the control.

Client application is to control pan-tilt-zoom, iris, focus, presets and dome patterns of
the PTZ camera for correct functioning of the system.
Software provides utility to play multiple exported clips simultaneously. It also
provides the ability to play multiple clips in time sync with each other to understand
the sequence of events occurred during an emergency.

4.7.6.8 Security in general has gained great importance during the last few years. It is a
prime concern at the stations due to the large number of commuters who congregate
there daily. Any short coming or lapse at the stations can cause a disaster. Security

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arrangement has been catered for at the stations and in the coaches. Cost of the
same is included in the estimate.

The estimate for security may, however, need revision after level and quantum of
security to be provided are known in greater detail.

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Figure 4.1

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Figure 4.2(a): Erection of Girder using Crane

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Figure 4.2(b): Erection of Girder using Crane

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Figure 4.3: Bored Tunnel & Underground Station

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Figure 4.4

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Figure 4.5

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Figure 4.6

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Figure 4.7

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Annexure-4.1

SELECTION OF TYPE OF ALIGNMENT

The metro network may have the under-mentioned three types of alignments:

1. At-Grade
2. Elevated
3. Under-ground

1. At Grade - At-Grade type of alignment is technically feasible only in the areas

where vacant land is available or a dedicated corridor of 14 meters width is
provided in the mid of the road. However, the main limitation of providing At-
Grade corridor is that city is divided in two parts and any crossing from one side
to other side of At-Grade corridor has to be provided by grade separation i.e.,
either foot-over bridge or under passes. This alternative is the most economical.
However, it should be noted that cost saving is only in Civil Engineering cost
which is arrived if the land cost requirement for at grade alignment is taken into
account and cost per km may come even more than elevated. Therefore, At-
Grade type of alignment for metro systems in cities is normally ruled out.

2. Elevated – Elevated alignment is generally provided in the cities for metro

network, but the pre-requisite is the right of way (ROW) of road should minimum
be 20 meters. It will enable to provide a median of about 2.8 to 3.0 meters wide
road, two lane each way (7 meters width) and foot-path 1.5 meter each way. The
land requirement for elevated alignment is mainly for the exit and entries for the
station. As the alignment pillars located on median of the roads, a rough
estimate of land requirement is about 240 sq. meters on either side of the road,
wherein even underground water tank and generator rooms can be
accommodated under the staircase. Construction of elevated station is much
easier, 8 meter wide strip for the platform length (say 185 meters) will be required
temporarily for putting the pillars on the median. Small area of about 400 sq.
meters is needed for execution of the work of exit and entries on either side of the
road.

3. Under-ground – This type of alignment is adopted only in case when ROW is less
than 20 meters and alignment has to necessarily pass through the area where no
roads are available. In this case only station locations where metro stations can
conveniently located are identified and these are joined by under-ground tunnels.
However, under-ground station need much ground surface area than elevated
station for the reasons that in case of under-ground station, there is a space
requirement for chiller plants in addition to exit and entries, which may be almost
same as required for elevated station. Normally, the construction of under-
ground stations require the area with 240 meters length and 24 meters width
which need to be cut open. Finding out such a big space for construction of
under-ground station in a congested city and even on passenger roads is very
difficult if not impossible. For construction of under-ground station, the traffic is

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 CHAPTER 4: CIVIL ENGINEERING

necessarily required to be diverted. Advantages and dis-advantages of these two

types of alignments are given in the table below:

S. Item name Under-ground alignment Elevated alignment

No.
1. Permanent More area required Comparatively less area
land required
2. Land Much more area required. At Area requirement is much
requirement least twice of what required for less than under-ground
for elevated station
construction
3. Construction At least 5 years At least 3 and 1/2 years
time
4. Cost of 2.25 to 2.50 times of elevated Much cheaper compared to
construction cost. underground
5. Operation 1.25 to 1.5 times of elevated Much cheaper compared to
cost operation cost underground
6. Security Under-ground metro stations are Less prone to terrorist
concern more prone to terrorist attacks. attacks.
7. Risk More risk to the passengers Less risk compared to
during the disruption underground.
8. Drainage Very exhaustive drainage Very simple arrangement
Arrangement arrangement needed
9. Ramp In case of under-ground, when There is no requirement of
alignment is changes from under- such ramp and land.
ground to elevated, 11 meters
width and 650 meters long land
portion is needed for providing
the ramp with physical barrier
between 2 sides of the city.

The rough estimate of under-ground and elevated alignments for 20 kms length has
been made at the price level of March, 2015. The cost (without land and Taxes) of
under-ground alignment comes to Rs. 412 crores and elevated Rs. 176 crores. It
indicates that per kilometre of under-ground alignment replacing elevated alignment,
the cost to the tune of 2.3 times has to be incurred.

In view of the above, the decision for opting a particular type of alignment has to be
taken on techno-economic basis. For country like India, a balance has to be kept in
two types of alignments for the reasons that we are already short of funds for our
infrastructure projects. It is also recommended that underground alignment be opted
only in the stretches where elevated alignment is not possible to provide.

To appreciate the magnitude of land requirement, Ground Level Plans of one Typical
elevated station and underground station are put up at Figure-4.8& Figure-4.9 to this
appendix.

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Figure -4.8Typical Elevated Station Layout

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Figure-4.9 Typical Underground Station Layout

Ground Level Plan

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CHAPTER - 5

STATION PLANNING

5.1 GENERAL

The proposed Metro Corridor is from Chhatrapati Shivaji Maharaj Terminus (CSMT)
to Wadala (Bhakti Park). It is in the southern portion of the Mumbai. In fact this
corridor is the southward extension of Gaimukh-Kasarvadavali-Wadala Corridor of
Mumbai Metro.

This proposed extension of Gaimukh to Wadala Corridor consists of ten stations. Out
of these ten stations, eight are underground and two are elevated. CSMT metro
station is proposed will be an Interchange Station. The placement of these stations
has been done considering Right of way, land availability, location, proximity to the
Institutions for better ridership and connectivity.

CSMT Metro station (underground) is proposed adjoining to an under-construction

underground station. At this location concourse of both the stations are planned to be
merged by entry structure connections. To attract maximum pedestrian traffic, station
locations are finalised at the traffic nodal points.

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5.2 STATION TYPES

Total Ten Stations have been planned on this extension. Out of Ten Stations, Eight
are Underground and Two are Elevated. Concourse of all elevated stations is
proposed along the roads with sufficient Right of way. The stations accommodate the
passengers from the eastern port area of Mumbai.

Average inter-station distance is 1.27 km approximately varying from 0.85 km to 2.1

km depending upon the site, operational and traffic constraints. The sequence of
stations with their respective location and platform characteristics is presented in
Table 5.4.

Table 5.1: Passenger Amenity Requirements (Morning Peak)

CSMT-Wadala Corridor

CSMT Metro

Table 5.2: Passenger Amenity Requirements (Evening Peak)

CSMT-Wadala Corridor

CSMT Metro

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Table 5.3: AFC Gates Required

CSMT Metro

Table 5.4: Sequence of Stations with chainages and interstation distance

CSMT Metro

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1. CSMT Metro Station

Chainage 0 m.
Inter-Station Distance
0 m.
(From Dhahisar station)
Rail Level -12.200 m.
Platform Depth from
17.742 m.
Ground
Location Located on Dadabhai Naoroji Road in Mumbai
Entry Exit stairs proposed on footpath besides main
Entry / Exit Stairs
carriageway.
Taj Palace Tower Hotel, Gateway of India, Municipal
Catchment Area
Corporation of Greater Mumbai.
Vent shafts of the Existing under construction station
will come above the station box of the proposed
Remarks station. These shafts can be shifted if needed in future.
Entry Exits of the under construction station will be
merged to the unpaid area of the proposed station.

Chhatrapati Shivaji Maharaj Terminus UG

CH: 0.000m

Figure 5.1 Site Photographs showing site conditions – CSMT Station

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2. Carnac Bunder

Chainage 1584.597 m
Inter-Station Distance 1584.597 m
Rail Level -17.500
Platform Depth from
19.145
Ground
Location Located on eastern port area of the Mumbai near
Mumbai Port Trust.
Entry / Exit Stairs Entry Exit stairs proposed in the proximity of the Mumbai
Port area
Catchment Area Chhatrapati Shivaji Maharaj Terminus, Mumbai Port trust
Building, Indira Docks, Victoria Docks.

CSMT

Figure 5.2 Site Photographs showing site conditions – Carnac Bunder

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3. Clock Tower

Chainage 2473.963 m
Inter-Station Distance 889.366 m.
Rail Level -18.00 m.
Platform Depth from
20.123 m.
Ground
Location Located besides Braf hammadelkahoi Road near Mumbai
port Trust
Entry / Exit Stairs Entry Exit stairs proposed in the proximity of the Mumbai
Port area
Catchment Area Dana Bandar, Masjid bandar east, Victoria Docks

CSMT

Figure 5.3 Site Photographs showing site conditions – Clock Tower

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4. Wadi Bunder

Chainage 3620.461 m.
Inter-Station Distance 1146.49 m.
Rail Level -16.00 m.
Platform Depth from
18.966 m.
Ground
Location Located beside Bombay Port Trust Road
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Wadi Bunder, Mazgaon, Ekta Nagar, Central Railway
Godown

CSMT

Figure 5.4 Site Photographs showing site conditions – Wadi Bunder

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5. Darukhana

Chainage 4598.0 m.
Inter-Station
977.539 m.
Distance
Rail Level -17.00 m.
Platform Depth
19.91 m.
from Ground
Location Located beside Bombay Port Trust Road
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Darukhana, Railway Colony, Byculla, Narial wadi, Thakkar
Estate

CSMT

Figure 5.5 Site Photographs showing site conditions – Darukhana

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6. Coal Bunder

Chainage 5780.57m.
Inter-Station Distance 1182.57 m.
Rail Level -17.00 m.
Platform Depth from 18.935 m.
Ground
Location Located on Fosbery Road.
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Coal Bunder, Darukhana, Hay Bunder, Abhyudaya Nagar

CSMT

Figure 5.6 Site Photographs showing site conditions – Coal Bunder

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7. Hay Bunder

Chainage 6805.016m.
Inter-Station Distance 1024.446 m.
Rail Level -17.00 m.
Platform Depth from 19.061 m.
Ground
Location Located on Fosbery Road.
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Coal Bunder, Hay Bunder, Abhyudaya Nagar

CSMT

Figure 5.7 Site Photographs showing site conditions – Hay Bunder

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8. Sewri Metro

Chainage 7656.128 m.
Inter-Station Distance 851.112 m.
Rail Level -11.00 m.
Platform Depth from
14.219 m.
Ground
Location Located besides Eastern Flyway(Bombay Port Trust Road)
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Priydarshini Ambika Nagar, Sewri west,Gandhi
Nagar,Shivaji Nagar

CSMT

Sewri Metro
CH: 7656.128m

Figure 5.8 Site Photographs showing site conditions – Sewri

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9. BPT Hospital

Chainage 9754.193m.
Inter-Station Distance 2098.065 m.
Rail Level 16.100 m.
Platform Height from
14.884 m.
Ground
Location Located on L.M. Nadkarni Marg
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area BPT Colony, Tejas Nagar Colony, BPCL Terminal, Pratikash
Nagar

CSMT

Figure 5.9 Site Photographs showing site conditions – BPT Hospital

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10. Ganesh Nagar

Chainage 10722.095 m.
Inter-Station Distance 967.902 m.
Rail Level 16.00 m.
Platform Height from
14.702 m.
Ground
Location Located on the Sewri Chembur Road
Entry / Exit Stairs Entry Exit stairs proposed on footpath besides main
carriageway.
Catchment Area Ganesh Nagar, Kalaram Nagar, Panchsheel Nagar,
Siddharth Nagar

CSMT

Figure 5.10 Site Photographs showing site conditions – Ganesh Nagar

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5.3 PLANNING AND DESIGN CRITERIA FOR STATIONS

Salient features of a typical metro station are as follows:

1. The stations can be divided into public and non-public areas (those areas where
access is restricted). The public areas can be further subdivided into paid and unpaid
areas.

2. The platform level has adequate assembly space for passengers for both normal
operating conditions and a recognized abnormal scenario.

3. The platform level at elevated stations is determined by a critical clearance of 5.50-m

under the concourse above the road intersection, allowing 3.00-m for the concourse
height, about 2-m for concourse floor and 2.00-m for structure of tracks above the
concourse. Further, the platforms are 1.09-m above the tracks. This would make the
platforms in an elevated situation at least 14.0-m above ground.

4. The concourse contains automatic fare collection system in a manner that divides the
concourse into distinct areas. The 'unpaid area' is where passengers gain access to
the system, obtain travel information and purchase tickets. On passing through the
ticket gates, the passenger enters the 'paid area’, which includes access to the
platforms.

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

determined by site constraints and passenger access requirements. However, it is
planned in 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.

6. Sufficient space for queuing and passenger flow has been allowed at the ticketing
gates.

7. Station entrances are located with particular reference to passenger catchment

points and physical site constraints within the right-of-way allocated to the MRTS.

8. Office accommodation, operational areas and plant room space is required in the
non-public areas at each station.

9. The DG set, bore well pump houses and ground tank would be located generally in
one area on ground.

10. The system is being designed to maximize its attraction to potential passengers and
the following criteria have been observed:

 Minimum distance of travel to and from the platform and between platforms for
transfer between lines.
 Adequate capacity for passenger movements.

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 Convenience, including good signage relating to circulation and orientation.

 Safety and security, including a high level of protection against accidents.

11. Following requirements have been taken into account:

a. Minimum capital cost is incurred consistent with maximizing passenger

attraction.
b. Minimum operating costs are incurred consistent with maintaining efficiency and
the safety of passengers.
c. Flexibility of operation including the ability to adapt to different traffic conditions
changes in fare collection methods and provision for the continuity of operation
during any extended maintenance or repair period, etc.
d. Provision of good visibility of platforms, fare collection zones and other areas,
thus aiding the supervision of operations and monitoring of efficiency and safety.
e. Provision of display of passenger information and advertising.

12. The numbers and sizes of staircases/escalators are determined by checking the
capacity against AM and PM peak flow rates for both normal and emergency
conditions

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

14. Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates
required to process the peak traffic from street to platform and vice-versa (these
facilities must also enable evacuation of the station under emergency conditions,
within a set safe time limit).

A list of accommodation required in the non-public area at each station is given

below: – St
Accommodation
Non Public Area – at Station
Station Control Room Fire Tank & Pump room
Platform Supervisor’s Booth Staff Area
Station Master’s Office UPS and Battery Room
Traction Substation Cleaner’s Room
Information & Enquiries Security Room
Signaling Room Staff Toilets
Ticket Office Refuse Store
Communication Room Miscellaneous Operations Room
Ticket Hall Supervisor & Excess
First Aid Room
Fare Collection (Passenger Office
Station Substation

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5.4 TYPICAL ELEVATED STATION - APPLICABLE TO THIS CORRIDOR

The station is generally located on the road median, and its footprint is 185-m long
and is a three level structure. Passenger area on concourse is spread as the paid
and unpaid area throughout the length of the station, with staircases leading from
either side of the road. 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, Station Master’s
Office, Waiting Room, Meeting Room, UPS & Battery Room, Signalling Room, Train
Crew Room & Supervisor's Office, Security Room, Station Store Room, Staff Toilets,
etc. The public zone is further divided into paid and unpaid areas. Area left over in
the unpaid zone, after accommodating passenger movement and other station
facilities is earmarked for commercial utilization. Station concourse box length and
breadth are 185 m. and 20 m. respectively. Since the station is generally in the
middle of the road, minimum vertical clearance of 5.5-m has been provided under the
concourse. Concourse floor level is about 7.5-m above the road. Consequently,
platforms are at a level of about 14.0-m 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. 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 modern and compatible with the High-rise developments along
most parts of the corridor. Platform roofs that can invariably make a structure look
heavy; have been proposed to be of steel frame with slopping roof. 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
building.

5.5 CSMT METRO INTERCHANGE STATION

CSMT Metro interchange station is the combination of the two separate Island
platforms dedicated to the tracks of two separate corridors. This station consist two
separate concourse areas connected by common unpaid corridors and contain
service areas dedicated to separate corridors.

Entry exits have been planned to provide easy access to the station for all
passengers, from each side of the intersection, without having to cross vehicular
traffic on the busy road. The integrated entrances for intersecting lines are at the
ground level from where the passengers can access the concourse. Concourse
houses ticketing for corridors, lifts, stairs and escalators to reach both the platforms
dedicated to different lines.

5.6 PASSENGER AMENITIES

Passenger amenities such as ticketing counters / automatic ticket vending machines,

ticketing gate, etc. are provided in the concourse. Adequate numbers of these
facilities have been provided for system wide requirements, although the requirement
of the facilities actually varies from station to station. The same applies to provision of
platform widths and staircase / escalators. Maximum capacity required at any station

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by the year 2031has been adopted for normal operation regarding all stations. For
this purpose, peak minute traffic is assumed to be 2% of the peak hour traffic.

5.7 CONCOURSE

Concourse forms the interface between street and platforms. This is where all the
passenger amenities are provided. The concourse contains automatic fare collection
system in a manner that divides the concourse into distinct 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 such away 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 allowed in front of the ticketing gates.

5.8 TICKETING GATES

Ticketing gates’ requirement has been calculated taking the gate capacity as 28
persons per minute per gate. Passenger forecast for the horizon year 2031 has been
used to compute the maximum design capacity. At least three (one entry, one exit
and one reversible) ticketing gates or AFC gates shall be provided at any station.
Uniform space has been provided in all stations where gates can be installed as and
when required.

5.9 TICKET COUNTERS AND TICKET ISSUING MACHINES (TIMS)

It is proposed to deploy manual ticket issuing in the beginning of the operation of the
line. At a later stage, automatic TVMs would be used for which space provision has
been made in the concourse. At present, ticket counters would be provided, which
would be replaced with Ticket vending Machines (TVMs) in future. Capacity of
manual ticket vending counters is taken to be 5 passengers per minute and it is
assumed that only 40% of the commuters would purchase tickets at the stations
while performing the journey. The rest are expected to buy prepaid card. Accordingly,
the requirement of ticket counters has been calculated and the same provided for in
the plans.

5.10 PLATFORMS

A uniform platform minimum width of 3.0-m wide including staircases and escalators
in the central section is proposed for the elevated stations. All platform widths have
been calculated for holding capacity of the platform for worst-case scenario (one
missed headway and holding section load) in the design year i.e. 2031.

5.11 STAIRS, ESCALATORS AND LIFTS FOR NORMAL AND EMERGENCY

OPERATIONS

Provision has been made for escalators in the paid as well as entrance on both sides

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i.e. from ground to concourse and concourse to platforms. On each platform, two
escalators have been proposed. In addition, four staircases with a combined width of
8.0 m are provided on each side platform connecting to the concourse. These stairs
and escalator together provide an escape capacity adequate to evacuate passengers
in emergency from platforms to concourse in most stations.

5.12 PASSENGER AMENITIES REQUIREMENT IN STATIONS

Passenger Amenities are provided in the unpaid and paid areas of the concourse
respectively. Summary of passenger amenities required and proposed at stations
based on projected traffic for the year 2031.

5.13 TRAFFIC INTEGRATION

Concept of Traffic Integration - The objective of an integrated transport system and

traffic movement is to offer maximum advantage to commuters and society from
traffic and planning consideration. Various modes of transport need to be integrated
in a way that each mode supplements the other. A large proportion of MRTS users
will come to and depart from various stations by public, hired and private modes, for
which integration facilities need to be provided at stations to ensure quick and
convenient transfers. In order to ensure that entire MRTS function as an integrated
network and provides efficient service to the commuter, the following steps have
been identified:
 Suitable linkages are proposed so that various corridors of MRTS are integrated
within themselves, with existing rail services and with road based modes.
 Facilities needed at various stations are planned in conformity with the type of
linkages planned there. Traffic and transport integration facilities are provided for two
different types of linkages:
 Feeder links to provide integration between various MRTS corridors and road based
transport modes i.e. public, hired, and private vehicles.
 Walk links to provide access to the pedestrians.

Table 5.5: Traffic Integration Requirement for Stations (Projections for Year 2051)

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5.14 APPROACH ADOPTED IN PLANNING TRAFFIC INTEGRATION FACILITIES

Integration facilities at MRTS stations include approach roads to the stations,

circulation facilities, pedestrian ways and adequate circulation areas for various
modes likely to come to important stations including feeder bus/mini-buses. Parking
for private vehicles has not been proposed.

5.15 OPERATIONAL INTEGRATION

Integration at operational level will be required to synchronize the timings of the

MRTS services and the feeder service. For an efficient interchange, walking and
waiting time at these stations will need to be minimized. Introduction of common
ticketing and their availability at convenient locations will be necessary to ensure
forecast patronage of the system. Last but not the least will be the need for an
integrated passenger information system covering all the modes through the
publication of common route guides, time tables and information boards at terminals
and in the train coaches for providing updated information for users of the system.

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 CHAPTER 6: TRAIN OPERATION PLAN

CHAPTER - 6
TRAIN OPERATION PLAN

6.1 OPERATION PHILOSOPHY

The underlying operation philosophy is to make the MRT System more attractive and
economical, the main features being:
 Selecting the most optimum frequency of Train services to meet sectional
capacity requirement during peak hours on most of the sections.
 Economical & optimum train service frequency not only during peak period,
but also during off-peak period.
 Optimization of train’s reliability for achieving best possible availability on line.
 A train consists of 6 coaches which will be augmented to 8 coaches in future.
 Multi-tasking of train operation and maintenance staff.

6.2 STATIONS
List of stations for the Mumbai Metro Line (CSMT Metro to Gaimukh) is given below:
TABLE- 6.1: STATIONS
CSMT METRO TO GAIMUKH
S. Inter – Station
Name of Station Chainage (in m) Station Type Remarks
No. Distance (in m)
0. Dead End -530
CHHATRAPATI Interchange
1. MAHARAJ SHIVAJI 0.000 530.000 Underground
Station
TERMINUS
2. CARNAC BUNDER 1584.597 1584.597 Underground
3. CLOCK TOWER 2473.963 889.366 Underground
4. WADI BUNDER 3620.461 1146.498 Underground
5. DARUKHANA 4598.000 977.539 Underground
6. COAL BUNDER 5780.570 1182.570 Underground
7. HAY BUNDER 6805.016 1024.446 Underground
8. SEWRI METRO 7656.128 851.112 Underground
9. BPT HOSPITAL 9754.193 2098.065 Elevated
10. GANESH NAGAR 10722.095 967.902 Elevated

WADALA (BHAKTI Interchange

11. 12694.115 1972.020 Elevated
PARK) Station
12. WADALA TT 13694.115 1000.00 Elevated
ANIK NAGAR BUS
13. 14555.725 861.61 Elevated
DEPOT
14. SUMAN NAGAR 15634.115 1078.39 Elevated
15. SIDDHARTH COLONY 16688.545 1054.43 Elevated

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CSMT METRO TO GAIMUKH

S. Inter – Station
Name of Station Chainage (in m) Station Type Remarks
No. Distance (in m)
AMAR MAHAL Interchange
16. 18032.125 1343.58 Elevated
JUNCTION Station
17. GARODIA NAGAR 18630.655 598.53 Elevated
18. PANT NAGAR 20263.335 1632.68 Elevated
19. LAXMI NAGAR 21340.845 1077.51 Elevated
20. SHREYES CINEMA 21961.655 620.81 Elevated
21. GODREJ COMPANY 23124.475 1162.82 Elevated
22. VIKHROLI METRO 23847.595 723.12 Elevated
23. SURYA NAGAR 24852.365 1004.77 Elevated
Interchange
24. GANDHI NAGAR 25854.475 1002.11 Elevated
Station
25. NAVAL HOUSING 26546.355 691.88 Elevated
BHANDUP
26. 27325.695 779.34 Elevated
MAHAPALIKA
27. BHANDUP METRO 28374.525 1048.83 Elevated
28. SHANGRILA 29218.175 843.65 Elevated
29. SONAPUR 30608.935 1390.76 Elevated
30. MULUND FIRE STATION 31721.915 1112.98 Elevated
31. MULUND NAKA 33070.015 1348.10 Elevated
TEEN HAATH NAKA
32. 34306.365 1236.35 Elevated
(THANE)
33. RTO THANE 34984.905 678.54 Elevated

34. MAHAPALIKA MARG 36020.875 1035.97 Elevated

35. CADBURY JUNCTION 36813.585 792.71 Elevated

36. MAJIWADA 37637.875 824.29 Elevated

37. KAPURBAWDI 39027.135 1389.26 Elevated

38. MANPADA 39892.515 865.38 Elevated

39. TIKUJI-NI-WADI 40668.165 775.65 Elevated

40. DONGARI PADA 42133.765 1465.60 Elevated

41. VIJAY GARDEN 43042.635 908.87 Elevated
42. KASARVADAVALI 44116.205 1073.57 Elevated
43. GOWNIWADA 45501.145 1384.94 Elevated
44. GAIMUKH 46784.235 1283.09 Elevated
45. Dead End 47684.235 450.00

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6.3 TRAIN OPERATION PLAN: SALIENT FEATURES

 Running of services for 19 hours of the day (5 AM to Midnight) with a station
dwell time of 30 seconds,
 Make up time of 5-10% with 8-12% coasting.
 Scheduled speed for these corridors has been considered as: 35 kmph.

6.4 TRAFFIC DEMAND

Peak hour peak direction traffic demands (PHPDT) for the Mumbai Metro ‘Line:
CSMT Metro - Gaimukh’ in the year 2021 & 2031for the purpose of planning are
indicated in Attachment I/A & I/B respectively.

6.5 TRAIN FORMATION

To meet the above projected traffic demand, the possibility of running trains with
composition of 6 and 8 cars with different headway has been examined.

Composition
DMC : Driving Motor Car
TC : Trailer Car
MC : Motor Car
Capacity (@ 6 passengers per square meter of standee area)
Driving Motor Car (DMC) - 282 (42 seated + 240 standing)
Trailer Car (TC) - 298 (50 seated + 248 standing)
Motor Car (MC) - 298 (50 seated + 248 standing)
6 Car Train - 1756 (284 seated + 1472 standing)
8 Car Train - 2352 (384 seated + 1968 standing)

6.6 TRAIN OPERATION PLAN

Based on the projected PHPDT demand, Train operation plan with train carrying
capacity @ 6 persons per square meter of standee area for the Mumbai Metro ‘Line:
CSMT Metro-Gaimukh’ for the year 2021 and 2031 is given below:

CSMT Metro-Gaimukh
Train Operation Plan for Line: CSMT Metro-Gaimukh has been planned in such a
way that there are two loops of train operation, one is end to end operation from
CSMT Metro to Gaimukh and other one is from Bhakti Park (Wadala) to Kapurbawdi.
Reversal facility at Bhakti Park (Wadala) and Kapurbawdi would be required for this.

i) Year 2021: Train operation is planned in 2 loops to meet the PHPDT demand.
Train on 6.50 minutes headway will run from CSMT Metro to Gaimukh in one
loop. In second loop train will run from Bhakti Park (Wadala) to Kapurbawdi with
an effective headway of 3.25 minutes.

a) CSMT Metro to Bhakti Park (Wadala) and Kapurbawdi to Gaimukh Section

(Refer attachment –I/A)
 6.50 min Headway with 6-car train.
 Available Peak Hour Peak Direction Capacity of 16209@ 6 persons per
square meter of standee area.

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 Available Peak Hour Peak Direction Capacity of 20677@ 8 persons per

square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 17460 is in the Section between
Kapurbawdi to Manpada and demand in the remaining sections is in the
range of 7522 to 16209 only. The planned capacity is slightly less than the
PHPDT Demand in only one section i.e Kapurbawdi to Manpada, which can
be fulfilled by accommodating 8 persons per square meter of standee area.

b) Bhakti Park (Wadala) to Kapurbawdi (Refer attachment –I/A)

 3.25 minutes Effective Headway with 6-car train.
 Available Peak Hour Peak Direction Capacity of 32418@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 41354@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 32460 is in the Section between Garodia
Nagar to Pant Nagar and demand in the remaining sections is in the range of
18734 to 32336 only. The planned capacity is slightly less than the PHPDT
Demand in only one section i.e Garodia Nagar to Pant Nagar, which can be
fulfilled by accommodating 8 persons per square meter of standee area.

Traffic demand and train capacity for this Line in the year 2021 is tabulated and
represented on chart enclosed as Attachment I/A.

ii) Year 2031: Train operation is planned in 2 loops to meet the PHPDT demand.
Train on 6.50 minutes headway will run from CSMT Metro to Gaimukh in one
loop. In second loop train will run from Bhakti Park (Wadala) to Kapurbawdi with
an effective headway of 3.25 minutes.

a) CSMT Metro to Bhakti Park (Wadala) and Kapurbawdi to Gaimukh Section

(Refer attachment –I/B)
 6.50 minutes Effective Headway with 8-car train.
 Available Peak Hour Peak Direction Capacity of 21711@ 6 persons per
square meter of standee area.
 Available Peak Hour Peak Direction Capacity of 27692@ 8 persons per
square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 25058 is in the Section between Manpada
to Tikuji-Ni-Wadi and demand in the remaining sections is in the range of
5009 to 24771 only. The planned capacity is slightly less than the PHPDT
Demand in four sections i.e Kapurbawdi to Manpada, Manpada to Tikuji-Ni-
Wadi, Tikuji-Ni-Wadi to Dongari Pada, Dongari Pada to Vijay Garden, which
can be fulfilled by accommodating 8 persons per square meter of standee
area.

b) Bhakti Park (Wadala) to Kapurbawdi (Refer attachment –I/B)

 3.25 minutes Effective Headway with 8-car train.
 Available Peak Hour Peak Direction Capacity of 43422@ 6 persons per
square meter of standee area.

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 CHAPTER 6: TRAIN OPERATION PLAN

 Available Peak Hour Peak Direction Capacity of 55385@ 8 persons per

square meter of standee area under dense loading conditions.
 The maximum PHPDT demand of 36635 is in the Section between Bhandup
Metro to Shangrila and demand in the remaining sections is in the range of
22013 to 35443 only. The planned capacity is more than the PHPDT
Demand.

Traffic demand and train capacity for this Line in the year 2031 is tabulated and
represented on chart enclosed as Attachment I/B.

The above Train Operation Plan is based on calculations on the basis of

available traffic data. In case of any mismatch in the capacity provided and the
actual traffic, the capacity can be moderated suitably by adjusting the
Headway.

The PHPDT capacity provided on the route in different years of operation is

tabulated below:

TABLE -6.2: Capacity Provided for Line: CSMT Metro-Gaimukh

Provision for
Head- Total Total Additional No. Max. PHPDT
Rake No. of cars in
Sections Year way No. of No. of of cars for PHPDT Capacity
Consist DPR of
(min) Rakes Cars** Line- 11# Demand Available
Sep’17
CSMT Metro
to Bhakti
16209
Park and 6.50 17460
(20677*)
Kapurbawdi
2021 46 6-car 276 232 44
to Gaimukh
Bhakti Park
32418
to 3.25 32460
(41354*)
Kapurbawdi
CSMT Metro
to Bhakti
21711
Park and 6.50 25058
(27692*)
Kapurbawdi 2031 46 8-car 368 264
104
to Gaimukh
Bhakti Park
36635 43422
to 3.25
(55385*)
Kapurbawdi
* @ 8 persons per square meter of standee area
** Total No. of cars shown above are the total cars calculated as per PHPDT data.
# Additional cars requirement for Line-11 has been calculated after subtracting
provision for no. of cars in previous Line-4 (Bhakti Park - Gaimukh) DPR (Sep’17)
from the total car requirements.

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 CHAPTER 6: TRAIN OPERATION PLAN

6.7 TRAIN FREQUENCY

TABLE -6.3: Train Frequency Line: CSMT Metro-Gaimukh

2021 2031
Section
Peak Hour Head- Lean Hour Peak Hour Lean Hour
way Head-way Head-way Head-way
CSMT Metro to
Bhakti Park and
6.50 min 10 to 24 min 6.50 min 10 to 24 min
Kapurbawdi to
Gaimukh
Bhakti Park to
3.2 min 5 to 12 min 3.2 min 5 to 12 min
Kapurbawdi

No services are proposed between 00:00 hrs to 5.00 hrs, which are reserved for
maintenance of infrastructure and rolling stock.

6.7.1 Hourly Train Operation plan

The hourly distribution of daily transport capacity is presented in Table 1.1 & 1.2 for
‘CSMT Metro to Gaimukh’ Section for the years 2021 and 2031 enclosed as
Attachment II.

The directional split for Line: CSMT Metro to Gaimukh is presented in Table 2
enclosed as Attachment III.

6.8 VEHICLE KILOMETER

Based on above planning, after considering maintenance period and assuming 340
days in service in a year, Vehicle Kilometers for Mumbai Metro Rail Network, Line:
CSMT Metro-Gaimukh is given in Table 3 enclosed as Attachment IV.

6.9 YEAR WISE RAKE REQUIREMENT

Based on Train formation and headway as decided above to meet Peak Hour Peak
Direction Traffic Demand, rake requirement has been calculated and enclosed as
Attachment V.

Requirements of coaches is calculated based on following assumptions-

Assumptions –
(i) Train Composition planned as under

6 car Train Composition (with :DMC +TC +MC+MC+TC+DMC

66.67% Powering)
8 car Train Composition (in :DMC +TC +MC+MC+TC+MC+TC+DMC
year 2031) with 62.5% Powering

(ii) Coach requirement has been calculated based on headway during peak
hours.

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 CHAPTER 6: TRAIN OPERATION PLAN

(iii) Traffic reserve is taken as one train to cater to failure of train on line and to
make up for operational time list.
(iv) Repair and maintenance reserve has been estimated as 10 % of total
requirement (Bare).
(v) The calculated number of rakes in fraction is rounded off to next higher
number.
(vi) Schedule speed is taken as: 35kmph
(vii) Total Turn round time is taken as 6 min at terminal stations.

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 CHAPTER 6: TRAIN OPERATION PLAN

Option-II: Loop Train Operation Attachment - I/A

PHPDT Demand and Capacity Chart
Mumbai Metro Line: (CSMT Metro to Gaimukh) Corridor
Year: 2021
No. of cars per train 6
Passenger Capacity @ 6 persons/sqm of a 6-Car Train: 1756
Passenger Capacity @ 8 persons/sqm of a 6-Car Train: 2240
CSMT Metro-Bhakti
Park and
Headway (min.) 6.50 Kapurbawdi -
Gaimukh
Bhakti Park-
Headway (min.) 3.25 Kapubawdi

Train carrying
Train carrying
Traffic Demand capacity @
S.No. FROM TO capacity @ 8p/sqm
in PHPDT 6p/sqm of
of standee area
standee area
CHHATRAPATI SHIVAJI MAHARAJ
1 CARNAC BUNDER 7522 16,209 20,677
TERMINUS
2 CARNAC BUNDER CLOCK TOWER 7617 16,209 20,677
3 CLOCK TOWER WADI TOWER 7843 16,209 20,677
4 WADI TOWER DARUKHANA 8225 16,209 20,677
5 DARUKHANA COAL BUNDER 8659 16,209 20,677
6 COAL BUNDER HAY BUNDER 8749 16,209 20,677
7 HAY BUNDER SEWRI 8995 16,209 20,677
8 SEWRI BPT HOSPITAL 9498 16,209 20,677
9 BPT HOSPITAL GANESH NAGAR 11538 16,209 20,677
10 GANESH NAGAR BHAKTI PARK METRO 11539 16,209 20,677
11 BHAKTI PARK METRO WADALA TT 21807 32,418 41,354
12 WADALA TT ANIK NAGAR BUS DEPOT 24706 32,418 41,354
13 ANIK NAGAR BUS DEPOT SUMAN NAGAR 24904 32,418 41,354
14 SUMAN NAGAR SIDDHARTH COLONY 25838 32,418 41,354
15 SIDDHARTH COLONY AMAR MAHAL JUNCTION 30049 32,418 41,354
16 AMAR MAHAL JUNCTION GARODIA NAGAR 32336 32,418 41,354
17 GARODIA NAGAR PANT NAGAR 32460 32,418 41,354
18 PANT NAGAR LAXMI NAGAR 32321 32,418 41,354
19 LAXMI NAGAR SHREYES CINEMA 32326 32,418 41,354
20 SHREYES CINEMA GODREJ COMPANY 21519 32,418 41,354
21 GODREJ COMPANY VIKHROLI METRO 21803 32,418 41,354
22 VIKHROLI METRO SURYA NAGAR 20851 32,418 41,354
23 SURYA NAGAR GANDHI NAGAR 20578 32,418 41,354
24 GANDHI NAGAR NAVAL HOUSING 19868 32,418 41,354
25 NAVAL HOUSING BHANDUP MAHAPALIKA 19699 32,418 41,354
26 BHANDUP MAHAPALIKA BHANDUP METRO 22669 32,418 41,354
27 BHANDUP METRO SHANGRILA 21860 32,418 41,354
28 SHANGRILA SONAPUR 24629 32,418 41,354
29 SONAPUR MULUND FIRE STATION 24301 32,418 41,354
30 MULUND FIRE STATION MULUND NAKA 24099 32,418 41,354
31 MULUND NAKA TEEN HAATH NAKA (THANE) 24372 32,418 41,354
32 TEEN HAATH NAKA (THANE) RTO THANE 23355 32,418 41,354
33 RTO THANE MAHAPALIKA MARG 20489 32,418 41,354
34 MAHAPALIKA MARG CADBURY JUNCTION 20039 32,418 41,354
35 CADBURY JUNCTION MAJIWADA 19640 32,418 41,354
36 MAJIWADA KAPURBAWDI 18724 32,418 41,354
37 KAPURBAWDI MANPADA 17460 16,209 20,677
38 MANPADA TIKUJI-NI-WADI 16209 16,209 20,677
39 TIKUJI-NI-WADI DONGARI PADA 16122 16,209 20,677
40 DONGARI PADA VIJAY GARDEN 14413 16,209 20,677
41 VIJAY GARDEN KASARVADAVALI 12530 16,209 20,677
42 KASARVADAVALI GOWNIWADA 10380 16,209 20,677
43 GOWNIWADA GAIMUKH 9115 16,209 20,677

Traffic Demand in PHPDT Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area

45000

40000

35000

30000

25000
PHPDT

20000

15000

10000

5000

STATIONS

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 CHAPTER 6: TRAIN OPERATION PLAN

Option-II: Loop Train Operation Attachment - I/B

PHPDT Demand and Capacity Chart
Mumbai Metro Line (CSMT Metro to Gaimukh) Corridor
Year: 2031
No. of cars per train 8
Passenger Capacity @ 6 persons/sqm of a 8-Car Train: 2352
Passenger Capacity @ 8 persons/sqm of a 8-Car Train: 3000
CSMT Metro-Bhakti
Park and
Headway (min.) 6.50 Kapurbawdi -
Gaimukh
Bhakti Park-
Headway (min.) 3.25 Kapubawdi

Train carrying Train carrying

Traffic Demand capacity @ capacity @
S.No. FROM TO
in PHPDT 6p/sqm of 8p/sqm of
standee area standee area
CHHATRAPATI SHIVAJI
1 CARNAC BUNDER 7211 21,711 27,692
MAHARAJ TERMINUS
2 CARNAC BUNDER CLOCK TOWER 5009 21,711 27,692
3 CLOCK TOWER WADI TOWER 5281 21,711 27,692
4 WADI TOWER DARUKHANA 5678 21,711 27,692
5 DARUKHANA COAL BUNDER 6525 21,711 27,692
6 COAL BUNDER HAY BUNDER 6669 21,711 27,692
7 HAY BUNDER SEWRI 6848 21,711 27,692
8 SEWRI BPT HOSPITAL 7563 21,711 27,692
9 BPT HOSPITAL GANESH NAGAR 9855 21,711 27,692
10 GANESH NAGAR BHAKTI PARK METRO 10100 21,711 27,692
11 BHAKTI PARK METRO WADALA TT 22013 43,422 55,385
12 WADALA TT ANIK NAGAR BUS DEPOT 26732 43,422 55,385
13 ANIK NAGAR BUS DEPOT SUMAN NAGAR 27358 43,422 55,385
14 SUMAN NAGAR SIDDHARTH COLONY 28397 43,422 55,385
15 SIDDHARTH COLONY AMAR MAHAL JUNCTION 29308 43,422 55,385
16 AMAR MAHAL JUNCTION GARODIA NAGAR 29712 43,422 55,385
17 GARODIA NAGAR PANT NAGAR 22472 43,422 55,385
18 PANT NAGAR LAXMI NAGAR 22559 43,422 55,385
19 LAXMI NAGAR SHREYES CINEMA 22859 43,422 55,385
20 SHREYES CINEMA GODREJ COMPANY 33008 43,422 55,385
21 GODREJ COMPANY VIKHROLI METRO 33840 43,422 55,385
22 VIKHROLI METRO SURYA NAGAR 32324 43,422 55,385
23 SURYA NAGAR GANDHI NAGAR 31751 43,422 55,385
24 GANDHI NAGAR NAVAL HOUSING 35417 43,422 55,385
25 NAVAL HOUSING BHANDUP MAHAPALIKA 35443 43,422 55,385
26 BHANDUP MAHAPALIKA BHANDUP METRO 34828 43,422 55,385
27 BHANDUP METRO SHANGRILA 36635 43,422 55,385
28 SHANGRILA SONAPUR 28991 43,422 55,385
29 SONAPUR MULUND FIRE STATION 29034 43,422 55,385
30 MULUND FIRE STATION MULUND NAKA 27507 43,422 55,385
31 MULUND NAKA TEEN HAATH NAKA (THANE) 27597 43,422 55,385
32 TEEN HAATH NAKA (THANE) RTO THANE 26242 43,422 55,385
33 RTO THANE MAHAPALIKA MARG 26425 43,422 55,385
34 MAHAPALIKA MARG CADBURY JUNCTION 26725 43,422 55,385
35 CADBURY JUNCTION MAJIWADA 26182 43,422 55,385
36 MAJIWADA KAPURBAWDI 24719 43,422 55,385
37 KAPURBAWDI MANPADA 24771 21,711 27,692
38 MANPADA TIKUJI-NI-WADI 25058 21,711 27,692
39 TIKUJI-NI-WADI DONGARI PADA 23201 21,711 27,692
40 DONGARI PADA VIJAY GARDEN 21843 21,711 27,692
41 VIJAY GARDEN KASARVADAVALI 18634 21,711 27,692
42 KASARVADAVALI GOWNIWADA 19359 21,711 27,692
43 GOWNIWADA GAIMUKH 17991 21,711 27,692

Traffic Demand in PHPDT Train carrying capacity @ 6p/sqm of standee area Train carrying capacity @ 8p/sqm of standee area
60000

50000

40000

30000
PHPDT

20000

10000

STATIONS

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 CHAPTER 6: TRAIN OPERATION PLAN

Option-II: Loop Train Operation Attachment- II

TABLE 1.1A
Hourly Train Operation Plan
Mumbai Metro Line: (CSMT Metro to Bhakti Park and Kapurbawdi to Gaimukh)
Year- 2021

6.5 - Headway (min)

No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 2
6 to 7 20 3 3
7 to 8 10 6 6
8 to 9 6.50 10 9
9 to 10 6.50 10 9
10 to 11 6.50 10 9
11 to12 10 6 6
12 to 13 20 3 3
13 to 14 24 3 2
14 to 15 24 2 3
15 to 16 20 3 3
16 to 17 10 6 6
17 to 18 6.50 9 10
18 to 19 6.50 9 10
19 to 20 6.50 9 10
20 to 21 10 6 6
21 to 22 20 3 3
22 to 23 24 2 3
23 to 24 30 2 2
Total No. of train
trips per direction 105 105
per day

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 CHAPTER 6: TRAIN OPERATION PLAN

TABLE 1.1B
Hourly Train Operation Plan
Mumbai Metro Line: (Bhakti Park to Kapurbawdi)
Year- 2021

3.25 - Headway (min)

No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 12 5 5
6 to 7 10 6 6
7 to 8 5 12 12
8 to 9 3.25 19 18
9 to 10 3.25 19 18
10 to 11 3.25 19 18
11 to12 5 12 12
12 to 13 10 6 6
13 to 14 12 5 5
14 to 15 12 5 5
15 to 16 10 6 6
16 to 17 5 12 12
17 to 18 3.25 18 19
18 to 19 3.25 18 19
19 to 20 3.25 18 19
20 to 21 5 12 12
21 to 22 10 6 6
22 to 23 12 5 5
23 to 24 15 4 4
Total No. of train
trips per direction 207 207
per day

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 CHAPTER 6: TRAIN OPERATION PLAN

TABLE 1.2A
Hourly Train Operation Plan
Mumbai Metro Line: (CSMT Metro to Bhakti Park and Kapurbawdi to Gaimukh)
Year- 2031

6.5 - Headway (min)

No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 24 3 2
6 to 7 20 3 3
7 to 8 10 6 6
8 to 9 6.50 10 9
9 to 10 6.50 10 9
10 to 11 6.50 10 9
11 to12 10 6 6
12 to 13 20 3 3
13 to 14 24 3 2
14 to 15 24 2 3
15 to 16 20 3 3
16 to 17 10 6 6
17 to 18 6.50 9 10
18 to 19 6.50 9 10
19 to 20 6.50 9 10
20 to 21 10 6 6
21 to 22 20 3 3
22 to 23 24 2 3
23 to 24 30 2 2
Total No. of train
trips per direction 105 105
per day

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 CHAPTER 6: TRAIN OPERATION PLAN

TABLE 1.2B
Hourly Train Operation Plan
Mumbai Metro Line: (Bhakti Park to Kapurbawdi)
Year- 2031

3.25 - Headway (min)

No. of Trains per day
Time of Day Headway in Minutes
UP DN
5 to 6 12 5 5
6 to 7 10 6 6
7 to 8 5 12 12
8 to 9 3.25 19 18
9 to 10 3.25 19 18
10 to 11 3.25 19 18
11 to12 5 12 12
12 to 13 10 6 6
13 to 14 12 5 5
14 to 15 12 5 5
15 to 16 10 6 6
16 to 17 5 12 12
17 to 18 3.25 18 19
18 to 19 3.25 18 19
19 to 20 3.25 18 19
20 to 21 5 12 12
21 to 22 10 6 6
22 to 23 12 5 5
23 to 24 15 4 4
Total No. of train
trips per direction 207 207
per day

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 CHAPTER 6: TRAIN OPERATION PLAN

Option-II: Loop Train Operation Attachment III

TABLE 2
Mumbai Metro Line: (CSMT Metro to Gaimukh) Corridor
PHPDT for the year 2021
Directional Directional
S.No From Station To Station Peak hour Load Split to Split to
CSTM Gaimukh
CHHATRAPATI SHIVAJI
1 CARNAC BUNDER 7522 50% 50%
MAHARAJ TERMINUS
2 CARNAC BUNDER CLOCK TOWER 7617 50% 50%
3 CLOCK TOWER WADI TOWER 7843 50% 50%
4 WADI TOWER DARUKHANA 8225 50% 50%
5 DARUKHANA COAL BUNDER 8659 50% 50%
6 COAL BUNDER HAY BUNDER 8749 50% 50%
7 HAY BUNDER SEWRI 8995 50% 50%
8 SEWRI BPT HOSPITAL 9498 50% 50%
9 BPT HOSPITAL GANESH NAGAR 11538 50% 50%
10 GANESH NAGAR BHAKTI PARK METRO 11539 50% 50%
11 BHAKTI PARK METRO WADALA TT 21807 50% 50%
12 WADALA TT ANIK NAGAR BUS DEPOT 24706 50% 50%
13 ANIK NAGAR BUS DEPOT SUMAN NAGAR 24904 50% 50%
14 SUMAN NAGAR SIDDHARTH COLONY 25838 50% 50%
15 SIDDHARTH COLONY AMAR MAHAL JUNCTION 30049 50% 50%
16 AMAR MAHAL JUNCTION GARODIA NAGAR 32336 50% 50%
17 GARODIA NAGAR PANT NAGAR 32460 50% 50%
18 PANT NAGAR LAXMI NAGAR 32321 50% 50%
19 LAXMI NAGAR SHREYES CINEMA 32326 50% 50%
20 SHREYES CINEMA GODREJ COMPANY 21519 50% 50%
21 GODREJ COMPANY VIKHROLI METRO 21803 50% 50%
22 VIKHROLI METRO SURYA NAGAR 20851 50% 50%
23 SURYA NAGAR GANDHI NAGAR 20578 50% 50%
24 GANDHI NAGAR NAVAL HOUSING 19868 50% 50%
25 NAVAL HOUSING BHANDUP MAHAPALIKA 19699 50% 50%
26 BHANDUP MAHAPALIKA BHANDUP METRO 22669 50% 50%
27 BHANDUP METRO SHANGRILA 21860 50% 50%
28 SHANGRILA SONAPUR 24629 50% 50%
29 SONAPUR MULUND FIRE STATION 24301 50% 50%
30 MULUND FIRE STATION MULUND NAKA 24099 50% 50%
31 MULUND NAKA TEEN HAATH NAKA (THANE) 24372 50% 50%
32 TEEN HAATH NAKA (THANE) RTO THANE 23355 50% 50%
33 RTO THANE MAHAPALIKA MARG 20489 50% 50%
34 MAHAPALIKA MARG CADBURY JUNCTION 20039 50% 50%
35 CADBURY JUNCTION MAJIWADA 19640 50% 50%
36 MAJIWADA KAPURBAWDI 18724 50% 50%
37 KAPURBAWDI MANPADA 17460 50% 50%
38 MANPADA TIKUJI-NI-WADI 16209 50% 50%
39 TIKUJI-NI-WADI DONGARI PADA 16122 50% 50%
40 DONGARI PADA VIJAY GARDEN 14413 50% 50%
41 VIJAY GARDEN KASARVADAVALI 12530 50% 50%
42 KASARVADAVALI GOWNIWADA 10380 50% 50%
43 GOWNIWADA GAIMUKH 9115 50% 50%

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 CHAPTER 6: TRAIN OPERATION PLAN

Option-II: Loop Train Operation Attachment IV

TABLE 3
Mumbai Metro Line: (CSMT Metro to Gaimukh) Corridor
Vehicle Kilometer

Year 2021 2031

CSMT Metro Bhakti Park to Kapurbawdi to CSMT Metro to Bhakti Park to Kapurbawdi to
to Bhakti Park Kapurbawdi Gaimukh Bhakti Park Kapurbawdi Gaimukh

Section Length
12.69 26.33 7.76 12.69 26.33 7.76
No of cars per train
6 6 6 8 8 8
No of working Days in a year
340 340 340 340 340 340
Number of Trains per day each Way
105 207 105 105 207 105
Daily Train -KM
2665 10901 1630 2665 10901 1630
5
Annual Train - KM (10 ) 9.06 37.06 5.54 9.06 37.06 5.54
5
Annual Vehicle - KM (10 ) 54.37 222.38 33.25 72.49 296.51 44.34

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT

CSTM Metro September
Septembe
2018
222
 Option-II: Loop Train Operation Attachment-V
TABLE 4
Mumbai Metro Line: (CSMT Metro to Gaimukh) Corridor
RAKE REQUIREMENT
Year-2021
Section Rake Requirement
Any
Total Total
Turn other Total Cars Additional
Schedule Run round No. Of
S. Length Headway round time to round Total required cars
Gauge speed Year time time+any Bare Traffic Rakes
No. From To (km) (min) time be trip time Bare R&M no. of as per required
(kmph) (min) other (round-up) Reserve (6-car
(min) consider (min) cars previous for Line-
time configu
ed (min) DPR** 11
ration)*
CSMT
1 Gaimukh 46.78 SG 35 2021 6.50 80.19 3 0 6 166.38 25.60 26 1 4 31 186
Metro
232 44
2 Bhakti Park Kapurbawdi 26.33 SG 35 2021 6.50 45.14 3 0 6 96.28 14.81 15 0 0 15 90

Note: Effective headway between Bhakti park and Kapurbawdi is 3.25 min. TOTAL 46 276 232 44

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT

Year-2031
Section Rake Requirement
Any
Total Total

CSTM Metro
Turn other Total Cars Additional
Schedule Run round No. Of
S. Length Headway round time to round Total required cars
Gauge speed Year time time+any Bare Traffic Rakes
No. From To (km) (min) time be trip time Bare R&M no. of as per required
(kmph) (min) other (round-up) Reserve (8-car
(min) consider (min) cars previous for Line-
time configu
ed (min) DPR** 11
ration)#
CSMT
1 Gaimukh 46.78 SG 35 2031 6.50 80.19 3 0 6 166.38 25.60 26 1 4 31 248
Metro
264 104
2 Bhakti Park Kapurbawdi 26.33 SG 35 2031 6.50 45.14 3 0 6 96.28 14.81 15 0 0 15 120

Note: Effective headway between Bhakti park and Kapurbawdi is 3.25 min. TOTAL 46 368 264 104

September
* Passenger capacity @ 6p/sqm for a train of 6 car configuration 1756

2018
# Passenger capacity @ 6p/sqm for a train of 8 car configuration 2352

Septembe
** Previuos provision of car requiremnet has been taken from DPR of Line-4: Bhakti Park to Gaimukh corridor of Mumbai Metro dtd. Sep'17

NOTE: Repair & Maintenance Reserve as a percentage of total requirement (Bare + Traffic Reserve) = 10%

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CHAPTER 6: TRAIN OPERATION PLAN
 CHAPTER 7: MAINTENANCE DEPOT

CHAPTER-7
MAINTENANCE DEPOT

7.1 CORRIDOR: CSMT Metro – Gaimukh corridor of Mumbai Metro Rail Network,
comprises as below:

Corridor Route length(km)

CSMT Metro to Gaimukh 46.78

7.2 DEPOT- CUM- WORKSHOP

7.2.1 It is proposed to establish one depot- cum- workshop near Gaimukh with following
functions:

(i) Major overhauls of all the trains.

(ii) All minor schedules and repairs.
(iii) Lifting for replacement of heavy equipment and testing thereafter.
(iv) Repair of heavy equipments.

7.2.2 The Depot planning is based on following assumptions:

(i) Enough space should be available for establishment of a Depot- Cum- workshop.
(ii) All inspection lines, workshop lines, stabling lines are designed to accommodate one
train set of 8 - Car each and space earmarked for future provision.
(iii) All Stabling lines are designed to accommodate one train of 8 - Car each.
(iv) All stabling lines are planned in the proposed depot-cum-workshop assuming adequate
space availability. In case of space constraints, if any, stabling facilities may need to be
created at terminal stations or elsewhere (preferably as close to depot as possible) to
cater to the required stability facilities.
(v) In case of space constraint for depot two storeyed Stabling lines can also be planned.

In broad terms, based on the planned Rolling Stock requirements, this chapter covers
conceptual design on following aspects and will work as a guide for detailed design later:

 Layout of Stabling-shed, Inspection-shed, minor repairs and heavy repair overhauling

workshop and cleaning of Rolling Stock.
 Operational and functional safety requirements.
 Ancillary buildings for other maintenance facilities.

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 Electrical & Mechanical Services, power supply and distribution system.

 Water Supplies, Drainage & Sewerage.

7.3 MAINTENANCE PHILOSOPHY

 Monitoring of the performance of all key Rolling Stock equipment by suitable advanced
condition monitoring techniques available. The concept is to evolve the need based
maintenance regime, which can be suitably configured in the form of schedules like daily
check, “A” checks, “B” type checks, “IOH” and “POH”.
 Labour intensive procedures are kept to the minimum. Automation with state of the art
machinery to ensure quality with reliability.
 Increase in the periodic maintenance intervals with predictive maintenance based on
condition monitoring.
 Multi skilling of the Maintenance staff to ensure quality and productivity in their
performance.
 Periodic review of maintenance practices to update replacement cycle of critical
components based on experience.
 Energy conservation is given due attention.

7.4 ROLLING STOCK MAINTENANCE NEEDS

7.4.1 Maintenance Schedule

The following maintenance schedule has been envisaged for conceptual design of
depots assuming approx. 331 kms running per train per day, taking in consideration the
passenger load of 2021, 2031 respectively.

TABLE- 7.1
Type of Schedule Interval Work Content Locations

Daily Daily Check on the train condition and Stabling Lines

function at every daily service
completion. Interval
cleaning/mopping of floor and walls
with vacuum cleaner.
“A” Service 5,000 km Detailed inspection and testing of sub Inspection Bays
Check (approx. 15 days) -systems, under frame, replacement/
topping up of oils & lubricants.
“B” Service 15,000 km Detailed Inspection of „A‟ type tasks Inspection Bays
Check (approx. 45 days) plus items at multiples of 15,000 Km
(„B‟ type tasks)

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Type of Schedule Interval Work Content Locations

Intermediate 420,000 km, (3 Check and testing of all sub- Workshop

Overhaul (IOH) and half Years assemblies (Electrical + Mechanical).
approx.) Overhaul of pneumatic valves,
whichever is Compressor. Condition based
earlier maintenance of sub-systems to bring
them to original condition.
Replacement of parts and
rectification, trial run.
Periodical 840,000 km, (7 Dismantling of all sub-assemblies, Workshop
Overhaul (POH) Years approx.) bogies suspension system, traction
whichever is motor, gear, control equipment, air-
earlier conditioning units etc. Overhauling
to bring them to original condition.
Checking repair and replacement as
necessary. Inspection and trial.
Heavy Repairs - Changing of heavy item such as Workshop
bogies, traction motor,
wheelset/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.

7.4.2 Washing Needs of Rolling Stock

Cleanliness of the trains is essential. Following schedules are recommended for Indian
environment:
TABLE- 7.2
Maint.
S.N. Kind Inspection Time Maintenance Place
Cycle
Single Pass through
Outside cleaning (wet washing on automatic 10
1. 3 Days Automatic washing
washing plant) mins.
plant of Depot

Outside heavy Cleaning (wet washing on

automatic washing plant and Front Face, Automatic washing
2–3
2. Vestibule/Buffer area. 30 days plant & intensive
hrs.
Floor, walls inside/outside of cars and roof. cleaning shed.
Manually)

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 CHAPTER 7: MAINTENANCE DEPOT

7.5 Year-wise planning of maintenance facility setup at depot cum workshop based on
planned Rolling Stock requirement in TOP is tabulated below:

Traffic data are available up to year 2031 only; hence space to be earmarked for
future expansion beyond 2031 year for stabling, inspection and workshop line.

(i) Planned rakes as per TOP:

TABLE- 7.3
Total No. of
Year No. of Coaches No. of Rakes
coaches
2021 6-Coach 46 276
2031 8-Coach 46 368

(ii) Requirement of Stabling Lines (SBL), Inspection Lines (IBL) and Workshop Lines (WSL)
in the Depot -cum -Workshop.

Stabling and Inspection Lines

TABLE- 7.4
No. of
Year SBLs IBLs
Rakes
42 lines x one train
2021 46 Two bays of 3 lines each with one
of 8-car
train of 8-Car, required from year
42 lines x one train
2031 46 2021 and will cater up to year 2031.
of 8-car

Workshop Lines
TABLE- 7.5
Year No. of Rakes WSLs

2021 46 Three bays of 2 lines each with one

train of 8-Car, required from year 2021
2031 46 and will cater up to year 2031.

7.6 REQUIREMENT OF MAINTENANCE/INSPECTION LINES FOR DEPOT-CUM-WORKSHOP:

TABLE- 7.6
Maintenance Requirement
Schedule Lines Needed
(No. of Cars)
i) Year 2021 - Maximum no. of rake holding is (46 TS x 6 = 276 Cars)

„A‟ Checks (5000 km) 3 Line x one train of 8- Cars

(46X6) Cars = 276 Cars
approx. 15 days (with Sunken Floor)
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Maintenance Requirement
Schedule Lines Needed
(No. of Cars)
„B‟ Checks (15000 km) (46X6) Cars = 276 Cars 1 Line x one train of 8- Cars
approx. 45 days. (with Sunken Floor)
Unscheduled line & For minor repairs, testing and 2 Line x one train of 8- Cars
adjustment lines after IOH/POH adjustments (with sunken Floor)
2 bays of 3 lines each with
Requirement
one train of 8-Cars
ii) Year 2031 -Maximum no. of rake holding is (46 TS x 8 = 368 Cars)
„A‟ Checks (5000 km) 3 Line x one train of 8- Cars
(46 X 8) Cars = 368 Cars
approx. 15 days (with Sunken Floor)
„B‟ Checks (15000 1 Line x one train of 8- Cars
(46 X 8) Cars = 368 Cars
km) approx. 45 days. (with sunken Floor)
Unscheduled line & For minor repairs, testing and 2 Line x one train of 8- Cars
adjustment lines after IOH/POH adjustments (with sunken Floor)
No additional requirement.
Available 2 bays of 3 lines
Requirement each with one train of 8-
Cars will cater up to year
2031.

7.7 INSPECTION REQUIREMENTS AT DEPOT

Facilities for carrying out inspection activities shall be provided in the inspection bay for
following Systems / Equipments of a train:
 Electronics; PA/PIS
 Mechanical components, couplers etc
 Batteries
 Air conditioner
 Brake modules and other pneumatic systems.
 Bogie
 Traction Motor
 Vehicle doors, windows and internal fittings
 Power system including converter, circuit breaker etc.

These activities shall be grouped into “A” checks and “B” checks. The minor scheduled
inspections (“A” checks) shall be carried out during the day off peak and night. Since “B”
checks take longer time, these cannot be completed in the off-peak times. Certain
inspection lines will be nominated for “A” checks. For “B” checks, separate line will be
nominated where the rakes may be kept for long time.

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7.8 DESIGN OF DEPOT-CUM-WORKSHOP FACILITIES

7.8.1 Stabling Lines at Depot:

As per advised dimensions of the Rolling Stock, the length of 8- Car train would be
Approx. 184 mtrs. For the design of the stabling lines in the depot and terminal stations
or elsewhere (as may be required), following approximate dimensions have been taken
in consideration, however final dimensions shall be decided based on actual site
conditions/ area available at the time of design finalization of depot:
(i) Length of one 8- Car rake= 184 m
(ii) Pathway in the entry side=10m
(iii) Free length at outer ends of two trains of 8- Car rakes (for cross pathway, Signal and
Friction buffers) = 10m
(iv) Total length of Stabling lines = (ii) + (i) + (iii) = 10+184+10= 204 m (approx.)

Looking to the car width of 3200 mm on SG, 5.3 m “Track Centre” is proposed for all the
stabling lines. Thus, space between stabling shall be sufficient to include 1 m wide
pathway to be constructed between tracks to provide access for internal train cleaning
and undercarriage inspection with provision of following facilities:
a) Each Stabling line to have water connection facility so that local cleaning, if required, is
facilitated.
b) Platforms at suitable points at each end of stabling lines to enable train operators to
board or de- board conveniently.

7.8.2 Inspection Bay at depot-cum-workshop:

The length of Inspection shed is computed as below:

(i) Length of one 8- Car rake= 184 m
(ii) Embedded track in the entry side =10 m
(iii) Pit length of IBL = 188 m
(iv) Embedded track length at outer ends of IBL = 12 m
(v) Total length of Inspection lines = (ii) + (iii) + (iv) = 10+188+12= 210 m (approx.)

The width of the Inspection bay in computed as below:

(i) Centre – to- Centre spacing between the lines= 6.25 m
(ii) Centre line of outer lines to column of Shed= 4.25 m
(iii) Width of a 3 line Inspection Bay= (ii)+(i)+(i)+(ii) = 4.25+6.25+6.25+4.25 = 21 m

a) There shall be two inspection bay of 210 m X 21 m size each with provision of
accommodating three inspection lines each having sunken floor and overhead roof
inspection platforms in two lines adjacent to I-Girder. The floor will be sunken by
1100mm. The track spacing between the adjacent IBLs shall be 6.25 m.

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b) Roof Inspection platforms of 1.2m width and walkways for roof inspection supported on
the columns shall be provided. There would be lighting below the rail level to facilitate
the under-frame inspection. Ramps of 1:10 slopes, 3 meter wide should be provided
with sunken floor system for movement of material for the cars. Further, 10m cross
pathways are left at each end for movement of material by fork lifter/Leister/Hand trolley.
415V 3 phase 50 Hz, 230V 1 phase 50 Hz AC supply and Pneumatic supply shall also
be made available on each inspection shed columns. Air-circulators shall be provided
on each column. Both lines of inspection bay shall be provided with EOT crane of 1.5 T
to facilitate lifting of equipment on retractable OHE.

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 the
arrangement close by for cleaning of HVAC filter under high pressure water jet.

7.8.3 Workshop Shed at Depot:

Requirement of workshop lines is planned as under:

TABLE- 7.7
Year IOH & Major Overhauling Unscheduled Total Remarks
POH repairs /lifting
4 line 8-Car train and Three bays The size of workshop
2021 1 line x1 train
free space of 8-car of 2 lines shall be 210 m X 21 m for
1 of 8-Car train
length for storage of each with one working bay
length.
other equipment. one train of comprising of two lines
8- Cars is to capable of
be required accommodating one 8-
for the year Car rake with Bogie turn
2021 and table facility, one line of
2031 catering up 8- Car rake length with
to year 2031. free space of 8- Car rake
length for storage of
wheel/ bogie/ equipment
etc.

(a) Each bay shall be comprising of two lines (as detailed in „Remarks‟ above). Size of the
workshop bay is proposed to be 210m x 21m. The unscheduled lifting and heavy repair
line shall be fitted with jack system capable to lift the 8- Car unit simultaneously for quick
change of bogie, thereby saving down time of Rolling Stock. The arrangement of jack
system shall be such that lifting of any coach in train formation for replacement of
bogie/equipments is also individually possible. Space on one line shall be available for
stocking of Bogies and wheels. These lines are to be provided with pits at regular
intervals for inspection of undercarriage and lines are to be interconnected by turn
tables. Each workshop bay shall be equipped with two 15T and 5T overhead cranes,
each spanning the entire length of the workshop bay.

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(b) There shall be space provided for repairs of HVAC, Door, and Traction motor etc.
repairs. Distinct spaces shall be earmarked for dismantling/repairs/ assembling and
testing of each of these equipments. Related machinery for Overhauling / Repairs &
testing activities of every equipment are also to be housed in the space earmarked.

(c) There shall be washing and cleaning equipments on the workshop floor. Bogie test
stand shall be provided in the workshop. Other heavy machinery shall also be suitably
installed on the workshop floor. Air-circulators, lights, Powers supply points and
compressed air supply line shall be provided on each workshop column.

(d) Workshop lines shall be inter-linked through turn tables, each suitable for movement of a
train in AW0 (unloaded) condition and shall also be capable to rotate with a fully loaded
bogie on it. Repair of heavy equipments such as air conditioners shall be so located so
that it does not affect the movement inside workshop.

(e) There shall be walkways on columns for roof inspections, along the workshop lines.
These walkways shall not infringe with cars being lifted/ lowered by means of mobile
jacks. Suitable space between the nearest exterior of a car and farthest edge of the
walkway has to be ensured to avoid conflict in lifting and lowering of cars.

(f) The small component, bogie painting and battery maintenance cells will be located in the
workshop with arrangement that fumes are extracted by suitable exhaust systems.

(g) Workshop will have service building with array of rooms along its length. Total size is
proposed to be 210 m x 8m. These can be made by column and beam structure and
architecture made of brick works. These shall cater for overhauling sections, offices,
costly store item, locker rooms, toilets etc. Two opposite sides widthwise shall be open
to facilitate natural air circulation and cross ventilation besides the egress & ingress for
coaches. The sidewalls shall also have sufficient width of louvers for providing adequate
ventilation.

(h) There shall be space for bogie/ axle repair shop with necessary infrastructure for
disassembly, overhead, assembly and testing of mechanical components of bogies/axle.
The repair shop shall be easily approachable from with the workshop for transportation
of components.

Following equipment repair/overhaul facilities are planned in the workshop and

wheel repairs shop at the workshops:
1. Body furnishing
2. Bogie
3. Wheels
4. Traction Motors
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5. Axle Box and Axle Bearing

6. Pantographs
7. Transformer, converter/inverter, circuit breaker
8. Battery
9. Air Compressor
10. Air-conditioner
11. Brake Equipment
12. Door actuators
13. Control and measuring equipments
14. Pneumatic equipment
15. Dampers and Springs
16. Couplers/Gangways
17. Coach Painting (Applicable only for Aluminum coaches, if any)

7.9 CAR DELIVERY AREA

There shall be rail connectivity between the Depot-cum- Workshop and mainline and all
trains due for scheduled/ unscheduled works shall reach the depot-cum- Workshop by
rail.

However, in case of newly procured coaches, which are transported by road, these shall
reach the Depot-cum Workshop by the road on trailers. To unload the coaches and bring
them to the track, provision of space, along the side of shunting neck, has to be made
for unloading of cars and other heavy materials. This area shall have an insulated track
embedded in the floor facilitating the movement of road trawler, which brings in the cars.
The length of the track embedded area shall be about 50m long. The unloading bay
should be of 50 m X 30 m and the bearing capacity of the floor should be 15-20 MT/m2.

There should be enough space available for movement of heavy cranes for lifting of
coaches. The unloading area should be easily accessible for heavy duty hydraulic
trailers and minimum turning radius for the trailer movement should be 20-23 m. in case
of space limitation a point lifting jack system can be installed.

7.10 OPERATIONAL FEATURES

The rake induction and withdrawal to main line will be primarily from the stabling shed.
Further, provisions are there for direct rake induction and withdrawal to main line from
Inspection Shed/workshop area. Movement from depot to the main line is so planned
that the main line train operation is not affected. Simultaneous receipt and dispatch of
trains from depot to main line is feasible in the present site scenario. Both of these
activities will be done effectively without effecting the train operation on the main line.
The stabling lines would be interlocked with the main line thereby induction of train from
the stabling would be safe and without loss of time. The proposition for a transfer track
on the incoming line as well as on the outgoing line to facilitate the movement of rake in
the depot by Operation Control Centre (OCC) even though the further path inside the
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depot is not clear shall be explored in the detailed design stage depending on the actual
availability of land.

An emergency line is also provided from which an emergency rescue vehicle may be
dispatched to main line in the event of emergency if necessary.

7.11 INFRASTRUCTURE FACILITIES

I. Inspection and Workshop facilities:

As indicated in 7.8.2 & 7.8.3 above.

II. Stabling Lines in Depot:

a) The requirement of lines shall be in accordance with the details indicated in para 7.8.1
above. A part of the stabling siding in the depot shall be covered with a roof in order
to facilitate testing of air conditioning of trains and their pre-cooling under controlled
condition of temperature.
b) Separate toilets adjustment to stabling lines shall be provided with small room for
keeping cleaning aids and for utilization by the working staff.

III. Automatic Coach Washing Plant (AWP)

Provision to be made for Rolling Stock exterior surfaces to be washed using a fully
automated Train Washing System, with a throughput capacity of approximately ten trains
per hour. The AWP shall be situated at such a convenient point on the incoming route so
that incoming trains can be washed before entry to the depot and undesirable
movement/shunting over ingress and egress routes within the depot is avoided.
Additional space for plant room for AWP system shall be earmarked alongside the
washing apron as indicated at S. No. 6 of Table 7.8.

IV. Train Operators Booking Office

Suitable office facility adjacent to the stabling lines at each depot should be provided so
that train operators reporting „On‟ duty or going „Off‟ duty can obtain updates regarding
„Special Notices‟, „Safety Circulars‟ and other technical updates/information in vogue.
These offices should have an attached a cycle/scooter/car stand facility for convenience
of the train operating staff.

V. Test Track
A test track of 1000 mtrs. in length covered & fenced should be provided beside
workshop in the depot. It shall be equipped with signaling equipments (ATP/ATO). It
shall be used for the commissioning of the new trains, their trials and testing of the trains
after the IOH and POH. Entry into the test track shall be planned for a 8- Car train. In
compliance to safety norms, the boundary of the track shall be completely fenced to
prevent unauthorized trespassing across or along the track.

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VI. Heavy Cleaning Shed

Monthly heavy cleaning of interior walls, floors, seats, windows glasses etc, outside
heavy cleaning, Front/rear Face, Vestibule/ Buffer area, outside walls and roof shall be
done manually in the interior cleaning plant designed for cleaning of one at a time. A line
adjacent to inspection shed should be so provided that placement of rakes is possible
from workshop or inspection lines & vice – versa conveniently and with ease.

VII. Power Supply

Auxiliary substations are planned for catering to the power supply requirement of the
whole depot and workshop. Details of connected load feeder shall be worked out.
Taking diversity factor of 0.5 the maximum demands shall be computed. Two Auxiliary
substations are proposed, as the demand by machines in Workshop area would be very
large. The standby power supply is proposed through DG set with AMF panel. The
capacity of DG set will be adequate to supply all essential loads without over loading.

VIII. Compressed Air Supply

Silent type compressor units shall be suitably installed inside the depots at convenient
location for the supply of compressed air to workshop, Inspection and intensive cleaning
sheds. Thus, the pneumatic pipeline shall run within the workshop, inspection and
intensive cleaning bays as to have compressed air supply line at all convenient points.

IX. Water Supply, Sewerage and Drainage Works

In house facilities shall be developed for the water supply of each depot. Sewerage,
storm water drainage shall be given due care while designing the depots for efficient
system functioning. Past records of Municipal Corporation shall be used to design the
drainage system. Rainwater harvesting would be given due emphases to charge the
under-ground reserves.

X. Ancillary Workshop
This workshop will have a line at floor level with provision of pits. Arrangement for repairs
of Shunters, Rail Road Vehicles and other ancillary vehicles will be provided. These
vehicles will also be housed here itself. Heavy lifting works can be carried out in main
workshop.

Ancillary workshop will be used for storing OHE/rigid OHE parts and their maintenance/
repair for restoration of 25 kV feed system.

XI. Watch Towers

There shall be provision of adequate number of watchtowers for the vigilance of depot
boundary.

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XII. Administrative Building

An administrative building close to the main entrance is planned. It can be suitably sized
and architecturally designed at the detailed design stage. A time and security office is
also provided close to main entrance. It shall be equipped with suitable Access control
system for all the staff working in the complex.

XIII. Parking Facilities

a) Ample parking space shall be provided for the two wheelers and four wheelers at
the following points.
i) Close to the depot entry.
ii) Close to the stabling lines.
iii) Close to the Workshop/IBL.
b) Space for parking of road cum rail vehicle equipped with re-railing and rescue item:

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 road cum rail vehicle equipped with re-railing and rescue item will have to
be made close to the main exit gate of the Depot.

XIV. Shed and Buildings

The shed and buildings normally provided in the depot with their sizes and brief functions
are indicated at Para 7.12.1. At the detailed design stage depending upon the land
availability, the decision to locate these buildings can be taken. These can then be
architecturally and functionally grouped.

XV. Plant and Machinery

a) A separate building is planned for housing pit wheel lathe (PWL) of 50 m X 16 m
approachable from workshop, inspection bay and stabling lines through rail and road
for placement of cars for re- profiling of wheels within the depot along with space for
depot of scrap.
b) Requirement of buildings and major plants and machinery, is given at Paras 7.12.1
& 7.12.2.

7.11.1 Following Safety features should be incorporated in the design of the Maintenance
Depot-cum-Workshop:

a) 1.5 EOT cranes in the inspection bay should be interlocked with 25 kV ac rigid/
retractable OHE in such a way that, the cranes become operational only when the rigid/
retractable OHE is isolated and grounded.
b) Red flasher lights should be installed along the inspection lines at conspicuous location
to indicate the OHE is „Live‟.
c) Multi-level wheel and TM stacking arrangement should be an inbuilt feature at the end of
Workshop Lines.
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d) Pillars in the inspection bay & workshop should have provision for power sockets.
e) Placement of rakes from inspection/workshop lines on to washing lines for interior
cleaning on their own power should be possible. Linking of OHE and its isolation at the
cleaning area should be provided. Necessary requirements of safety should be kept in
view.
f) The roof inspection platform should have open-able doors to facilitate staff to go up the
roof for cleaning of roof. Suitable safety interlock should be provided to ensure
maintenance staff are enabled to climb on the roof inspection platform only after the
OHE is isolated.
g) Control Centre, PPIO & store depot must be close to Workshop.
h) Width of the doors of the sections wherein repairs of equipments are done should be at
least 2 meters wide to allow free passage of equipment through them.
i) Provision of water hydrants should be done in workshops & stabling yards also.
j) Compressed air points along with water taps should be available in interior, workshop
and inspection shed for cleaning.
k) Ventilation arrangement inside the inspection shed and workshop should be ensured.
Arrangement for natural cross ventilation from one side to another of inspection &
workshop bays to be incorporated along with optimum availability of natural light at floor
level.

7.12 LIST OF BUILDINGS AND LIST OF PLANTS &EQUIPMENTS AT DEPOT-CUM-

WORKSHOP:

7.12.1 List of Buildings at Depot-cum-workshop:

TABLE- 7.8
S.No. Name of Building Size Remarks
210m x 21m for Servicing of Cars for 15 days &45 days
Inspection Shed
each bay. inspection.
Major repair & overhaul of rolling stocks,
210 x 21m for each diesel shunters, electric tractors, tower
Workshop Shed bay. wagons. All heavy lifting jobs. Space for
future provision to be kept beyond year
2031.
1.
Rooms for carrying out the inspection &
Associated Sections 210m x 8m
workshop activity.
Provision for total area (covered &
204m x54 m (for uncovered SBL) as per requirement of
Stabling line shed
initial provision of 10 stabling of 46 rakes of 8-car length during
(Covered Stabling)
SBL lines) year 2021 is to be made which will cater to
the requirement of year 2031 also.
i. Stocking of spares for regular &
Stores Depot & emergency requirement including
Offices including consumable items.
2. 45m x 45m
Goods Platform with ii. This store caters for the requirement
Ramp of depot for rolling stock & other
disciplines.

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 CHAPTER 7: MAINTENANCE DEPOT

S.No. Name of Building Size Remarks

iii. To be provided with computerized
inventory control.
iv. Loading/Unloading of material
received by road.
To cater for normal and emergency power
Elect. Substation & supply for depot, workshop, service and all
3. 20m x 15m
DG set room other ancillary buildings, essential power
supply for essential loads and security light.
Stabling and routine maintenance of
shunting engine etc. & Traction maintenance
Traction repair depot 80m x 30m (partly
4. depot.
and E&M repair shop double storey)
For maintenance of lifts/escalators and other
General service works.
Cycle / Scooter / Car 100m x 6m i. Close to the depot entry.
5.
Parking 60m x 6m ii. Close to the stabling lines.
Auto coach washing For automatic washing of coaches.
60m x 10m
plant Provision of Washing apron for collection of
6.
Auto coach washing dripping water and its proper drainage to be
20m X 10m
platform ensured.
Heavy wet washing of rakes from inside,
Washing apron for
7. 184m x 6.5m under frame, roof at 30 days interval.
Interior Cleaning
30m X 5m Heavy cleaning of under frame and roof
8. Blowdown plant (additional to through compressed air at 30 days interval.
intensive cleaning)
i. For track maintenance of section
P-way office, store & and depot.
9. Workshop including 80m x 20m ii. To weld rails for construction period
Welding plant only.
iii. To stable track Tamping machine.
10. ETU Building 30m X 15m For parking of CMV and OHE machinery.
Security office & Time For security personnel.
11. Office Garages (4 15m x 8m For time punching
Nos.) For parking vehicle jeep, truck etc.
For security check of incoming/outgoing staff
12. Check Post (2 Nos.) 5m x 3m
material and coaches.
Depot control centre & 25mx20m (double To control movement of trains in and out of
13.
Crew booking centre storey) the depot and for crew booking.
1,00,000 Ltrs. For Storage of water.
14. O.H raw water Tank
Capacity
7.3mx5.4m (200 mm Submersible type pump planned with 200
15. Pump house Bore well
bore) mm diameter bore well.
Dangerous goods For Storage of paints, inflammables &
16. 15m x 10m
Store Lubricants
a) Traction
25kV/33kV/66kV sub a)120m x 80m
17. Traction Power Supply
station b) 15m x30m
b) Feeding Post
18. Waste Collection Bin 10m x 10m Garbage dumping
Repair shops for S & For the AFC gates, Signaling and telecom
19. 40m x 20m
T equipment.
Work shop Manager Office of Depot in charge
20. 30m x 20m
Office
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S.No. Name of Building Size Remarks

21. ATP & ATO Room 10m x 8m To keep equipments of ATP/ATO

For treating the discharge waters of the

Waste Water
22. 12m x 6m depot and remove the oil, acids etc. before
Treatment Plant
discharging into the river, with U/G tank.
To cater staff of depot and workshop.
Should be in a separate building with
23. Canteen 200 sqm.
modern kitchen ware and facilities.
Obligatory as per statutory requirements.
These toilets shall be approachable both
Toilets
10m x 7m from workshop as well as from inspection
24. -Gents
10m x 7m bay and ladies‟ toilets shall be completely
-Ladies
insulated from gent‟s toilet.

7.12.2 List of Plants & Equipments at Depot-cum-Workshop:

TABLE- 7.9
MML-4 Corridor Depot Additional
as per DPR (Sep’17) Requirement
Approx. IBL-4 Lines IBL-2 lines
Unit
S. WSL-4 Lines WSL-2 lines
Description Price
No.
(INR Approx. Approx.
Lakh) Cost Cost
Qty.(set) Qty.(set)
Provision Provision
(INR Lakh) (INR Lakh)
1 Under floor Pit Wheel lathe 621.00 1 621.00 0 0
2 Syn. Pit Jacks-for 8 cars unit 1700.00 1 1700.00 0 0
3 Automatic Train Washing Plant 268.00 1 268.00 0 0
4 Battery Shunting Loco 349.89 1 349.89 0 0
5 Electric Tractors (RRM) 199.00 1 199.00 0 0
6 Electric Tractors (RRM) for UFWL 184.00 1 184.00 0 0
7 Syn. Mobile Jacks for 4 cars unit 136.40 1 136.40 1 136.40
8 Bogie Turn Table 27.86 4 111.44 2 55.72
Re-railing & Rescue equipment
9 81.99 1 81.99 0 0
(set)
10 Rail cum Road Vehicle (RRV) 42.26 1 42.26 0 0
11 Blow Down Plant 196.00 1 196.00 0 0
12 Mobile jib Cranes (1T Manual) 1.53 1 1.53 1 1.53
Under track Mobile Lifting Table
13 2.75 3 8.25 3 8.25
(1T for IBL)
CI/SIV Mobile Lifting Table (3T for
14 3.62 1 3.62 1 3.62
WS)
15 Arial Work Lift Platform 19.61 1 19.61 1 19.61
16 High Pressure Wash Pumps 5.37 2 10.74 0 0

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MML-4 Corridor Depot Additional

as per DPR (Sep’17) Requirement
Approx. IBL-4 Lines IBL-2 lines
Unit
S. WSL-4 Lines WSL-2 lines
Description Price
No.
(INR Approx. Approx.
Lakh) Cost Cost
Qty.(set) Qty.(set)
Provision Provision
(INR Lakh) (INR Lakh)
17 AC Filter cleaning machine 23.50 1 23.50 0 0
18 Mobile compressor-10bar 4.20 1 4.20 1 4.20
19 HP compressor-17bar 3.36 1 3.36 0 0
20 EMU Battery Charger 5.56 2 11.12 2 11.12
Box Container for re-railing
21 5.12 1 5.12 0 0
equipment
22 wooden blocks 0.77 1 0.77 0 0
23 Auxiliary truck 1.82 1 1.82 0 0
24 Road Truck 10.56 1 10.56 0 0
Battery operated Platform Truck
25 6.33 2 12.66 0 0
for WS and DCOS
26 Welding & Cutting Equipments 2.24 1 2.24 0 0
27 Work Benches 0.54 10 5.40 4 2.16
28 Vertical Carousal storage system 35.00 1 35.00 0 0
29 Weighing scales 2.65 1 2.65 0 0
30 Storage Bins 7.59 1 7.59 0 0
31 Pallet Trucks 0.39 5 1.95 2 0.78
32 Fork Lift Truck-3T(Elect) 10.35 1 10.35 1 10.35
33 Stackers (1T for DCOS) 9.50 1 9.50 0 0
34 Mobile Safety Steps & Ladders 5.12 LS 5.12 0 0
35 Set of Pallets 15.00 LS 15.00 0 0
36 Storage racks for DCOS stores 62.50 LS 62.50 0 0
Storage racks for workshop, tool
37 31.50 LS 31.50 0 0
room
38 Electric and Pneumatic Tools 33.50 LS 33.50 0 0
Measuring & calibration
39 62.51 LS 62.51 0 0
Instruments
40 Special Jigs and Fixtures 60.29 LS 60.29 0 0
41 Industrial Furniture 90.00 LS 90.00 0 0
42 Miscellaneous/other machinery 93.71 LS 93.71 0 0
43 Display boards inside depot 7.50 LS 7.50 0 0
Industrial vacuum Cleaners
44 4.83 1 4.83 0 0
(heavy duty + dry/wet)
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MML-4 Corridor Depot Additional

as per DPR (Sep’17) Requirement
Approx. IBL-4 Lines IBL-2 lines
Unit
S. WSL-4 Lines WSL-2 lines
Description Price
No.
(INR Approx. Approx.
Lakh) Cost Cost
Qty.(set) Qty.(set)
Provision Provision
(INR Lakh) (INR Lakh)
45 Small Part Cleaner 1.00 1 1.00 1 1.00
Polyester Web
46 1.00 LS 1.00 0 0
Sling+B51+B51:B70:BB51:B70
47 25KV OHE Live Indicators 2.60 3 7.80 3 7.80
48 Wheel Gauges/Templates 3.80 LS 3.80 0 0
49 Ultrasonic Flaw Detector 2.18 1 2.18 0 0
Memory Recorder/Chart recorder
50 10.00 1 10.00 0 0
etc.
51 Induction heater 8.40 1 8.40 0 0
52 Hyd. Axle Bearing puller 9.60 1 9.60 0 0
Training equipment/ diagnostic
53 software/Camera, Projector, 16.79 LS 16.79 0 0
computer equipment/laptop etc.
54 Industrial Videoscope 10.13 2 20.26 0 0
Lifting jacks for Aircon (two post
55 4.37 1 4.37 0 0
lift)
Auto wheel profile meters and
56 attachments for dia. and back to 19.18 1 19.18 0 0
back measurement.
57 Coupler backlog Gauge 8.15 1 8.15 0 0
58 25 Ton Hydraulic C Frame Press 7.44 1 7.44 0 0
Hydraulic work bench for Gear
59 16.00 1 16.00 0 0
Box
60 Hydraulic work bench for couplers 7.60 1 7.60 0 0
61 Special tools for coupler 17.50 LS 17.50 0 0
Other tools/equipment as per RS
62 50.00 LS 50.00 0 0
contractor
63 Bogie Test Stand 388.00 1 388.00 0 0
64 Wheel Press (300T) 467.50 1 467.50 0 0
65 Vertical turret lathe 131.00 1 131.00 0 0
66 Damper testing machine 52.98 1 52.98 0 0
67 Spring testing machine 201.10 1 201.10 0 0
68 Rail fed Bogie wash plant 188.10 0 0.00 0 0
69 Heating oven for TM 5.88 1 5.88 0 0
70 High Voltage test set 2.00 1 2.00 0 0

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MML-4 Corridor Depot Additional

as per DPR (Sep’17) Requirement
Approx. IBL-4 Lines IBL-2 lines
Unit
S. WSL-4 Lines WSL-2 lines
Description Price
No.
(INR Approx. Approx.
Lakh) Cost Cost
Qty.(set) Qty.(set)
Provision Provision
(INR Lakh) (INR Lakh)
71 SS cage for HV Test Set 3.20 1 3.20 0 0
72 Impulse Tester for TMs 11.05 1 11.05 0 0
OVER ALL TOTAL 6,021.76 262.54

7.13 UN-ATTENDED TRAIN OPERATION (UTO)

(i) Proper segregation for UTO and non-UTO zone shall be earmarked while finalizing of
depot layout.
(ii) Train Operator (TO) platform of 10m X 12m (L X B) shall be provided in each overlap
zone of UTO and non-UTO.
(iii) Bulb fencing of depot tracks shall be done up to 1.5 m height from T.O.R. (Top of the
Rail) level.
(iv) Gates should be provided in some interval with locking facility.
(v) All crossing roads which crosses the track should have gates with locking facilities.
(vi) All stabling lines should have SPK (Staff Protection Key) to avoid unauthorized entry.

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 CHAPTER 8: POWER SUPPLY ARRANGEMENTS

CHAPTER - 8
POWER SUPPLY ARRAGEMENTS

Power supply is the lifeline of Metro System

8.1 POWER REQUIREMENTS

Electricity is required for operation of Metro system for running of trains, station services (e.g.
lighting, lifts, escalators, signaling & telecom, fire fighting, ventilation fan & air-conditioning
etc) and workshops in depots & other maintenance infrastructure within premises of metro
system. The power requirements of Wadala (Bhakti Park) to CSMT Metro are determined by
peak-hour demands of power for traction and auxiliary applications. Broad estimation of
auxiliary and traction power demand is made based on the following parameters: -

(i) Specific energy consumption of rolling stock at Pantograph/ Current Collector – 50

kWh/1000 GTKM for 25 kV ac system as per MOUD guideline.
(ii) Elevated/at –grade station load – initially 250 kW, which will increase to 300 kW in the
year 2031.
(iii) Auxiliary load of Underground station is of the order of 2200 kW initially, which will
increase to 2500 kW in the year 2031.
(iv) Depot auxiliary load - initially 2000 kW, which will increase to 2200 kW in the year
2031.
Keeping in view of the train operation plan and demand of traction and auxiliary power, power
requirements projected for the year 2021 and 2031 are summarized in table 8.1 below:

Table 8.1 Power Demand Estimation (MVA)

Year
Corridor Load
2021 2031
Traction 4.96 MVA 6.62 MVA
Line 11: Wadala (Bhakti Park)
to CSMT Metro (8 Underground Auxiliary 22.67 MVA 25.82 MVA
& 2 Elevated, 12.774 km)
Total 27.63 MVA 32.44 MVA

The detailed calculations of power demand estimation are attached at annexure 8.1

8.2 NEED FOR HIGH RELIABILITY OF POWER SUPPLY

The proposed section of Mumbai metro system is extension of Line 4 which is being
designed to handle about 36,635 passengers per direction during peak hours when trains are
expected to run at 6.5 minutes’ intervals. Incidences of any power interruption, apart from
affecting train running, will cause congestion at stations. Interruption of power at night is likely

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 CHAPTER 8: POWER SUPPLY ARRANGEMENTS

to cause alarm and increased risk to traveling public. Lack of illumination at stations, non-
visibility of appropriate signages, disruption of operation of lifts and escalators is likely to
cause confusion, anxiety and ire in commuters, whose tolerance level are low on account of
stress. Effect on signal and communication may affect train operation and passenger safety
as well. Therefore, uninterrupted power supply is mandatory for efficient metro operations.

To ensure reliability of power supply, it is essential that there must be two sources of supply
and both the sources of Supply & their connected transmission & distribution networks are
reliable and have adequate redundancies built in. Therefore, it is desirable to obtain power
supply at high grid voltage of 220, 110 or 100 kV from stable grid sub-stations and further
transmission & distribution will be done by the Metro Authority itself.

8.3 SOURCES OF POWER SUPPLY

The high voltage power supply network of Mumbai city was studied in brief. The city has 220,
110 and 100 kV network to cater to various types of demand in vicinity of this section.

The Mumbai Metro Corridors from Wadala (Bhakti Park) to CSMT Metro is 12.774 Km, which
is Extension for Line 4 Corridor of Mumbai Metro Network from Gaimukh to Wadala (35 Km,
34 Elevated stations).

As per the Detailed Project Report for Line 4 Corridor from Gaimukh to Wadala (35 km, 34
Elevated stations), three RSS are planned at following locations:

a) At Gaimukh Depot,
b) Near RTO Thane Station and
c) Near Ghatkopar or Chembur Station.

In view of above planned Receiving Sub-Stations, one Receiving Sub-stations is proposed to

cater to load of Wadala (Bhakti Park) to CSMT Metro Section. One RSS will be set up near
Sewri Metro Station and the proposed RSS near Ghatkopar or Chembur Station of Gaimukh
to Wadala Corridor (Line 4) will be augmented for Emergency Supply in case of Failure of
RSS near Sewri Metro Station.

This is an economical solution without compromising reliability. It is proposed to receive

power supply for traction as well as auxiliary services from the following grid sub-stations of
M/s TATA Power Ltd. at 110 kV voltage through cable feeders:

Table 8.2 - Sources of Power Supply

S. Corridor Grid sub-station (GSS) (Input Location of RSS Approx.
No. voltage) of Metro Authority length b/w
GSS & RSS
Wadala (Bhakti 220/110 kV Parel Grid Sub-station
1 Near Sewri Metro
Park) to CSMT or 220/110 kV Proposed Wadala 2 to 3 km
Station
Metro Grid Substation of M/s TATA

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 CHAPTER 8: POWER SUPPLY ARRANGEMENTS

*Note: Proposed RSS of near Ghatkopar or Chembur Station of Gaimukh to Wadala Corridor
(Line 4) will be augmented to meet the additional requirement of this Corridor.

DMRC has done a joint survey/ meeting with M/s MMRDA and M/s TATA Power Company
Ltd on 04.06.18 & 05.06.18 for this section for feasibility of Power Supply (Annexure-8.2).
Accordingly, availability of power supply has been planned and tabulated above. Projected
Power demand is calculated on each RSS and furnished below –

Table 8.3 – Power Demand projections for various sources

Peak demand – Peak demand** –

Corridor Input Source Normal (MVA) Emergency (MVA)

Year (2021) Year (2031) Year (2021) Year (2031)

RSS Near Sewri Metro Station

Traction 4.96 6.62 9.21 11.39
Auxiliary 22.67 25.82 25.04 29.22

Wadala (Bhakti Sub-total (A) 27.63 32.44 34.25 40.61

Park) to CSMT RSS Near Ghatkopar or Chembur

Metro
Traction 8.49 9.53 13.45 16.15

Auxiliary 4.73 6.74 27.40 32.56

Sub-total (B) 13.22 16.27 40.85 48.71

**Incase of failure of other source of power

The 110 kV power supply will be stepped down to 3 Ф 33 kV and 1 Ф 25 kV level at the RSS
located near Sewri Metro Station. The 1 Ф 25 kV will be fed to the OHE to cater to traction
load and the 33 kV power will be distributed along the alignment through 33 kV Ring main
cable network for feeding auxiliary loads. These cables will be laid in dedicated ducts/cable
brackets along the viaduct and tunnel walls.
In case of tripping of this RSS of this section owing to fault or input supply failure, train
services can be maintained from Ghatkopar or Chembur RSS of Line 4. However, in case of
total grid failure, all trains may come to a halt but station lighting, fire and hydraulics & other
essential services can be catered to by stand-by DG sets. However, no train services can be
run with power supply received from these DG Sets. Therefore, while the proposed scheme
is expected to ensure adequate reliability, it would cater to emergency situations as well,
except for the train running.

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Typical High Voltage Receiving Sub-station

Typical High Voltage Gas Insulated Sub-Station (GIS)

The 110 kV cables will be laid through public pathways from the Sub-stations of Supply
Authority to RSS of Metro Authority. The RSS near Sewri Metro Station shall be provided
with 2 Nos. (One as standby) 110/25 kV 21.6/30 MVA (ONAN/ ONAF) Traction Transformers
for feeding Traction load and 2 Nos. (one as standby) 110/33 kV 30/45 MVA (ONAN/ ONAF)
three phase Transformers for feeding auxiliary loads.

The Auxiliary Main Transformer of RSS near Ghatkopar or Chembur will be augmented to
30/45 MVA (ONAN/ ONAF) three phase Transformers by enhancing the Capacity of Auxiliary
Transformers. The capacity of transformers may be reviewed considering the load
requirement/distribution of extension this section at the time of detailed design.

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Gas Insulated Switchgear (GIS) type Switchgear is planned on account of less space
availability in Mumbai and reduction in maintenance. 110 kV GIS substation land
requirement will be approx. 60 X 50 m (3000 sq. m).

INCOMMING 110 kV

110 kV 630 mm2 x 3 Single Core

Aluminium Conductor XLPE Cable

110 kV 630 mm2 x 3

Single Core Aluminium
Conductor XLPE Cable
33 kV 400 mm2 x 3 33 kV 400 mm2 x 3
Single Core Copper 110/ 33 kV, 30/45 MVA Single Core Copper
Conductor XLPE Cable Transformers Conductor XLPE Cable

33 kV 400 mm2 x 3
Single Core Copper
Conductor XLPE Cable

TYPICAL 110/33kV RSS LAYOUT

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8.4 VARIOUS OPTIONS OF TRACTION SYSTEM:-

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

A sub- committee set up by “Ministry of Urban Development” on Traction system for metro
railway has studies various aspects of merits and demerits of various traction system. The
following are the highlights of Report:-
Merits and Demerits of various traction systems

a) 25 kV AC with OCS (Flexible/rigid):- Merits

 Reduced cost – Unlike dc traction this system, does not require substations at frequent
intervals due to high voltage, reduced current levels and lower voltage drops as a result,
there is substantial reduction in cost. Cost of 25 kV AC traction systems is about 15% less as
compared to 750V DC 3rd rail traction system for the estimated level of traffic.

 Energy regeneration & line losses- Energy regeneration is more than 30% in 25 kV AC
traction system as compared to 18% in 750V DC 3rd rail traction system. In 25 kV AC traction
system line losses are 12% less as compared to 750V DC 3rd rail traction system

 Cost of rolling stock- The cost of rolling stock & maintenance cost of traction system are
comparable.

 Capacity – In future, the system can cater to traffic needs even in excess of 75000 PHPDT,
which, however, is restricted on account of other constraints.

 Easy of capacity enhancement – Capacity enhancement can be easily achieved by simply

enhancing the transformer and its associated equipment at the receiving substation.

 Higher efficiency of operation – The efficiency of regeneration is substantially more than

DC systems and line losses are very less of the order of 5%. 100% recovery of regenerated
energy is possible in the case of 25 kV AC traction compared to a figure of 75% in the case of
1500 V DC systems and 60% in the case of 750 V DC systems.

 Less Fire hazards-AC system poses lesser fire hazards as current levels are much lower
than DC system.

 Stray current - There are no problem of stray currents and hence nearby metallic structures
are not affected by corrosion. However, there are problems of EMC / EMI which can be
controlled by using return conductor & screened cables in signaling applications & fiber optic
cable in telecommunication system without using booster transformer as per recent
developments. This also helps in avoiding use of booster transformer which causes 2%-line
loss and excessive voltage drops besides involving maintenance & reliability issues.

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 Traction equipments in 25 kV AC system are standardized & mostly indigenously available. In

DC traction system it is mostly imported.

 Though in underground section higher side tunnel diameter is required.

b) 750-850 V DC third rail traction system:-Demerits

 High operating currents and High voltage drops necessitating reduction in spacing of
sub-station- This leads to larger voltage drops along the Third Rail distribution system,
which necessitates closer spacing of sub- stations at an interval of almost every 2 Km,
leading to higher costs of construction.

 Low levels of regeneration- The regeneration is 18%, because 60% of re-generated energy
in a 750 V dc system is possible to be retrieved.

 Safety hazards with use of high voltage at ground level- Due to existence of the “live”
third rail at ground level, this system can be hazardous to safety of commuters and
maintenance personnel if they fail to adopt safety precautions.

 Line losses- Line losses are more due to higher current. Transmission line losses on 750 V
DC traction system are around 21% as against 5% of 25 kV AC traction system.

 Phenomenon of stray current- In a third rail system, where the running rails are used as a
return path, a part of the return current leaks into track structure. This current is called stray
current. It is necessary to manage the stray current to ensure minimal corrosion effect and
consequent damages to metallic components in the track structure as well as metallic
reinforcement and metal pipes of building of metro and public areas adjacent to the Metro
alignment.

 Higher Consumption of Specific Energy: As per MOUD guideline specific energy

consumption in 750 V dc system is 60 kWh/GTKM and in 25 KV ac system is 50 kWh/GTKM.
The specific energy consumption in 750 V dc system is higher as compared to 25 kV ac
system. Hence operating cost will increase in 750 V dc system (copy enclosed).

c) 1500 V dc system with Overhead Catenary System:-Demerits

 Higher maintenance requirement and costs as compared to 750V DC third rail system.

 Theoretical traffic capacity with 1500 V traction system is less as compared to 25 kV AC

system.

 Line losses are more due to higher current as compared to 25 kV AC. It may be in the range
of 10 to 12% as against 5% of 25 kV AC system.

d) 2x25 kV ac single phase Traction System

The following are the benefit of 2x25 kV ac traction system used for Chhatrapati Shivaji
Maharaj Terminus (CSMT) to Gaimukh (47 kms) corridor are:

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 The electromagnetic interference in of 2x25 kV systems is very less and hence no BT/RC
system is required which has its own maintenance and reliability issues. However, additional
space for autotransformer shall be required.

 The line loss in of 2x25 kV system is almost half as compared to 25 kV conventional system.

 In the event of 2 x 25 kV traction systems being adopted no of neutral section shall reduce.

 Load balancing will be better on all the three phase using Scott connected transformer.

 Since the OHE current is much lower in the of 2x25 kV systems; hence the OHE voltage
profile will be better than conventional system. In fact the voltage drop at the terminal end for
the similar load will be aimost half in of 2x25 kV system.

 Harmonics: since the fault currents are much higher in of 2x25 kV & 220/132 kV side, there
are less harmonics on the system. Fifth harmonics on the system are in the range of 1% of
less as compared to around 3% or higher, in case of conventional system. Due to fewer
harmonic, the reliability of the Traction installation equipment and of electric rolling stock in
expected to be better.

 Substation spacing: The inter-spacing between sub-station is almost double in of 2x25 kV

system as compared to conventional system. Therefore the number of substation almost
reduces to half in the 2x25 kV AT system (with proper planning) as compared to the
conventional system. This brings in substantial saving of costly space of around 2000 sq. m.
in Mumbai metro area, besides saving due to use of lesser high voltage cable.

 2x25 kV system is highly suitable for high dense load, as the voltage fed to the system at 25
kV as system due to better voltages and thus improved efficiency of the rolling stock.

 Arcing problems are encountered at BT overlap in 25 kV system and there have been melting
cases of contact wire at the BT overlap location when bridging by stationary pantograph. No
such problem will be encountered in 2x25 kV system.

 With the use of 2x25 kV system return conductor shall be replaced be feeder wire and the
design shall be finalized accordingly.

In view of above techno-economic considerations, 25 kV AC traction system is suggested for

Chhatrapati Shivaji Maharaj Terminus (CSMT) to Wadala (Bhakti Park) (12.774 km) corridor.

8.5 ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTROMAGNETIC COMPATIBILITY

(EMC)

25 kV AC traction current produces alternating magnetic fields that cause voltages to be

induced in any conductor running along the track. Booster Transformer and Return Conductor
(BT/RC) System is proposed for EMI mitigation. Concrete structures of elevated viaducts are

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not good electrical earths and therefore, Earthing and Bonding of the traction system shall be
in accordance with the latest standards EN50122-1, IEEE80 and other relevant standards. Two
earth conductors–Overhead Protection Cable (OPC) and Buried Earth Conductor (BEC) are
proposed to be laid along with elevated via duct and all the metallic structures, structural
reinforcement, running rails etc will be connected to these conductors to form an equiv-
potential surface & a least resistance path to the fault currents. The overhead protection cable
will also provide protection against lightning to the 25 kV OHE and the elevated viaduct. In
underground section, two earth conductors OPC and tunnel earth wire (TEW) are proposed to
be laid down inside tunnel and all the metallic reinforcement steel bars of cut & cover tunnel,
track bed, system services like walkway, hydrant pipes etc are connected to maintain
continuity.

Detailed specification of equipment e.g. power cables, transformer, switchgear, E&M

equipment etc shall be framed to reduce conducted or radiated emissions as per appropriate
international standards. The Metro system as a whole (trains, signaling & telecomm, traction
power supply, E&M system etc) shall comply with the EMC requirements of international
standards viz. EN50121, EN50123, IEC61000 series etc. A detailed EMI/EMC plan will be
required to be developed during project implementation stage.

8.6 AUXILIARY SUPPLY ARRANGEMENTS FOR ELEVATED STATIONS

Auxiliary sub-stations (ASS) are envisaged to be provided at each station. The ASS will be
located at mezzanine or platform level inside a room. The auxiliary load requirements have
been assessed at 300 kW for elevated/at-grade & 2500 kW for underground stations.
Accordingly, two dry type cast resin transformers (33/0.415 kV) of 315 kVA capacity are
proposed to be installed at the elevated/ at grade stations (one transformer as standby).
Underground station will have two ASS’s equipped with one dry type cast resin transformers
(33/0.415 kV) of 3150 kVA capacity.

8.7 AUXILIARY SUPPLY ARRANGEMENTS FOR DEPOT

The Following major plant and machinery are to be provided in Depot:-

 RRV for carrying re railing equipments
 Road vehicles (pick up van/ truck)
 Flat wagon for carrying material.
 Diesel/Electric battery powered locomotive with traction battery charger.
 Under floor Pit wheel lathe, chip crusher and conveyor for lathe on pit, Electric tractor
for movement over under floor wheel lathe.
 Travelling O/H crane workshop 15T/3T,1.5T capacity(IBL), ETU shed 5T crane
 Mobile Jib crane

A separate ASS is required at the depot. The Depot ASSs will be provided with 33kV/415V,
2x2500 kVA auxiliary transformers.

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Typical Indoor Auxiliary Sub-station

8.8 25 KV AC FLEXIBLE OVERHEAD EQUIPMENT (OHE) SYSTEM

25 kV AC flexible OHE system shall comprise 150 sq.mm silver copper contact wire and 65
sq.mm Magnesium Copper catenary wires. Because of the advancements in telecom
technology, booster transformer has not been in the scope & Return conductor (RC) shall be
Aluminium Conductor Steel Reinforced (ACSR) of 93.3 sq.mm cross section. For tensioning
of OHE, ATD shall be a mix of spring ATD (50%) and 5 pulley ATD (balance 50%) spring
ATD shall not be having counterweight and shall be provided at critical location like road
crossing etc. Proven catenary fittings are proposed similar to DMRC system. Final sizing of
Catenary may be decided at the time of Detailed Design Stage as per Simulation Study.

8.8.1 25 kV Rigid Overhead Equipment system (ROCS)

25kV Rigid ROCS system 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 & cantilever arrangement attached to drop-down supports fixed to
tunnel roof. The supports are located at every 10 to 12m (approx.) and there is no tension in
the conductors and hence, no tensioning equipment in tunnel. The design of 25kV rigid OCS
system shall be in accordance to electrical clearances & contact wire height as per IEC
60913, which is summarized below:
a) Contact wire height ……………………………...4318mm
b) Structure to Live parts clearances…………...270/170/150mm (Static/ Dynamic/
Absolute min dynamic)
c) Vehicle to Live parts clearances…………..…290/190/150mm (Static/ Dynamic/
Absolute min dynamic)

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25 V ROCS Support
8.9 RATING OF MAJOR EQUIPMENT

Based on emergency demand expected at the RSSs of this section as shown in Table 8.3,
shall be provided with 2 Nos. (One as standby) 110/25 kV 21.6/30 MVA (ONAN/ ONAF)
Traction Transformers for feeding Traction load and 2 Nos. (one as standby) 220/33 kV 30/45
MVA (ONAN/ONAF) three phase Transformers for feeding auxiliary loads. The incoming
cable shall be 3-phase single core XLPE insulated with 630 mm2 Aluminum conductors to
meet the normal & emergency loading requirements and fault level of the 110 kV supply,
respectively.

33 kV and 25 kV switchgear shall be rated for 1250 A and 2000 A respectively being
standard design. 33 kV cable ring network shall be adequately rated to transfer requisite
auxiliary power during normal as well as emergency situations and accordingly 3 number of
Single core 400 mm2 FRLSH Copper conductor cable XLPE insulated 33 kV cable is
proposed for ring main network.

Adequate no. of cables are required for transfer of traction power from Metro’s RSS to 25 kV
OHE feeding Post. Single-phase XLPE insulated cables with 240 mm2 copper conductor are
proposed for traction power. Based on current requirements, 2 cables are required for each
of the two circuits to feed power to OHE.

The above capacities of transformers, switchgear, cables etc. have been worked out based
on the conceptual design. Therefore, these may be required to be revised for better accuracy
during design stage of project implementation.

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8.10` MV/LV SYSTEM

Following major E&M Equipments/system shall be required for elevated stations:-

 MV/LV panels
 DG set
 UPS & Battery system
 Lifts
 Escalators
 Fire suppression and detection system
 Lights & fans
 Air conditioning system
 BMS system
 Lightning protection system
 Earthing system

Panels shall be front operated front access cubical type indoor duty floor mounted totally
enclosed dust and vermin proof with neoprene gaskets fabricated from CRCA sheet with
powder coated finish suitable for 415 V 3 Phase 4 wire 50 Hz system.

8.11 STANDBY DIESEL GENERATOR (DG) SETS

In the unlikely event of simultaneous tripping of all the input power sources or grid failure, the
power supply to stations as well as to trains will be interrupted. It is, therefore, proposed to
provide a standby DG set of 160 kVA capacity at the elevated & 2X900 kVA capacity for
underground stations respectively. The requirement of 900/1000 kVA DG set at underground
station is dispensable if two 33/0.415 kV Auxiliary Sub-Stations are fed from two different
Receiving Sub-Stations which are taking supply from different Grid Sub-Stations. This
arrangement will comply with the requirements of NFPA 130, 70 and 110. In view of this, 380
kVA DG Set capacity at each underground station is sufficient for firefighting system and
Emergency Lighting and Fire detection & Alarm System.

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

UPS Supply to also be considered for following emergency services:

 Emergency Lighting
 Fire Detection & Fire Alarm system.
 Station Control Room
 Control Supply

8.12 SOLAR PHOTO VOLTAIC (PV) POWER SYSTEM

In DMRC solar PV power system are installed at various sites in RESCO (Renewable Energy
Service Company) model. In DMRC Stations and Depots 21 MWp solar PV power system
has been installed in RESCO model.

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Solar PV Power panel

“RESCO Model” means where the developers intend to provide solar power system on
rooftop/sites owned by DMRC on mutually agreed terms and conditions from DMRC and
enters into the PPA (Power purchase agreement) with DMRC for supply of Solar power
for 25 years from the date of Commissioning of project.
In elevated stations about 50 kWp to 150 kWp capacity of Solar PV power system can be
provided depending upon type of roof availability, shadow free roof area, orientation of
stations. In DMRC receiving sub-station 20 kWp to 50 kWp capacity Solar PV systems are
generally provided. In DMRC Depot area, approx.1000 kWp to 1500 kWp of solar capacity
has been provided. Solar PV system in station parking area can also be planned as per
availability of area.

8.13 SEWAGE TREATMENT SYSTEM USING INTEGRATED CONSTRUCTED WETLANDS

(ICW)

Following are the objectives for providing Sewage Treatment System using Integrated
Constructed Wetlands (ICW): -
1) To establish an effective option for treatment of wastewater that is generated from
campus.
2) Establish an onsite treatment solution which is effective and cost effective option
without producing any by products.
3) To establish a sustainable and environmental friendly solution with minimal
maintenance.
4) The treated water can be reused for various non-portable applications landscaping,
flushing and cleaning.

The objective of Constructed Wetlands is to utilize the decomposable organic matter present
in sewage, which can be disposed of into the environment without causing health hazards or
nuisance. The degree of treatment to be adopted would meet the regulatory agencies
(surface water discharge standards).
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Constructed wetlands (CW) are complex and modular system provides an efficient and
sustainable purification treatment method that is applicable to practically all pollutant sources
and in all climate and environmental conditions. CW relies on Constructed Wetlands, and is
based on the activity of plants together with microorganism communities in the root zone.
Together they degrade, accumulate, extract, and volatilize contaminants of all kinds in water,
soil and the air, resulting in clean and purified outflow.
In DMRC Faridabad RSS 1 KLD capacity Sewage Treatment System provided through
integrated constructed wetland method.

8.14 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM

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

Digital Protection Control System (DPCS) is proposed for providing data acquisition, data
processing, overall protection control, interlocking, inter-tripping and monitoring of the entire
power supply system consisting of 33 kV AC switchgear, transformers, 25 kV ac switchgear
and associated electrical equipment. DPCS will utilize microprocessor-based fast-acting
numerical relays & Programmable Logic Controllers (PLCs) with suitable interface with
SCADA system.

8.15 ENERGY SAVING MEASURES

Energy charges of any metro system constitute a substantial portion of its operation &
maintenance (O & M) costs. Therefore, it is imperative to incorporate energy saving
measures in the system design itself. The auxiliary power consumption of metros is generally
more than the traction energy consumed by train movement during initial years of operation.
Subsequently, traction power consumption increases with increase in train
frequency/composition in order to cater more traffic. The proposed system of Mumbai Metro
includes the following energy saving features:

(i) Modern rolling stock with 3-phase VVVF drive and lightweight stainless steel coaches has
been proposed, which has the benefit of low specific energy consumption and almost unity
power factor.
(ii) Rolling stock has regeneration features and it is expected that 30% of total traction energy
will be regenerated. Some of the regenerated energy rolling stock is consumed by auxiliary
application itself and remaining energy is fed back to 25kV ac OHE to be consumed by
nearby trains
(iii) Effective utilization of natural light is proposed. In addition, the lighting system of the stations
will be provided with different circuits (33%, 66% & 100%) and the relevant circuits can be
switched on based on the requirements (day or night, operation or maintenance hours etc).

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(iv) Machine-room less type lifts with re-generative braking has been proposed with 3-phase
VVVF drive. These lifts are highly energy efficient.
(v) The proposed heavy-duty public services escalators will be provided with 3-phase VVVF
drive, which is energy efficient & improves the power factor. Further, the escalators will be
provided with infrared sensors to automatically reduce the speed (to idling speed) when not
being used by passengers resulting saving of electrical energy.
(vi) The latest state of art and energy efficient electrical equipment (e.g. transformers, motors,
light fittings etc) has been incorporated in the system design.
(vii) Efficient energy management is possible with proposed modern SCADA system by way of
maximum demand (MD) and power factor control.
(viii) LED lights to be used in the station area and Depot area.

8.16 MAJOR EHV LINE CROSSING THE ALIGNMENT

Tentatively at Seven locations 220/110 kV HT Multi-circuit lines are crossing the corridor
between Wadala (Bhakti Park) and Sewri Metro Elevated Section. Detailed survey /
estimation etc will be done after finalisation and approval of DPR

8.17 ELECTRIC POWER TARIFF

The cost of electricity is a significant part of Operation & Maintenance (O&M) charges of the
Metro System, which constitutes about 30-38% of total annual working cost. Therefore, it is
the key element for the financial viability of the Project. The annual energy consumption is
assessed to be about 72.08 million units in initial years 2021, which will be about 85.74
million Units in the year 2031. In addition to ensuring optimum energy consumption, it is also
necessary that the electric power tariff be kept at a minimum in order to contain the O & M
costs. Therefore, the power tariff for Mumbai Metro should be at effective rate of purchase
price (at 110 kV voltage level) plus nominal administrative

Charges i.e. on a no profit no loss basis. The power tariff of Maharashtra Electricity
Regulatory Commission for M/s TATA power Company for FY 2017 – 18 demand charges Rs
240/ kVA per month and energy charges Rs 7.13/ kWh for TATA company Ltd. It is proposed
that Government of Maharashtra takes necessary steps to fix power tariff for Mumbai Metro
at “No Profit No Loss” basis. Similar approach has been adopted for Delhi Metro.

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 CHAPTER 8: POWER SUPPLY ARRANGEMENTS

MUMBAI METRO Annexure 8.1

Line-11: Power Calculation from Wadala(Bhakti Park) to CSMT

POWER (Traction & Auxiliary)

S.No. Particulars Unit 2021 2031

A Traction Power Requirement 1 2 3

(2DMC+2TC+2MC)
1 No. of cars 6 8
(2DMC+2TC+4MC)

2 Passenger Weight T 114.1 152.9

3 Train Tare Weight T 254.0 338.0

4 Total Train Weight T 368.1 490.9

5 Section Length km 13.21 13.21

6 Headway mts 6.50 6.50

KWhr/
SEC at Pantograph/ current Collector
7 1000 50 50
(As per MOUD guideline)
GTKM
8 No. of Trains/hr in both directions Nos. 18 18

9 Peak Traction Power Requirement MW 4.49 5.99

11 Depot Power Requirements MW 1.00 1.30

12 No. of Depot No 0 0

13 Total Traction Power Requirement MW 4.49 5.99

Total Traction Power Requirement (MVA) assuming 5%

MVA 4.96 6.62
energy losses and 0.95 pf

B Aux. Power Requirement

1 Elevated/at-grade Station Power Consumption MW 0.25 0.30

2 Underground station Power Consumption MW 2.20 2.50

3 Mid Shaft MW 0.30 0.30

4 No. of Elevated/at-grade Stations Nos. 3 3

5 No. of Underground stations Nos. 8 8

6 No. of Mid Shaft Nos. 0 0

7 Total Station Aux Power Requirement MW 18.4 20.9

8 Depot Aux Power Requirement MW 2.0 2.2

9 No. of Depot No. 0 0

10 Total Aux Power Requirement MW 18.35 20.90

Total Aux. Power Requirement (MVA) assuming 5% energy

MVA 22.67 25.82
losses and 0.85 pf for aux loads

C (A+B) Total Traction & Aux. Power Requirement (MVA) MVA 27.63 32.44

Note:
1. The Depot Power requirement has already been considered in DPR for Line - 4 (Bhakti Park to Kasarvadavali).
Hence Depot power not considered in above calculation.
2. The requirement of PD load is not considered in Power calculation.

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 CHAPTER 8: POWER SUPPLY ARRANGEMENTS

MUMBAI METRO Annexure 8.1

Line-11: Energy Calculation from Wadala(Bhakti Park) to CSMT

ENERGY CONSUMPTION

S.No. Particulars Unit 2021 2031

A Traction Energy 1 2 3

1 Section Length KM 13.21 13.21

2 No. of Trains per direction in a day Nos. 105 105

3 Weight of Train & Passenger T 368.1 490.9

KWH/
SEC at Pantograph/ current Collector
4 1000 50 50
(As per MOUD guideline)
GTKM
million
Yearly Traction Energy consumption with 365 days working 18.64 24.86
units

B Auxiliary Energy

1 Elevated/at-grade Station MW 0.25 0.30

2 Underground Station MW 2.20 2.50

3 Mid Shaft MW 0.30 0.30

4 No. of Elevated/at-grade Stations Nos. 3 3

5 No. of Underground Stations Nos. 8 8

6 No. of Mid Shaft Nos. 0 0

7 Total Station Aux. Power Requirement MW 18.35 20.90

8 Depot Aux power requirement MW 2.00 2.20

9 No. of Depot No 0 0

10 Total Aux. Power Requirement MW 18.35 20.90

Total Aux. Power Requirement (MVA) assuming 5% energy losses

11 MVA 22.67 25.82
and 0.85 pf for Aux. loads

12 Diversity Factor of Aux. loads 0.40 0.40

Yearly Aux. Energy Consumption 19 hrs/day and 365 days working million
53.45 60.88
(million units) units

million
C (A+B) Net Annual Energy Consumption (Traction & Aux.) 72.09 85.74
units

Note:
1. The Depot Power requirement has already been considered in DPR for Line - 4 (Bhakti Park to
Kasarvadavali). Hence Depot power not considered in above calculation.
2. The requirement of PD load is not considered in energy calculation.

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Annexure – 8.2

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Annexure – 8.2

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 CHAPTER 9: TUNNEL VENTILATION AND AIR-CONDITIONING SYSTEM

CHAPTER - 9

VENTILATION AND AIR-CONDITIONING SYSTEM

9.0 INTRODUCTION

This chapter covers the Ventilation and Air-conditioning (VAC) system requirements
for the underground sections of the proposed corridor from CSMT Metro to Wadala
(Bhakti Park). VAC System includes the following:
 Station Air-conditioning System
 Smoke Management System
 Tunnel Ventilation System
 Control and Monitoring facilities

9.1 ALIGNMENT

This extension of Line-4 from CSMT to Wadala (Bhakti Park) (Line-11) has length of
the order of 12.774 km, 10 stations, out of which 8 are underground, 2 are elevated.
The underground section begins from CSMT Metro and continues upto Sewri Metro
Station. The inter-station distances between two underground stations varies from
851.11m to 1584.60m.

9.2 REQUIREMENT FOR VENTILATION AND AIR-CONDITIONING

The underground stations are 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 ventilation and air-
conditioning in the stations and inside the tunnel for the purpose of:
 Supplying fresh air for the physiological needs of passengers and the official;
 Removing body heat, obnoxious odors and harmful gases like carbon dioxide
exhaled during breathing;
 Preventing concentration of moisture generated by body sweat and seepage
of water in the tunnel;
 Removing large quantity of heat dissipated by the train equipment like traction
motors, braking units, transformer, 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, Elevators, Escalators, Automatic Fare Collection Gates
etc. working in the stations;
 Removing heat from air conditioning plant and Station sub-station and other
equipments.

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This large quantity of heat generated in M.R.T. underground stations cannot be

extracted by simple ventilation. 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 to be appropriate. In winter season
it may not be necessary to warm the ventilating air as the heat generated by the
equipments within the station premises would be sufficient to maintain the comfort
requirement.

9.3 EXTERNAL ENVIRONMENT CONDITIONS AND WEATHER DATA

The analysis of Mumbai weather suggests that the dry bulb temperature varies
between 20 deg C to 35 deg C, with its peak is in month of May. Mumbai receives its
heavy rainfall between the month of May and October.

Air-Quality (Environmental control) in public places like MRT stations is required to

be maintained for city like Mumbai. Therefore, it requires consideration of appropriate
measures for air-pollution control in Metro stations, while designing the VAC system.
The design weather data from the ISHRAE handbooks have been used to arrive at
the design criteria. For VAC system, it is suggested that 1% criteria would be
acceptable on techno economic reasons.

9.4 SUB SOIL TEMPERATURE

The temperature conditions of sub-soil play a vital role in the system design of the
underground stations and important for facilitating adequate heat exchange between
the tunnel structures and soil. It is proposed that water table surrounding the
underground alignment shall be reviewed. The sub soil temperature of Mumbai is
estimated to be 25 °C (approx.). It is to be obtained or to be measured at site.

9.5 INTERNAL DESIGN CONDITIONS IN UNDERGROUND STATIONS

With tropical humid ambient conditions of Mumbai, it is essential to maintain

appropriate conditions in the underground stations in order to provide a comfort and
pollution-free environment. The plant capacity and design of VAC system needs to
be optimized for the “Designed inside Conditions”.

The patrons will stay for much shorter durations in 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 is given out 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.

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There are different comfort indices recognized for this purpose. The „Effective
Temperature‟ criterion was used in selecting the comfort condition in earlier corriodor
of Mumbai and other Metro, in this criteria comfort is defined as the function of
temperature and the air velocity experienced by a person. An index named RWI
(Relative Warmth Index) has been adopted for metro designs worldwide. This index
depends upon the transient condition of the metabolic rate and is evaluated based on
the changes to the surrounding ambient of a person in a short period of about 10 to
12 minutes. It is assumed that during this period human body adjusts its metabolic
activities. Therefore in a underground section where the train headway is expected to
be six minutes or less, then RWI is the preferred criterion.

9.6 DESIGN PARAMETERS FOR VAC SYSTEM

Based on the above discussion, the following VAC system design parameters are
assumed in the present report.

(1) Outside ambient conditions

Based upon ISHRAE-2017 recommended design conditions for 1% criteria is as
under

Summer : 34.9 DB, 23.1 WB

Monsoon: 30.9 DB, 27.4 WB

For Mumbai Metro Underground Corridor it is suggested to use 1% criteria, which is

defined as the conditions, when the DB or WB temperatures are likely to exceed for
only 1% of the total time.

1. Inside design conditions

a. Platform and Concourse areas: 27oC at 55% RH

2. Tunnel design conditions

a. Normal conditions Max. average temperature DB 40oC
b. Congested conditions Max. stratified temperature DB 50oC

3. Minimum fresh air

a. 10% or 18 cmh/person (In station public areas)

9.7 DESIGN CONCEPTS FOR VAC SYSTEM

There are various VAC design concepts technically feasible for underground section
that can provide and maintain acceptable environment conditions under different
requirement and constraints. These are: Open type, Closed type and Platform
Screen Doors (PSDs). Similar to other corridor of Mumbai Metro, PSD Design has
been considered for CSMT Metro to Wadala (Bhakti Park) U/G station and tunnel.

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9.8 STATION AIR-CONDITIONING

The platform and concourse areas will be air-conditioned using supply of cooled air
from „Air Handling Units‟ located in Environmental Control System (ECS) plant
rooms. Each Platform and Concourse will be served by at least two air handling
units (AHU‟s) with the distribution systems combined along to ensure coverage of all
areas in the event of single equipment failure. Based on the initial estimation about 4
units having capacity of the order of 20 m3/s each would be sufficient for the station.

Air Handling Unit

These air-conditioning systems mix return air with a desired quantity of fresh air. The
outside (fresh) air requirement is based on occupancy, with a minimum of 5 liters 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 fresh and return air is then filtered by
means of suitable filters and then cooled by a cooling coil of AHUs before being
distributed as supply air via high level insulated ductwork to diffusers & grills,
discharging the air into the serviced space in a controlled way to minimize draughts.
Return air from the platform as well as concourse areas is extracted via the separate
Return Air Fans (RAFs) which either returned the air to the AHUs or exhausted to the
atmosphere as per requirement.

UVC Emitters is installed in the AHUs for the reduction of molds and fungus growth
on their coils and keeps the surface clean, eliminating need for coil cleaning
programme and improve the overall coil efficiency of AHUs.

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Based on the initial concept design, the estimated capacity for the station would be
around 600 TR and hence 3 units of 200TR or 2 units of 300TR may be installed for
full system capacity (i.e. design PHPDT traffic requirement). Water-cooled chiller
units having screw compressors, which are energy efficient on part load are
recommended to be provided at each station. These units are installed in a chiller
plant room at ground level. During the detail design stage this estimated capacity
might get marginally changed depending on the calculated heat loads.

9.9 VENTILATION AND AIR-CONDITIONING OF ANCILLARY SPACES

Ancillary spaces such as Staff Room, Equipment Room, will be mechanically

ventilated or air conditioned in accordance with the desired air change rate,
temperatures and humidity.

All ancillary areas that require 24-hour air-conditioning will be provided with Fan Coil
Units (FCUs). These FCUs are supplied chilled water from main Chilled Water plant
during the revenue hours and from Air Cooled Chillers during the non-revenue hours.
Return air will be circulated through washable air filters.

Air Cooled Chiller

Where fresh air is required it will be supplied to the indoor unit via a fresh air supply
system, complete with filters, common to a group of ancillary areas.

9.10 STATION SMOKE MANAGEMENT SYSTEM

The Return Air Fans (RAFs) provided for the re-circulation of the air to the Air
Handling Units will be used for the smoke extract purposes from the public areas

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(Concourse and Platform) and will operate in various modes depending on the
location of the fire. The control of this system in fire mode will be fail-safe. These
Return Air Fans will be provided with “essential” power supplies, with automatic
changeover on loss of normal supply. During smoke extraction, RAFs extract the
smoke to the atmosphere through exhaust shaft and fresh air feeds from entrance.
AHUs will remain OFF during smoke extraction.

Smoke down stand will be provided underneath the ceiling around floor openings for
stairs and escalators, so that a smoke reservoir is formed on the ceiling. The smoke
will be contained in this reservoir at ceiling level and exhausted to atmosphere. By
controlling smoke in this manner, it is possible to maintain a relatively smoke clear
layer above human head height and to protect the escape route, giving sufficient time
for evacuation. The stations will be designed to accommodate the full smoke
exhaust volumes and thus prevent the reservoir from completely filling with smoke.
To provide an additional barrier against smoke migration, the overall smoke
management system would be designed to provide a draught of fresh air through
entrances and escape routes, to assist in protecting those routes from smoke.

9.11 SPACE REQUIREMENT FOR VAC SYSTEM

The station air conditioning equipment plant rooms are normally located at each end
of the concourse for the two level stations. The approximate area for air handling
equipment room would be 500-600 m2 at each end of the station. There shall be
supply shafts and exhaust shafts of about 10 m2 each at each end of the stations.

9.12 DESIGN CONCEPTS FOR TVS SYSTEM

There are various TVS design concepts technically feasible for underground section
that can provide and maintain acceptable environment conditions inside the tunnel
under different requirement and constraints. These are: Open type; Closed type; Use
of jet fans; use of mid-shafts; etc.

Under the normal train running 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. Two tunnel ventilation shafts would
be provided at each end of the station. All these shafts are connected to the tunnels
through dampers.

Generally each tunnel ventilation shaft is connected to a fan room in which there are
two reversible tunnel ventilation fans (TVF) are installed with isolation dampers.
These dampers are closed when the fan is not in operation. Dampers are also used
to close the connections to tunnels and nozzles under different operating conditions.
The details for the shaft sizes, airflow exchange with the atmosphere, fan capacities
can be estimated in a more accurate manner with the help of Computer Simulations
during the detailed design stage.

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Tunnel Ventilation Dampers

9.13 TUNNEL VENTILATION SYSTEMS (TVS)

The TVS is provided for underground section essentially to carry out the following
functions:
(a) Provide a tenable environment along the path of egress from a fire incident in
enclosed stations and enclosed train ways.
(b) Produce airflow rates sufficient to prevent back layering of smoke in the path of
egress within enclosed trainways.
(c) Be capable of reaching full operational mode within 180 seconds.
(d) Accommodate the maximum number of trains that could be between ventilation
shafts during an emergency.

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Tunnel Ventilation Fan

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
may vary from 75 m3/s to 100 m3/s. It is expected that nozzles may not be required
as the full height PSD will be provided at the station. The booster fans (jet fans) will
be required to be installed to direct the flow in the desired direction at crossover or
portal locations.

Tunnel Booster Fan

The Trackway Exhaust System (part of Tunnel Ventilation System) will be provided to
extract the heat generated by the train Air-Conditioning and braking system from the
station trackway. Two fans of each approx. 30 m3/sec at each end of the station will
be required for the trackway exhaust system. For the makeup air in the station
trackway, trackway supply air fans will also be required to be provided.

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There are various operating modes (scenarios) for the Tunnel Ventilation system.
These are described as under:

9.14 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 track way exhaust system.

9.15 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 beyond 50 oC will result in
reducing performance of coach air conditioners that lead to passenger discomfort.

During congested operations, the tunnel ventilation system is operated to maintain a

specific temperature (depending on the rolling stock design) in the vicinity of the car
air conditioner condenser coils (i.e. allowing for thermal stratification). The open
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. Booster (jet) fans will be used to direct air into the
desired tunnel, if required.

9.16 EMERGENCY CONDITIONS

Emergency conditions are when smoke is generated in the tunnel or station track
way. 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.

9.17 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

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the tail enters the pressure drops. Similarly, as the nose exits a portal, pressure
changes are experienced in the train. There is one portal location between Sewri and
BPT Hospital station.

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.

9.18 SPACE REQUIREMENT FOR TUNNEL VENTILATION SYSTEM

The tunnel ventilation equipment plant rooms are normally located at each end of the
concourse (or platform level) of the stations. The approximate area for tunnel
ventilation fan room would be 300-400 sq. m. respectively at each end of the station.
Two tunnel vent shafts of approximately 15 sq. m. area will be constructed at each
end of the stations.
.
9.19 CONTROL AND MONITORING FACILITIES

For the underground stations the control and monitoring of station services and
systems such as station air-conditioning, ventilation to plant rooms, lighting, pumping
systems, 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 systems 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 (such as FOTS).

There shall be an Auxiliary Power Controller at OCC who will be monitoring these
services and systems. The command will be initiated at OCC and relayed up to the
relevant equipment for operation. The feedback signal is received through SCADA
whether the command is implemented or not. The control from OCC is generally
performed using „Mode Tables‟ for each system. This table defines the sequence of
the desired equipment that needs to be operated based on the event. The abnormal
conditions such as train congestion, emergency, fire inside tunnel and station would
be detected by various components and the emergency response thereto will be
activated based on the mode tables. In the event that remote control is not possible
due to any reason, the local control via SCR would be performed. In case the control
at work station in SCR is also not available, the manual overriding provisions shall be
provided through Ventilation Control Panel (VCP) place in the SCR.
The OCC will also be used for logging the alarm status, fault occurrences, and other
maintenance related data for the above systems.

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9.20 CODES AND STANDARDS

The concept design is guided by the following codes and standards:
(a) SEDH – Subway Environment Design Handbook
(b) ASHRAE – Handbook, current series
(c) NFPA 130 - Standard for Fixed Guideway Transit and Passenger Rail
Systems
(d) ISHRAE - Indian Weather Data 2017

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CHAPTER – 10

ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

10.1 LEGAL, POLICY AND INSTITUTIONAL FRAME WORK

The need for a well-developed legal mechanism to conserve resources, protect the
environment and ensures the health and well being of the people in India is more
than ever before. Keeping pace with international laws, the Ministry of Environment
and Forest enacted Environmental Protection Act in 1986. Over the years, the
Government of India has framed several policies and promulgated number of Acts,
Rules and Notifications aimed at management and protection of the environment.
The available national and state level legal Acts and Legislation referred during the
study are:

 The Water (Prevention and Control of Pollution) Act, 1974 (Amendment 1988).
 The Water (Prevention and Control of Pollution) Cess Act 1977, (Amendment), 2003.
 The Water (Prevention and Control of Pollution) Cess Rules, 1978, 1991.
 The Air (Prevention and Control of Pollution) Act 1981, amended 1987.
 The Air (Prevention and Control of Pollution) (Union Territories) Rules, 1982, 1983
 Noise Pollution (Regulation and Control) Rules, 2000 amendment 2002, 2006.
 Municipal Solid Waste Rules, 2000
 The Environment (Protection) Act, 1986, amended 1991.
 The Environment (Protection) Rules,1986.
 The Indian Forest Act, 1927.
 Forest (Conservation) Act, 1980, amended 1988.
 Forest (Conservation) Rules, 2003.
 Maharashtra (Urban Area) Protection of Trees Act 1975
 The Wild Life (Protection) Act 1972, Amendment, 2002
 CRZ Regulations

10.1.1 Water and Water Pollution

The use of water resources and also the discharge of polluted water (sewerage) are
primarily regulated by the Water (Prevention and Control of Pollution) Act, 1974
amended in 1988. The Water Cess Act, 1977 amended in 1992 and 2003, including
Rules 1978 and 1991 provides for levy and collection of Cess on water consumed
with a view to generate resources for prevention and control of water pollution. The
Act assigns functions and powers to the Central Pollution Control Board (CPCB) and
State Pollution Control Board (SPCBs) for prevention and control of water pollution.

The Environment (Protection) Act 1986 amended in 1991 and Rules also lays down
specific standards. Municipal Corporation of Greater Mumbai (MCGM) also has a role

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in supply of water, disposal of domestic waste water, solid waste disposal and
regulation of rainwater harvesting etc.

10.1.2 Air Quality

The Air (Prevention and Control of Pollution) Act, 1981 and amended in 1987
including Rules 1982 and 1983 was enacted to prevent, control and reduce air
pollution. According to Section 21 of the Act, no person shall establish or operate any
activity, which can cause air pollution without obtaining Consent to Establish (CTE)
and Consent to Operate (CTO) as per the Air Act from Maharashtra Pollution Control
Board. The Act also lays down national ambient air quality standards for pollutants
like PM10, PM2.5, Sulphur dioxide, Oxides of Nitrogen, Carbon monoxide etc with the
intent of managing air quality for different category of areas (residential, industrial and
sensitive). Ambient Air Quality Standards have been notified by the CPCB vide
Gazette Notification dated 16th November 2009.

10.1.3 Noise Levels

With the objective of regulating ambient noise quality in the environment, the Union
Government has notified the Noise Pollution (Regulation and Control) Rules, 2000
amended in 2002 and 2006 under the EPA. The noise standards for different
category of areas are based on the weighted equivalent noise level (Leq). The EPA
also lays down equipment noise standards for DG sets, Air conditioners and
Construction Equipment, which would be in use for the project. Ambient Noise level
standards have been notified by the MoEF vide Gazette Notification dated 26th
December 1989 and also in the Schedule III of the Environmental (Protection) Rules
1986. It is based on the ‘A’ weighted equivalent noise level (Leq).

10.1.4 Solid Waste and Construction & Demolition Waste Management

Project construction and operation generates solid waste at site. The MMRDA would
be responsible to ensure SHE manual guidelines implementation by contractors for
collection and handling of solid waste as per the provisions of the Municipal Solid
Waste Rules, 2000. The Hazardous Waste (Management and Handling) Rules, 2000
require facilities to classify wastes into categories, manage them as per the
prescribed guidelines and obtain prior authorization from the SPCB for handling,
treatment, storage and disposal of Hazardous Wastes. The application form for
authorization for Hazardous waste management is available from the office of
Maharashta Pollution Control Board. Similarly, Construction and. Demolition waste
would have to be disposed off properly during construction phase.

10.2 INSTITUTIONAL FRAMEWORK

The Ministry of Environment and Forests (MoEF) is the nodal agency in the
administrative structure of the central government for planning, promotions, co-
ordination and overseeing the implementation of India’s environmental and forestry
policies and programs. The major responsibilities of MoEF include:

 Environmental resource conservation and protection, including environmental impact

assessment, clearance of developmental projects;

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 Co-ordination with the other ministries and agencies, voluntary organizations and
professional bodies for environmental action plans;
 Promotion of research and development, manpower planning and training and
creation of environmental awareness;
 Liaison and coordination with international agencies involved in environmental
matters.
 Forest clearance

10.2.1 Central and State Pollution Control Boards

The Central Pollution Control Board is responsible for pollution control throughout the
country. In addition to the control of air, noise and water pollution it is also
responsible to ensure effective control of disposal of hazardous wastes and storage
and handling of hazardous chemicals and substances. With the enactment of air and
water pollution laws, states have set-up their own State Pollution Control Boards
(SPCBs) to monitor industrial emissions and effluents and to approve the operation of
new industries after careful scrutiny. The functions of the SPCBs include:

 The planning of comprehensive state programs for the prevention and control of air
and water pollution and to ensure the implementation thereof;
 Inspection of pollution control equipment/ plants for monitoring of their efficiency.

The SPCB in consultation with the Central Pollution Control Board may establish
norms for air quality, gaseous emission and noise level etc.

10.3 CLEARANCES

For the proposed project, required clearances/permissions related to

environment have been summarized below:

Table 10.1: Permissions/Clearances Required for the Project

S.No. Permissions/ Acts / Rules / Notifications / Concerned Agency Responsibilit
Clearances Guidelines y
A. Pre-construction Stage
1 Permission for felling Forest Conservation Act (1980) District Forest MMRDA
of trees Procedural Guidelines developed by Office/State Forest
the Department of Environment, GoM; Department/ District
Tree removal will be guided as per Collector
state government rules.

2 CRZ Clearance The Ministry of Environment and MCZMA MMRDA

Forests had issued the Coastal
Regulation Zone (CRZ) Notification on
19.2.1991 under the Environment
(Protection) Act, 1986, with the aim to
provide comprehensive measures for
the protection and conservation of our
coastal environment.

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S.No. Permissions/ Acts / Rules / Notifications / Concerned Agency Responsibilit

Clearances Guidelines y
B. Implementation Stage
3 Consent to operate Air (Prevention and Control of Pollution) Maharashtra State Contractor
hot mix plant, Act 1981 Pollution Control
crushers, batching Board
plant
4 Permission for Environment (Protection) Act, 1986 Central Ground Water Contractor
withdrawal of Authority
groundwater
5 Permission for sand Environment (Protection) Act, 1986 Mining Department/ Contractor
mining from river bed MoEF
6 Authorization for Hazardous Waste (Management and Maharashtra State Contractor
Disposal of Handling) Rules 1989 Pollution Control
Hazardous Waste Board
7 Disposal of Hazardous Waste (Management and Local civic body to Contractor
bituminous and other Handling) Rules 1989 use local solid waste
wastes disposal site

8 Consent for disposal Water (Prevention and Control of Maharashtra State Contractor
of sewage from labour Pollution) Act 1974 Pollution Control
camps. Board
9 Pollution Under Central Motor and Vehicle Act 1988 Department of Contractor
Control Certificate Transport, Govt. of
Maharashtra
authorised testing
centres
10 Roof Top Rain Water Central Groundwater Authority Central Ground Water Contractor
Harvesting (RWH) (CGWA) Guidelines Authority

11 Permission for Environment (Protection) Act, 1986 CGWA Contractor

groundwater
extraction for drinking
purpoes

12 Employing Labour/ The Building and Other District Labour Contractor

workers Construction Workers (Regulation of Commissioner
Employmentv and Conditions of
Service) Act, 1996

10.4 OBJECTIVE AND SCOPE OF THE STUDY

The objective of the study is to facilitate the Mumbai Metropolitan Region

Development Authority (MMRDA) evaluate the environmental impacts of its proposed
activity. MMRDA proposes to apply for loan to seek financial support from multilateral
fundinng agencies. The scope of EIA includes the impacts resulting from pre-
construction, during construction and operation phases of CSMT- Wadala (Bhakti
Park) Metro corridor at Mumbai. In addition, it is proposed to establish environmental

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baseline and safeguard measures for protection of environment for sustainable

development during project cycles. The MoEF, Government of India, Notification of
14th September 2006 and its amendment dated 1st December 2009 enlist projects in
Schedule that require environmental clearance. However, as per the said notification
Railway/ Metro projects do not require environmental clearance from MoEF.

10.5 APPROACH AND METHODOLOGY

The MMRDA has considered different alternative corridors. The underlying principles
for evaluation for each corridor, without affecting the overall usefulness of the
corridor, are minimum private land acquisition, least disturbance to properties,
minimum disturbance to ecology/biodiversity. In the analysis of alternatives, a
comparison of scenario with and without the project has also been made. The final
alternative was fixed based on Technical Feasibility, Socio-economic acceptability,
and Environmental sustainability for Metro Corridors. The environmental study is
carried out for the alignment proposed by MMRDA. The impacts are assessed for
various phases of project cycle namely:
 Impacts due to project location,
 Impacts due to project design,
 Impacts due to project construction, and
 Impacts due to project operation.

The impacts are categorized as negative and positive. The cost of management and
monitoring programs were estimated and budgeted for.

The standard methodology for the data collection, impact assessment and
formulation of management plans is adopted. The national acts, legislation and laws
along with guidelines were consulted with a view to ensuring compliance with various
requirements. Environmental baseline data for environmental attributes from primary
and secondary sources were collected and compiled. The primary sources include
site visits, visual inspection, field studies, monitoring and analysis.

10.5.1 Data Collection

The existing land-use pattern of the area has been identified mainly as urban human
settlements, roads, Trees and water bodies.

Water Resources in the project were considered in terms of precipitation, surface

run off; quantity and quality of water.

Air and Noise quality is an important consideration during construction and operation
phases. Ambient air quality and noise levels were monitored in project area to
develop present baseline levels in the area. Terrestrial Ecology was also studied.

10.5.2 Environmental Impact Assessment

The objective of the study is to assess the impacts as a result of construction of the
proposed metro corridor. The changes likely to occur in different components of the
environment were studied and analyzed. Based on project particulars and the

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existing environmental conditions, potential impacts were identified that are expected
to be affected as a result of the proposed project and wherever possible, these are
quantified. Both positive and negative impacts are evaluated to get an idea about
resultant impacts. The environmental impact of the project includes changes in land
use, soil, erosion, water quality, air quality and noise levels etc. The impact on soil
due to disposal of waste water and erosion during construction were predicted. On
the other hand, the project will provide higher living standard, better quality of life,
less travel time, better connectivity and transport facilities.

10.5.3 Environmental Management Plan

The management plans are essential to ensure that stress/ loads on the systems are
within carrying capacity. The management plan aims at maintaining the
environmental quality of project area with respect to pre-project stage. An
environmental management strategy/ plan is developed to mitigate the adverse
impacts. Efforts are made to enhance the quality of environmental attributes.

10.5.4 Environmental Monitoring

Monitoring would indicate any environmental problem, which has come up due to an
ongoing activity. This will facilitate to assess the effectiveness of management /
mitigation measures.

10.6 PROJECT DESCRIPTION

10.6.1 Transport Situation in Mumbai

Public transport systems in Mumbai include the Mumbai Suburban railway,
Monorail, Metro, Brihanmumbai Electric Supply and Transport (BEST) buses, black-
and-yellow meter taxis, auto rickshaws and ferries. Suburban railway and BEST bus
services together accounted for about 88% of the passenger traffic in 2008. Auto
rickshaws are allowed to operate only in the suburban areas of Mumbai, while taxis
are allowed to operate throughout Mumbai.
Rail
The Mumbai Suburban Railway, popularly referred to as Locals forms the backbone
of the city's transport system. It is operated by the Central Railway and Western
Railway zones of the Indian Railways. Mumbai's suburban rail systems carried a total
of 6.3 million passengers every day in 2007, which is more than half of the Indian
Railways daily carrying capacity. The Mumbai Monorail and Mumbai Metro have
been built and are being extended in phases to relieve overcrowding on the existing
network. The Monorail opened in early February 2014. The first line of the Mumbai
Metro opened in early June 2014.

Bus
Mumbai's bus services carried over 5.5 million passengers per day in 2008. Public
buses run by BEST cover almost all parts of the metropolis, as well as parts of Navi
Mumbai, Mira-Bhayandar and Thane. The BEST operates a total of 4,608 buses with
CCTV cameras installed, ferrying 4.5 million passengers daily over 390 routes. Its
fleet consists of single-decker, double-decker, vestibule, low-floor, disabled-friendly,
air-conditioned and Euro III compliant diesel and compressed natural gas powered
buses. BEST introduced air-conditioned buses in 1998.
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Water
Water transport in Mumbai consists of ferries, hovercrafts and catamarans. Services
are provided by both government agencies as well as private
partners Hovercraft services plied briefly in the late 1990s between the Gateway of
India and CBD Belapur in Navi Mumbai. They were subsequently scrapped due to
lack of adequate infrastructure.

Road
Mumbai is served by National Highway 3, National Highway 4, National Highway
8, National Highway 17 and National Highway 222 of India's National Highways
system. The Mumbai-Pune Expressway was the first expressway built in
India. The Eastern Freeway was opened in 2013. The Mumbai Nashik
Expressway, Mumbai-Vadodara Expressway, are under construction.

Air
The Chhatrapati Shivaji International Airport (formerly Sahar International Airport) is
the main aviation hub in the city and the second busiest airport in India in terms of
passenger traffic. It handled 36.6 million passengers and 694,300 tonnes of cargo
during FY 2014–2015. An upgrade plan was initiated in 2006, targeted at increasing
the capacity of the airport to handle up to 40 million passengers annually and the new
terminal T2 was opened in February 2014.

Sea
Mumbai is served by two major ports, Mumbai Port Trust and Jawaharlal Nehru Port
Trust, which lies just across the creek in Navi Mumbai. Mumbai Port has one of the
best natural harbours in the world, and has extensive wet and dry dock
accommodation facilities. Jawaharlal Nehru Port, commissioned on 26 May 1989, is
the busiest and most modern major port in India. It handles 55–60% of the country's
total containerised cargo. Ferries from Ferry Wharf in Mazagaon allow access to
islands near the city. The city is also the headquarters of the Western Naval
Command, and also an important base for the Indian Navy.

10.6.2 Project Area

The metro project in Mumbai is proposed between CSMT- Bhakti Park (Wadala)
(12.774 Km). The proposed alignment would serve the city by ultimately providing
connectivity between CSMT and Bhakti Park. This line already extends upto
Kasarwadavalli via Ghatkopar and Thane.

10.6.3 Proposed Metro Corridor

One metro corridor is proposed in Mumbai to cater the requirement of the city along
western express highway for a length of about 12.774 km. The corridor will be
underground between CSMT- Sewri Metro and after chainage 8022.5 m the corridor
will be elevated. The Metro corridor will have standard Guage alignment.

10.6.4 Route Alignment

The proposed route alignment of metro corridor between CSMT and Bhakti Park runs
along the harbour road in Mumbai city. The alignment has 10 stations.
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10.6.5 Route Length and Stations

An underground corridor is planned between CSMT Metro to chainage 8022.5m after
Sewri Metro station. Thereafter, elevated option has been adopted upto the end of
the proposed corridor between CSMT Metro to Bhakti Park to minimize the adverse
effects on the existing properties and the road network. At places, the alignment
steers off the road. The details of stations have been elaborated in the Table 10.2.

Table 10.2 Stations of CSMT-Bhakti Park Metro Corridor

Station No Stations Names Centre line Chainage (m) Type of Station

1 Dead End (-) 530.0

2 CSMT Metro 0.0 Underground
3 Carnac Bunder 1584.6 Underground
4 Clock Tower 2474.0 Underground
5 Wadi Bunder 3620.5 Underground
6 Darukhana 4598.0 Underground
7 Coal Bunder 5780.6 Underground
8 Hay Bunder 6805.0 Underground
9 Sewri Metro 7656.1 Underground
10 Bpt Hospital 9754.2 Elevated
11 Ganesh Nagar 10722.1 Elevated
12 Bhakti Park 12694.1 Elevated
13 Dead End 12800.0
Source: DPR and Alignment Drawing

Eight stations will be underground and the three stations will be two level stations with
the concourse and station facilities on the lower level and platforms on the higher level.

10.6.6 Boarding and Alighting

Trafic projection for different horizon years have been worked out in the DPR.
However, the projections for the year 2021 have been summarized in Table 10.3.

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8. Sewri Metro

1. CSMT Metro

Fig. 10.1 Index Plan

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Table 10.3: Direction wise Volume and Boarding Alighting (2021)

Vol Vol
Boarding Alighting (CSMT- Stations (Gaimukh- Boarding Alighting
Gaimukh) CSMT)
2004 0 2004 CSMT Metro 0 0 7522
42 1 2045 Carnac Bunder 7522 8 104
293 46 2292 Clock Tower 7617 143 368
849 55 3086 Wadi Bunder 7843 320 703
695 72 3710 Darukhana 8225 238 671
171 8 3873 Coal Bunder 8659 56 147
894 72 4695 Hay Bunder 8749 158 404
258 112 4841 Sewri Metro 8995 101 604
3970 761 8050 BPT Hospital 9498 1713 3753
1456 233 9273 Ganesh Nagar 11538 776 777
Wadala RTO
1845 1593 9525 (Bhatkti Park 11539 363 10631
Metro)
2872 1914 10483 Wadala TT 21807 2426 5325
Anik Nagar (Anik
670 429 10724 24706 813 1011
Nagar Bus Dept)
1638 300 12062 Suman Nagar 24904 867 1801
3165 791 14435 Siddharth Colony 25838 1208 5419
Pestom Sagar
2561 180 16816 (Amar Mahal 30049 418 2705
Junction)
479 173 17122 Garodia Nagar 32336 372 497
74 96 17099 Pant Nagar 32460 233 93
519 531 17087 Laxmi Nagar 32321 446 452
Amrut Nagar
2894 5839 14141 32326 14471 3663
(Shreyas Cinema)
Ambewadi (Godrej
957 329 14770 21519 879 1164
Company)
496 1394 13872 Vikhroli Metro 21803 1776 823
144 245 13771 Surya nagar 20851 629 356
1504 2207 13068 Gandhi nagar 20578 2370 1661
0 41 13027 Naval Kousing 19868 170 0
Bhandup
2439 48 15417 19699 14 2984
mahapalika
380 449 15348 Bhandup Metro 22669 1027 219
Nahur Metro
2423 948 16823 21860 2026 4794
(Shagrila)
548 675 16696 Sonapur 24629 907 579
Mulund Fire
132 53 16775 24301 243 41
Station
515 851 16440 Mulund naka 24099 694 967
719 1163 15995 Teen Hath naka 24372 1658 641
1116 3208 13903 RTO Thane 23355 4175 1310

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Vol Vol
Boarding Alighting (CSMT- Stations (Gaimukh- Boarding Alighting
Gaimukh) CSMT)
Thane Mahapalika
1072 1037 13938 20489 1370 920
Marg
Siddheshwar Lake
31 721 13248 20039 515 116
(Cadbury Junction)
899 1155 12992 Majiwada 19640 2056 1140
574 2081 11485 KapurBawdi 18724 1940 677
545 1099 10931 Manpada 17460 1862 610
Patli Pada (Tikuji
1783 620 12094 16209 2404 2317
Ni wadi)
599 2429 10264 Dongari pada 16122 2793 1084
Kavesar Gaon
648 1499 9413 14413 2757 873
(Vijay Garden)
424 1808 8029 kasarvadavali 12530 2690 540
426 1557 6898 Gowniwada 10380 1906 641
0 6898 0 Gaimukh 9115 9115 0
45721 45722 17122 PHPDT/Ridership 32460 71101 71102
1168242

Table 10.4: Direction wise Volume and Boarding Alighting (2031)

Vol Vol
Boarding Alighting (CSMT- Stations (Gaimukh- Boarding Alighting
Gaimukh) CSMT)
2366 0 2366 CSMT Metro 0 0 7211
473 165 2674 Carnac Bunder 7211 2347 145
205 186 2693 Clock Tower 5009 120 392
655 294 3054 Wadi Bunder 5281 304 701
820 266 3608 Darukhana 5678 379 1226
95 4 3699 Coal Bunder 6525 7 151
546 19 4225 Hay Bunder 6669 42 221
257 403 4080 Sewri Metro 6848 427 1141
4683 755 8008 BPT Hospital 7563 1879 4172
1804 184 9627 Ganesh Nagar 9855 649 894
Wadala RTO (Bhatkti
2336 1317 10646 10100 320 12234
Park Metro)
2990 1002 12633 Wadala TT 22013 1330 6048
Anik Nagar (Anik
617 340 12910 26732 438 1064
Nagar Bus Dept)
1724 582 14052 Suman Nagar 27358 1433 2472
6210 2166 18096 Siddharth Colony 28397 5496 6137
Pestom Sagar (Amar
1191 335 18952 29038 496 1170
Mahal Junction)
254 2909 16297 Garodia Nagar 29712 7438 198
316 351 16261 Pant Nagar 22472 325 412
720 957 16023 Laxmi Nagar 22559 632 931
8156 1828 22351 Amrut Nagar 22859 4667 14815

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Vol Vol
Boarding Alighting (CSMT- Stations (Gaimukh- Boarding Alighting
Gaimukh) CSMT)
(Shreyas Cinema)
Ambewadi (Godrej
1078 2404 21024 33008 1300 2133
Company)
915 2030 19910 Vikhroli Metro 33840 2513 996
594 1322 19181 Surya nagar 32324 1182 609
4043 1829 21395 gandhi nagar 31751 1689 5355
892 215 22072 Naval Kousing 35417 979 1006
235 472 21835 Bhandup mahapalika 35443 951 335
1654 937 22552 Bhandup Metro 34828 1211 3017
Nahur Metro
1224 2436 21341 36635 8191 547
(Shagrila)
260 303 21297 Sonapur 28991 223 266
574 1038 20833 Mulund Fire Station 29034 1950 423
268 353 20749 Mulund naka 27507 437 527
1245 2145 19849 Teen Hath naka 27597 2580 1225
1073 1796 19126 RTO Thane 26242 1811 1994
Thane Mahapalika
1112 1784 18454 26425 1589 1889
Marg
Siddheshwar Lake
1713 2096 18071 26725 2726 2183
(Cadbury Junction)
1069 2245 16895 Majiwada 26182 2728 1265
2508 1073 18331 KapurBawdi 24719 819 872
8046 4682 21695 Manpada 24771 8219 8506
Patli Pada (Tikuji Ni
1130 3545 19280 25058 3963 2106
wadi)
1118 2976 17421 Dongari pada 23201 3028 1669
Kavesar Gaon (Vijay
0 2074 15348 21843 3209 0
Garden)
600 0 15948 kasarvadavali 18634 13 738
1156 1495 15609 Gowniwada 19359 2621 1253
0 15609 0 Gaimukh 17991 17991 0
68921 68921 22552 PHPDT/Ridership 36635 100649 100648
1695705
Source: DPR

10.7 SYSTEM REQUIREMENT

The corridor will be elevated as well as underground. The issue of Broad Gauge vs.
Standard Gauge for Metro in India has been debated for quite some time and the
decision is in favour of Standard Gauge. On the viaducts, it is proposed to adopt plinth
type ballastless track structure with RCC derailment guards integrated with the
plinths.

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10.8 CONSTRUCTION METHODOLOGY

The segmental construction has been proposed. The superstructure of a large part of
the viaduct comprises of simply supported spans. It is proposed to provide Double U
girders as superstructure for the viaduct.

10.9 MAINTENANCE DEPOT

The line will be part of Line 4 upto Gaimukh. Thus, separate maintenance Depot has
not been proposed for this corridor.

10.10 POWER REQUIREMENT

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

 Specific energy consumption of rolling stock at Pantograph/ Current Collector – 50

kWh/1000 GTKM for 25 kV ac system as per MOUD guideline.
 Elevated/at –grade station load – initially 250 kW, which will increase to 300 kW in
the year 2031.
 Auxiliary load of Underground station is of the order of 2200 kW initially, which will
increase to 2500 kW in the year 2031.
 Depot auxiliary load - initially 2000 kW, which will increase to 2200 kW in the year
2031.

Keeping in view of the train operation plan and demand of traction and power, power
requirements projected for the year 2021 and 2031 are summarized in table 10.4
below:

Table 10.4 Power Demand Estimation (MVA)

Corridor Load Year
2021 2031
Line-11: Wadala (Bhakti Park) to CSMT Traction 5.49 MVA 5.84 MVA
Metro (8 Underground and 2 Elevated Auxiliary 22.67 MVA 25.82 MVA
Stations, 12.774 km) Total 28.16 MVA 31.66 MVA

10.11 ENVIRONMENTAL BASELINE DATA

10.11.1 ENVIRONMENTAL SCOPING

Baseline environmental status in and around the proposed project depicts the
existing environmental conditions of the location. Baseline data was collected for
various/environmental attributes so as to compute the impacts that are likely to arise
due to proposed project.
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The scope of the present study includes detailed characterization of following

environmental components, which are most likely to be influenced by the proposed
project:

 Land Environment
 Water Quality (Surface + Ground water)
 Meteorological conditions
 Ambient Air Quality
 Noise Levels
 Biodiversity
 Socio Economic studies.
The information presented in this chapter has been acquired from various sources.
Data on land environment has been collected and compiled from various reports and
field surveys. The data on water, air, noise quality, and biodiversity were collected
through field studies, sampling and monitoring during March 2018. Climatological
data was collected from Indian meteorological Department. Efforts have been made
to compile the available data from literature, books, maps and reports. The
methodology adopted for data collection is highlighted wherever necessary.
Environmental Attributes and Frequency of Baseline Survey is presented in Table
10.5.

Table 10.5 Environmental Attributes And Frequency Of Monitoring

S. No Attribute Parameter No. of Source
Samples
LAND ENVIRONMENT
1 Geology Geological Status --- Literature review
2 Seismology Seismic Hazard --- Literature review
WATER ENVIRONMENT
3 Ground Water Physical, Chemical and Two Sampling/ Monitoring
Biological parameters locations
AIR, NOISE AND METEOROLOGY
4 Ambient Air Quality PM10,PM 2.5, SO2, NOx Three Sampling/ Monitoring
locations
5 Noise Noise levels in dB (A) Three Sampling/ Monitoring
Leq, Lmax, Lmin, L10, L50, locations
L90
6 Soil Quality Physico-chemical One Sampling/ Monitoring
parameters locations
SOCIO-ECONOMIC
7 Socio-economic Socio-economic profile Once Field Studies, Literature
aspects review.
ECOLOGY
8 Trees Number Once Filed Studies

The sampling/ monitoring sites have been depicted in Fig. 10.2.

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8. Sewri Metro

1. CSMT Metro

Fig. 10.2 Sampling/ Monitoring locations

10.12 LAND ENVIRONMENT

The Project area is situated in Mumbai. The elevation of the project area is ranging
between 2m to 16 m above the mean sea level (a-MSL). Parameters involved in land
environment are, physiography, geology and soils, and seismicity. These are
discussed in the following paragraphs.

10.12.1 Geography, Geology and Soil

The total area of Mumbai is 437.71 km2. Of this, the island city spans
67.71 km2 ,while the suburban area spans 370 km2 , together accounting for
437.71 km2 under the administration of Municipal Corporation of Greater
Mumbai (MCGM). Mumbai lies at the mouth of the Ulhas River on the western coast
of India, in the coastal region known as the Konkan. It sits on Salsette Island (Sashti
Island), which it partially shares with the Thane district. Mumbai is bounded by
the Arabian Sea to the west. Many parts of the city lie just above sea level, with
elevations ranging from 10 m to 15 ; the city has an average elevation of

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14 m. Northern Mumbai (Salsette) is hilly, and the highest point in the city is 450 m at
Salsette in the Powai–Kanheri ranges. Soil cover in the city region is predominantly
sandy due to its proximity to the sea. In the suburbs, the soil cover is largely alluvial
and loamy. The underlying rock of the region is composed of black Deccan basalt
flows, and their acidic and basic variants dating back to the late Cretaceousand
early Eocene eras.

10.12.2 Seismicity
The country has been classified into different zones indicating the intensity of
damage or frequency of earthquake occurrences. Mumbai sits on a seismically active
zone owing to the presence of 23 fault lines in the vicinity. Mumbai falls in zone III
according to IS 1893: 2002 which means an earthquake upto magnitude 6.5 on
Richer scale may be expected. (Figure 10.3).

Project Area

Figure 3.2 Seismic Zoning Map of India

10.13 WATER ENVIRONMENT

Water environment consists of water resources and its quality. Its study is important
from the point of view of assessing the sufficiency of water resources for the needs of
the project in its various stages of the project cycle and also to assess the impact of
the project on water environment. In the proposed project, ground water is proposed
to be used during operations to meet out domestic water requirements of the project
in case water is not made available by Municipal Corporation of Greater Mumbai
(MCGM). Hence its quality has been tested to evaluate its suitability for the intended
purpose. Anticipated impacts of the proposed project on water environment have also
been addressed.

10.13.1 Water Resources

Under colonial rule, tanks were the only source of water in Mumbai, with many
localities having been named after them. The MCGM supplies potable water to the
city from six lakes, most of which comes from the Tulsi and Vihar lakes. About 700
million litres of water, out of a daily supply of 3500 million litres, is lost by way of
water thefts, illegal connections and leakages, per day in Mumbai.

10.13.2 Hydrogeology and Ground Water

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The entire Mumbai district is underlain by basaltic lava flows of upper Cretaceous
to lower Eocene age. The shallow Alluvium formation of Recent age also occur
as narrow stretch along the major river flowing in the area. The data of Central
Ground Water Board (CGWB) from the year 1998 to 2007 shows decline in
ground water levels in major parts of Mumbai.

10.13.3 Water Quality

Water quality is the physical, chemical and biological characteristics of water. It is
most frequently used with reference to a set of standards against which compliance
can be assessed. The most common standards used to assess water quality are
related to drinking water, safety of human contact, and for health of ecosystems. An
understanding of the various factors influencing water quality is thus very important
as human health is largely dependent on the quality of water available for our use.
Water sampling Sites have been shown in Fig.10.2. Ground and surface water
samples were collected in July 2017. Water quality has been given in Table 10.6.

Groundwater quality is quite good. However total dissolved solids are a little higher
than the desirable limits but within permissible limits. All other parameters are well
within the desirable limits.

Table 10.6 Ground Water Quality at Project Site

Near IS : 10500:2012 (Limits)

S. PARAMETER Near
BPT UNIT Acceptabl Permissibl
No. CSMT
Hospital e e
Sampling Date: 03.03.2018
1 Colour < 5.0 < 5.0 Hazen 5 15
2 pH 6.90 7.16 – 6.5-8.5 No
relaxation
3 Total Hardness (as 296.0 318.0 – 200 600
CaCO3)
4 Calcium Hardness (as 192.0 165.0 NTU 75 200
CaCO3)
5 Iron (as Fe) < 0.1 < 0.1 – 0.3 No
relaxation
6 Chloride (as Cl) 99.8 56.4 mg/L 250 1000
7 Residual Free Chlorine < 0.2 < 0.2 mg/L 0.2 1
8 Fluoride (as F) < 1.0 < 1.0 mg/L 1 1.5
9 Total Dissolved Solids 650.0 668.0 mg/L 500 2000
10 Magnesium Hardness 82.0 144.0 mg/L 30 100
(as CaCO3)
11 Copper (as Cu) < 0.01 < 0.01 mg/L 0.05 1.5
12 Manganese (as Mn) < 0.1 < 0.1 mg/L 0.1 0.3
13 Sulphate (as SO4) 40.6 49.2 mg/L 200 400
14 Nitrate (as NO3) 1.16 1.06 mg/L 45 No
relaxation
15 Phenolic Compounds < 0.001 < 0.001 mg/L 0.001 0.002
16 Mercury (as Hg) < 0.001 < 0.001 mg/L 0.001 No

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Near IS : 10500:2012 (Limits)

S. PARAMETER Near
BPT UNIT Acceptabl Permissibl
No. CSMT
Hospital e e
relaxation
17 Selenium (as Se) < 0.005 < 0.005 mg/L 0.01 No
relaxation
18 Arsenic (as As) < 0.005 < 0.005 mg/L 0.01 0.05
19 Cyanide (as CN) Absent Absent mg/L 0.05 No
relaxation
20 Lead (as Pb) < 0.005 < 0.005 mg/L 0.01 No
relaxation
21 Zinc (as Zn) < 0.05 < 0.05 mg/L 5 15
22 Total Chromium (as < 0.01 < 0.01 mg/L 0.05 No
Cr) relaxation
23 Nickel (as Ni) < 0.01 < 0.01 mg/L 0.02 No
relaxation
24 Aluminium (as Al) < 0.01 < 0.01 mg/L 0.03 0.2
25 Boron (as B) < 0.25 < 0.25 mg/L 0.5 1
26 Cadmium (as Cd) < 0.001 < 0.001 mg/L 0.003 No
relaxation
27 Total Suspended < 5.0 < 5.0 mg/L - -
Solids
28 Biological oxygen < 2.0 < 2.0 mg/L - –
demand
29 Chemical oxygen < 4.0 < 4.0 mg/L - –
demand
30 Oil & Grease ND ND mg/L - -
31 Pesticides ND ND mg/L 0.1 No
relaxation
32 Total Phosphate < 0.3 < 0.3 mg/L - -
33 Total Kjheldal Nitrogen < 1.0 < 1.0 mg/L 100 -
34 Dissolved Oxygen 4.1 5.6 mg/L - -
35 Poly Aromatic ND ND mg/L 0.0001 No
Hydrocarbon relaxation
36 Total Coliform Absent Absent MPN/100 Shall not -
ml be
detectable
in 100ml
sample
ND-Not Detected

Table 10.7 Surface Water Quality at Project Site

S. No. PARAMETER Near Coal Ganesh UNIT

Sampling Date: 03-03-2018 Bunder Nagar
1 Colour 30 25 Hazen
2 pH 7.12 7.26 –
3 Total Hardness (as CaCO3) 64.0 82 mg/L
4 Calcium Hardness (as CaCO3) 37.0 48 mg/L

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S. No. PARAMETER Near Coal Ganesh UNIT

Sampling Date: 03-03-2018 Bunder Nagar
5 Iron (as Fe) < 0.1 < 0.1 mg/L
6 Chloride (as Cl) 32.9 39.9 mg/L
7 Residual Free Chlorine < 0.2 < 0.2 mg/L
8 Fluoride (as F) < 1.0 < 1.0 mg/L
9 Total Dissolved Solids 207.0 272.0 mg/L
10 Magnesium Hardness (as CaCO3) 39.0 36.0 mg/L
11 Copper (as Cu) < 0.01 < 0.01 mg/L
12 Manganese (as Mn) < 0.1 < 0.1 mg/L
13 Sulphate (as SO4) 29.3 24.8 mg/L
14 Nitrate (as NO3) 9.18 11.18 mg/L
15 Phenolic Compounds < 0.001 < 0.001 mg/L
16 Mercury (as Hg) < 0.001 < 0.001 mg/L
17 Selenium (as Se) < 0.005 < 0.005 mg/L
18 Arsenic (as As) < 0.005 < 0.005 mg/L
19 Cyanide (as CN) Absent Absent mg/L
20 Lead (as Pb) < 0.005 < 0.005 mg/L
21 Zinc (as Zn) 0.16 0.21 mg/L
22 Total Chromium (as Cr) < 0.01 < 0.01 mg/L
23 Nickel (as Ni) <0.01 <0.01 mg/L
24 Aluminium (as Al) < 0.01 < 0.01 mg/L
25 Boron (as B) < 0.25 < 0.25 mg/L
26 Cadmium (as Cd) < 0.001 < 0.001 mg/L
27 Total Suspended Solids 157.0 187.0 mg/L
28 Biological oxygen demand 9.9 13.9 mg/L
29 Chemical oxygen demand 41.6 47.6 mg/L
30 Oil & Grease ND ND mg/L
31 Pesticides ND ND mg/L
32 Total Phosphate < 0.3 < 0.3 mg/L
33 Total Kjheldal Nitrogen 1.58 1.58 mg/L
34 Dissolved Oxygen 5.9 5.2 mg/L
35 Poly Aromatic Hydrocarbon ND ND mg/L
36 Total Coliform Absent Absent MPN/100 ml
ND - Not Detected

10.14 METEOROLOGY

10.14.1 General
Mumbai has a tropical climate, specifically a tropical wet and dry climate (Aw) under
the Köppen climate classification, with seven months of dryness and peak of rains in
July. The cooler season from December to February is followed by the summer
season from March to June. The period from June to about the end of September
constitutes the south-west monsoon season, and October and November form the
post-monsoon season.

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Between June and September, the south west monsoon rains lash the city. Pre-
monsoon showers are received in May. Occasionally, north-east monsoon showers
occur in October and November. The maximum annual rainfall ever recorded was
3,452 mm for 1954. The highest rainfall recorded in a single day was 944 mm on 26
July 2005. The average total annual rainfall is 2,146.6 mm for the Island City, and
2,457 mm for the suburbs.

The average annual temperature is 27.2 °C, and the average annual precipitation is
2,167 mm. In the Island City, the average maximum temperature is 31.2 °C, while the
average minimum temperature is 23.7 °C. In the suburbs, the daily mean maximum
temperature range from 29.1 °C to 33.3 °C, while the daily mean minimum
temperature ranges from 16.3 °C to 26.2 °C. The record high is 42.2 °C set on 14
April 1952, and the record low is 7.4 °C set on 27 January 1962.

10.14.2 Temperature
The temperature data for Mumbai has been taken. The month-wise minimum &
maximum temperatures have been given in Table 10.8.

Table 10.8 Normal Temperature at Mumbai

Month Mean Daily Maximum Mean Daily Minimum Temperature,
o o
Temperature, C C
January 30.7 16.8
February 31.2 17.8
March 32.5 21.0
April 33.0 23.9
May 33.3 26.3
June 32.1 26.0
July 30.0 24.9
August 29.6 24.7
September 30.4 24.3
October 33.2 23.4
November 33.5 20.9
December 32.0 18.6
Annual 31.8 22.4
Source: India Meteorological Department, Govt. of India.

10.14.3 Rainfall
The detail of rainfall at the Mumbai (Santacruz) is given in Table 10.9.

Table 10.9 Monthwise Rainfall at Mumbai

S. No. Month Rainfall Peak Rainfall
1 January 0.6
2 February 1.3
3 March 0.2
4 April 0.7
5 May 12.5
6 June 523.1
7 July 799.7
8 August 529.7 2220.6

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S. No. Month Rainfall Peak Rainfall

9 September 312.3
10 October 55.8
11 November 16.8
12 December 5.3
Annual Annual 2258.0
Source: India Meteorological Department, Govt. of India.

10.15 AIR ENVIRONMENT

The atmospheric concentrations of air pollutants were monitored at 2 locations near

the proposed alignment during the month of July 2017. Locations of air monitoring
station are shown in Figure 10.2. Air Monitoring was carried out for PM10, NOx, SO2
and CO . Results of the air quality monitoring are presented in Table 10.10.

Table 10.10 Ambient Air Quality Results

S.No. PARAMETER Particulate Particulate Sulphur Nitrogen Carbon
Matter (PM10 ) Matter dioxide (as dioxide (as monoxide (as
(PM2.5) SO2) NO2) CO)

UNIT µg/m3 µg/m3 µg/m3 µg/m3 mg/m3

03/04-03-2018

1 CSMT 213.6 66.3 8.98 23.1 < 1.15

2 Coal Bunder 217.6 87.5 8.91 24.9 < 1.15

3 Ganesh Nagar 196.2 75.5 8.61 21.6 < 1.15

04/05-03-2018

1 CSMT 239.7 73.3 7.99 21.8 < 1.15

2 Coal Bunder 227.3 8.97 8.86 22.4 < 1.15

3 Ganesh Nagar 185.2 73.4 8.09 21.5 < 1.15

Limits as per EPA Act 100.0 60.0 80.0 80.0 4.0

The results show that the concentration of all parameters is within permissible limits
except suspended particulates PM10 as well as PM2.5.

10.16 NOISE ENVIRONMENT

Noise is responsible for adverse impact on physical and mental health of the people.
The other impacts are:

 Physiological effects,
 Hearing impairment,
 Communication interference, and
 Sleep disruption

Noise level survey was conducted along the alignment with an objective to establish
the baseline noise levels and assess the impacts of total noise expected due to the
proposed metro. Noise levels were measured at nine locations on 03-05 March 2018

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for 24 hours. The locations of Noise level monitoring has been shown in Fig.10.2.
The noise levels so obtained are summarized in Table 10.11.

Table 10.11 Noise Levels [Values in dB(A)]

S.No. Location\ Parameter Day/Night Leq Lmax Lmin L90 L50 L10
03/04-03-2018
1 CSMT L Day 64.4 73.6 46.2 61.4 64.4 67.7
L Night 51.6 68.5 41.2 47.5 51.3 54.3
2 Coal Bunder L Day 63.5 74.7 52.6 48.8 68.7 69.7
L Night 53.6 64.8 44.8 46.6 54.5 59.4
3 Ganesh Nagar L Day 63.1 74.4 47.8 58.7 63.7 65.5
L Night 54.8 68.3 44.6 47.6 48.6 54.6
04/05-03-2018
1 CSMT L Day 63.5 72.6 62.3 54.1 65.2 69.5
L Night 57.8 64.8 48.1 46.5 57.2 59.8
2 Coal Bunder L Day 64.4 75.5 47.3 60.5 63.9 66.4
L Night 52.3 70.0 44.5 48.3 52.8 53.4
3 Ganesh Nagar L Day 63.2 76.3 62.5 55.1 66.6 70.6
L Night 58.6 59.4 47.8 45.4 54.2 58.6

Allowable Noise Levels dB (A) :

Category of Day Time Night Time
Area/Zone
Industrial Area 75 70 EPA-1986, Noise pollution
Commercial Area 65 55 (Regulation Control),
Residential Area 55 45 Rule-2000, PCLS/02/1992,
Silence Area 50 40 IVth Edition.
Day Time (6.00 Am-10.00 Pm); Night Time (10.00 Pm-6.00Am)

The observed noise level is higher than the permissibble limits which may be due
to heavy traffic movement on the western express highway.

10.17 SOIL QUALITY

Soil quality in project area has been worked out by sampling at one location and the
test results are given in Table 10.12

Table 10.12 Soil Sample Analysis Sampling Date:- 11.07.2017

S.
PARAMETER Bhakti Park UNIT
No.
1 pH 7.02 -
2 Conductivity 594 µs/cm
3 Calcium as Ca 1228.4 mg/kg
4 Sodium as Na 137.5 mg/kg
5 Potassium as K 129.7 mg/kg

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S.
PARAMETER Bhakti Park UNIT
No.
6 Organic Matter 0.82 mg/kg
7 Magnesium as Mg 328.8 % by mass
8 Texture Sandy Clay mg/kg
9 Sand 56.9 % by mass
10 Slit 15.7 % by mass
11 Clay 27.4 % by mass
12 Nitrogen Available 657.3 mg/kg
13 Phosphorus 65.9 mg/kg

10.18 TREES

Tree survey has been carried out along the proposed alignment. Tree with Girth at
Breast Height (GBH) is 30 cm have been counted. The alignment does not pass
through any forest area. About 53 trees are likely to be felled due to the project
allignment between Bhakti Park and Chainage 8022 including station areas. No rare
or endangered species of trees have been noticed during field survey.

10.19 SOCIO- ECONOMIC CONDITIONS

Socially and culturally this area is cosmopolitan in nature. According to the 2011
census, the population of Mumbai was 12,479,608. The population density is
estimated to be about 20,482 persons per square kilometre. The living space is 4.5sq
metre per person. As Per 2011 census, Greater Mumbai, the area under the
administration of theMCGM, has a literacy rate of 94.7%, higher than the national
average of 86.7%.

The sex ratio was 838 (females per 1,000 males) in the island city, 857 in the
suburbs, and 848 as a whole in Greater Mumbai, all numbers lower than the national
average of 914 females per 1,000 males. The low sex ratio is partly because of the
large number of male migrants who come to the city to work. Mumbai has a large
polyglot population like any other metropolitan city of India. Sixteen major languages
of India are also spoken in Mumbai, most common being Marathi, Hindi, Gujarati and
English. English is extensively spoken and is the principal language of the city's white
collar workforce. A colloquial form of Hindi, known as Bambaiya – a blend of
Marathi, Hindi, Gujarati, Konkani, Urdu, Indian English and some invented words – is
spoken on the streets. Mumbai suffers from the same major urbanisation problems
seen in many fast growing cities in developing countries: widespread poverty and
unemployment, poor public health and poor civic and educational standards for a
large section of the population. With available land at a premium, Mumbai residents
often reside in cramped, relatively expensive housing, usually far from workplaces,
and therefore requiring long commutes on crowded mass transit, or clogged
roadways. Many of them live in close proximity to bus or train stations although
suburban residents spend significant time travelling southward to the main

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commercial district. With a literacy rate of 69%, the slums in Mumbai are the most
literate in India.

10.20 SOCIO-ECONOMIC SURVEY

A socio-economic survey was undertaken in March 2018 for the proposed corridors
to assess the socio-economic conditions of project-affected families/people and to
examine the impacts of the proposed metro alignment on their conditions. The survey
has been undertaken on the corridor using structured questinnaire. It was found that
there are about 116 Shops, 62 houses, 2 sheds, part of 2 factories and some area of
Bharat Petroleum are likely to be affected due to the project.

10.21 ARCHAEOLOGICAL SITES

There are many heritage sites in Mumbai which are very much far off from the
corridor alignment.

10.22 ENVIRONMENTAL IMPACTS ASSESSMENT

10.22.1 General
The primary function of an environmental impact assessment study is to predict and
quantify the magnitude of impacts, evaluate and assess the importance of the
identified changes and formulate plans to monitor and mitigate the actual changes.
Environmental impacts could be positive or negative, direct or indirect, local, regional
or global, reversible or irreversible. The main aim of the project is to decongest the
road traffic. The project is designed keeping in view population growth, future traffic
demands and environmental protection aspects.

Negative impacts likely to result from the proposed development have been listed
under the following headings:
- Impacts due to Project Location;
- Impacts due to Project Design;
- Impacts due to Construction; and
- Impacts due to Project Operation.
For each of these headings, potential impacts have been considered.

10.22.2 Environmental Impacts

This section identifies and appraises the negative impacts on various aspects of the
environment likely to result from the proposed development. It is pertinent to mention
that the negative environmental impacts listed below are based on the assumption
that no negative impact mitigation measure or benefit enhancements are adopted.
 Land Environment
 Water Environment
 Air Environment
 Noise Environment
 Biological Environment
 Socio-Economic Environment

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The impacts on the above environmental components have been further assessed
during various phases of project cycle namely project location, project design,
construction and operation.

A. 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:
- Project Affected People (PAPs)
- Change of Land use;
- Loss of trees/forest;
- Utility/Drainage Problems,
- Socio-economic impacts;
- Impact on Historical and Cultural Monuments;

 Project Affected People (PAPs)

There will be acquisition of private land and property in this project hence there are
many PAPs as a result of the project activity. Detailed socio-economic assessment
has been made for PAPs in Social Impact Assessment.

 Change of Land Use

The details of land required (permenant and temporary) and change in land use are
presented in Table 10.13. The required land (permenant & temporary) for the
construction of the proposed alignment is both government as well as private land
which shall be allotted by Mumbai Metropolital Regional Development Authority.
Private land will be acquired as per the provisions of The Right to Fair Compensation
and Transparency in Land Acquisition, Rehabilitation and Resettlement Act 2013 (Act
30 of 2013) and Resettlement and Rehabilitation Policy for Mumbai Urban Transport
Project (MUTP) notified in March 1997 and amended in December 2000.
Table 10.13 Change in Land Use (m2)
S.No. Permanent Land Requirement Govt. Private Total
1. Station & facilities 12448 1590 14038
2. Running Section 20584 6977 27561
3. Ramp 3957 0 3957
4. Receiving Sub Station 5600 0 5600
5. Ventillation Shaft 800 0 800
6. Ancillary Structures 3150 450 3600
Total 51541 8983 60524
Temporary Land Requirement
1. Office/ Site Office 4000 0 4000
2. Segment Casting Yards 40000 0 40000
Construction of UG stations by cut 0 7674 7674
and cover method
3. Portion of alignment before start of 4772 0 4772
Ramp by Cut and Cover method
Total 48772 7674 56446
Source: DPR

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 Loss of Forests/ Trees

The proposed metro lines are in urban/ city area and will not pass through any
forests. Hence no loss to forest is anticipated due to the project. However, trees do
exist in patches in the corridor selected for the project. There are about 53 trees
which are likely to be felled during construction. These include trees in alignment,
station area and Depot area. Trees are assets in purification of urban air, which by
utilizing CO2 from atmosphere, release oxygen into the air. Trees help carbon
sequestration acting as a carbon sink. By removing the carbon and storing it as
cellulose, trees release oxygen back into the air.

 Utility/ Drainage Problems

Metro lines are mostly planned to run through the urban area. The alignment will
cross many properties, canals/ drains/ nalas, large number of sub-surface, surface
and utility services, viz. sewer, water mains, storm water drains, telephone cables,
overhead electrical transmission lines, electric pipes, roads, 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. Since these affect construction and project implementation time schedule/
costs for which necessary planning/ action needs to be initiated in advance.

 Socio-Economic Impact on PAPs

As such 116 shops, 62 houses 2 sheds and part of 2 factories have been found to be
affected due to land acquisition for the proposed Mumbai metro project. Almost all
the establishments are being affected due to ROW of the alignment and Station
areas. It is also found that 156 employees are also working in the affected
commercial establishments mostly shops. These are also getting affected and shall
be compensataed as per Act 30 of 2013 and for resettlement and rehabilitation policy
for Mumbai Urban Transport Project (MUTP). There would be an effort to restore
their socio-economic status by resettling and rehabilitating the affected owners of
commercial properties and their employees.

 Impact on Archaeological Sites

There is no historical monument having any archeological value in the vicinity of the
proposed alignment. Thus on this aspect there would be no impact.

B. Impacts Due to Project Design

Considered impacts, due to project designs are:

- Lighting,
- Risk Due to Earthquake.

 Lighting
The platforms, concourse, staircase and escalator areas both for elevated stations
will have adequate and uniform fluorescent lighting to provide pleasant and cheerful
environment. It is proposed to adopt the norms prevailing in Metro for illumination. It
is pertinent to note that care has been taken at design stage itself to avoid too much

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illuminating the stations which could attract birds during night. Maximum illumination
level proposed is 200Lux which provides normal lighting.

 Risk Due to Earthquake

The project area lies in Zone III of Bureau of Indian Standards (BIS) Seismic Zoning
Map (Fig. 10.3). Seismic factor proposed by India Meteorological Department (IMD)
for the purpose of design of Civil Engineering structures shall be incorporated
suitably while designing the structures.

C. Impacts Due to Project Construction

Although environmental hazards related to construction works are mostly of
temporary nature. Appropriate measures should be included in the work plan and
budgeted for. The most likely negative impacts related to the construction works are:

- Top Soil erosion, pollution and health risk at construction site,

- Traffic diversion and risk to existing building,
- Excavated soil disposal problems,
- Dust Generation,
- Increased water demand,
- Impact due to Supply of Construction Material,
- Disposal of Construction and Demolition Waste,
- Impacts due to batching plant and casting yard,
- Noise Pollution

 Soil Erosion, Pollution and Health Risk at Construction Site

Every care has to be taken to avoid damage to the top soil. It has to be preserved
and utilized. Problems could arise from dumping of construction spoils (Concrete,
bricks) waste materials (from contractor camps) etc causing surface and ground
water pollution. However, it is proposed to have mix concrete directly from batching
plant for use at site. Health risks include disease hazards due to lack of sanitation
facilities in labour camps (water supply and human waste disposal) and insect vector
disease hazards of local workers and disease hazards to the local population.
Mitigation measures should include proper water supply, sanitation, drainage, health
care and human waste disposal facilities. In addition to these, efforts need to be
made to avoid water spills, adopt disease control measures and employment of local
labour. Problems could arise due to difference in customs of workers from outside
and local residents. These risks could be reduced by providing adequate facilities in
worker’s camps, raising awareness amongst workers and by employment of
preferably local labour.

 Traffic Diversions and Risk to Existing Buildings

During construction period, complete/partial traffic diversions on road will be required,
as most of the construction activities are on the part of western express highway and
service road. Advance traffic updates/ information on communication systems will be
an advantage to users of affected roads. The rail corridor does not pose any serious
risk to existing buildings since there is significant cover above the roof of metro
corridor in underground section and safe distance between buildings and proposed

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corridor in elevated section of the corridor except at a few shops the alignment is
passing over the shops. Here special care has to be taken for safety of the structures
during construction when they will be shifted.

 Problems of Excavated Soil and Bentonite Disposal

The proposed alignment is elevated and thus the excavation would be limited to piers
and their piling. The soil would be used for refilling at station site. If there would be
some residual soil, it would be utilized by MMRDA for internal use for refilling Depot
sites and, if surplus, it would be disposed off at designated locations as per Mumbai
Authority directions. Some Bentonite muck would also be generated in the project.
Disposal of Bentonite would be at designated land fill site.

 Dust Generation
Transportation of earth and establishment of the material will involve use of heavy
machinery like compactors, rollers, water tankers, and dumpers. This activity is
machinery intensive resulting in dust generation. However, this activity will be only
short-term. Protective measures shall be undertaken during construction phase.
Movement of trucks and other heavy equipments at construction site would generate
dust during construction phase.

 Increased Water Demand

The water demand will increase during construction phase for meeting out drinking
and domestic water requirement of workers. Sufficient water for construction purpose
would be made available by MCGM as it is responsible for water supply in Mumbai.
Water requirement for construction of Metro will be met through the public supply. It
is suggestedto use treated STP water for the purpose of Construction. Proper care
shall be taken while drawing water from public facilities to avoid any negative impact
on the residents living in the vicinity of project whose water demand is, in any case,
met by Municipal Corporation of Greater Mumbai supplied water.

 Impact due to Supply of Construction Material

Metro construction is a material intensive activity. Huge quantity of different
construction materials will be required for construction of metro corridor. These shall
be sourced from the nearest source. Quarry operations are independently regulated
activities and outside the purview of the project proponent. The construction material
shall be sourced only from legalized and approved quarries.

 Generation of Construction and Demolition Waste

Construction and demolition (C&D) debris is defined as that part of the solid waste
stream that results from land clearing and excavation, and the construction,
demolition, remodeling and repair of structures, roads and utilities. C&D waste
includes concrete, stones and dirt generated during excavation (sometimes
collectively referred to as "fill material" or rubble). C& D Waste may be generated
from Pile caps, residual cement bags, residual steel scrap, excess construction
material stacked at site etc. It is a waste stream that is separate and distinct from
residential and commercial waste, commonly called municipal solid waste (msw).

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The C& D waste would be handled and disposed off to C&D waste processing facility
or for back filling of low lying areas, leaving no significant impact on environment.

 Impacts due to Casting Yard and Batching Plant

During construction phase there would be establishment and operation of Batching
Plant and Casting Yard which would be located in an area designated and allotted by
MMRDA away from habitation. There would be requirement to get NOC (Consent to
establish) and Consent to operate under water and air Acts from Maharashtra
Pollution Control Board. Simultaneously, there would be requirement to get the
authorization for storage and handling of hazardous chemicals to store and handle
used oils and other such materials. The Application forms for seeking Consent to
establish, Consent to Operate and Authorization for storage of Hazardous chemicals
are available from the office of Maharashtra Pollution Control Board at Mumbai.

 Noise Pollution
The major sources of noise pollution during construction are movement of vehicles
for transportation of construction material to the construction site and the noise
generating activity at the construction site itself. The Metro construction is equipment
intensive.

 Loss of Historical and Cultural Monuments

No historical/ cultural monuments will be lost as a result of the proposed
development.

D. Impacts Due to Project Operation

Along with many positive impacts, 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,
- Water supply and sanitation at Stations,
- Station refuse disposal and sanitation,
- Pedestrianization and visual issues

 Noise Pollution
During the operation phase the main source of noise will be from running of metro
trains. Noise radiated from train operations and track structures generally constitute
the major noise sources. Airborne noise is radiated from elevated structures. The
noise level at 2 m distance from the rail alignment is about 73 dB(A). The noise level
reduces with distance logarithmically.

 Water Supply and Sanitation at Stations

Public facilities such as water supply, sanitation and wash rooms are very much
needed at the stations. The water requirement for stations would be for drinking,
toilets, cleaning and also for other purpose like AC. Water Demand as per existing
norms in working metros is about 23 kld for each elevated station and about 100 kld
for an underground station. It is assumed that there would be similar water
requirements in Mumbai Metro as well. Raw water should be treated and brought to

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national drinking water standards, before used for consumption. In addition, water will
be required for contractor’s camps during construction. The water requirement for the
stations will be met through the public water supply system or purpose built tubewells
after taking necessary approvals from CGWA. However, as an environmental
conservation measure, rainwater harvesting structure will also be constructed at
stations and along the via-duct.

There would be total water requirement of 869 KLD in 8 underground stations@

100kld and 2 elevated stations @ 23 KLD for each station. However, arrangement of
water will have to be made at each station separately.

 Station Refuse
The collection and removal of refuse from stations in a sanitary manner is of great
importance for effective vector control, nuisance abatement, aesthetic improvement
and fire protection. The refuse from station includes;
- Garbage,
- Rubbish, and
- Floor Sweepings.

As per the available data from Delhi Metro Phase I and II, the solid waste generation
is about 0.8 – 1.2 cum/day at elevated stations. Thus, about 9 to 13 cum of solid
waste will be generated from nine stations of this corridor of Mumbai metro. The
maintenance of adequate sanitary facilities for temporarily storing refuse on the
premises is the responsibility of the project authorities. The storage containers for this
purpose need to be designed. To avoid odour and the accumulation of fly-supporting
materials, garbage containers should be washed at frequent intervals

 Visual Impacts
The introduction of MRTS implies a change in streets through which it will operate.
An architecturally well designed elevated section can be pleasing to the eyes of
beholders. Recent MRTS projects have attempted to incorporate this objective in
their designs. Since a low profile would cause the least intrusion, the basic elevated
section has been optimised at this stage itself.

E. Positive Environmental Impacts

Based on project particulars and existing environmental conditions, potential impacts
that are likely to result from the proposed Mumbai metro corridors development have
been identified and wherever possible these have been quantified. This chapter deals
with the positive impacts of the project. The introduction of the corridor will also yield
benefits from non-tangible parameters such as saving due to equivalent reduction in
road construction and maintenance, vehicle operating costs, less atmospheric air
pollution and socio-economic benefits of travel time, better accessibility, better
comfort and quality of life. However, all benefits cannot be evaluated in financial
terms due to non-availability of universally accepted norms. The parameters such as
economic growth, improvement in quality of life, reduction in public health problems
due to reduction in pollution, etc have not been quantified.
Various positive impacts have been listed under the following headings:

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 Employment Opportunities;
 Enhancement of Economy;
 Mobility, Safety and reduced accidents;
 Traffic Congestion Reduction;
 Reduced Fuel Consumption;
 Reduced Air Pollution;
 Reduction in Number of Buses/ Auto rickshaws, and

 Employment Opportunities
The project is likely to be completed in a period of about 4 years. During this period
manpower will be needed to take part in various activities. About 1000 persons are
likely to work during peak period of activity. In operation phase of the project about 35
persons per kilo meter length of the corridor, ie (approx. 405 persons) may be
employed for operation and maintenance of the proposed system in shifts. Thus the
project would provide substantial direct employment. Besides, more people would be
indirectly employed in allied activities and trades.

 Enhancement of Economy
The proposed transport facility of MMRDA will facilitate sub-urban population to move
quickly. With the development of CSMT- Bhakti Park (Wadala) corridor, it is likely that
more people will be involved in trade, commerce and allied services. MMRDA will,
however, make it convenient for more people to move in the present suburban areas.
This will reduce population pressure on urban area and will be a boom to rural
economy.

 Mobility Safety and Reduced Accidents

The metro network increases the mobility of people at faster rate. The proposed
corridor will provide more people connectivity to other parts of the city. Metro journey
is safe and result n reduced accidents on roads.

 Traffic Congestion Reduction

To meet the forecast transport demand in the year 2026, it is estimated that the
number of buses will have to be more. During this period personalised vehicles may
also grow. Together, they will compound the existing problems of congestion and
delay. The proposed development will reduce journey time and hence congestion
and delay.

 Reduced Fuel Consumption

On implementation of the project, it is estimated that both petrol and diesel
consumption will get reduced. The saving will be due to two factors namely
Reduction in vehicles and decongestion on roads.

 Carbon Credits
Due to savings in fuel and reduction in airpollution etc carbon credit would be
generated during operation of the metro rail similar to the experience with Delhi Metro

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Rail Corporation Ltd. However, at this stage calculation of carbon credits is not
feasible.

 Improvement of Quality of Life

Development of Metro rail in the city would lead to overall improvement of quality of
life of local populace by virtue of availability of better transport facility at competitive
rates, better road safety, reduced pollution, improved general health etc.

F. CHECKLIST OF IMPACTS

The impact evaluation determines whether a project development alternative is in

compliance with existing standards and regulations. It uses acceptable procedures
and attempts to develop a numeric value for total environmental impact. A
transformation of the review of multiple environmental objectives into a single value
or a ranking or projects is the final step in impact assessment. There are about
hundred methods for carrying out impact assessment, which can be grouped into the
following categories:

 Ad-hoc method,
 Checklist,
 Matrix,
 Network,
 Overlays,
 Environmental Index and
 Cost Benefit analysis.

Each of the methods is subjective in nature and none of these is applicable in every
case. Of the 7 methods listed above, checklist has been used and presented.
Checklist is a list of environmental parameters or impact indicators which encourages
the environmentalist to consider and identify the potential impacts. A typical checklist
identifying anticipated environmental impacts is shown in Table 10.14.

Table 10.14 Checklist Of Impacts

Negative No Positive
S. No. Parameter
Impact Impact Impact
A. Impacts due to Project Location
i. Displacement of People *
ii. Change of Land use and Ecology *
iii. Loss of Cultural and Religious Structures *
iv. Socio-economic Impacts *
v. Loss of Trees *
vi. Drainage & Utilities Problems *
B. Impact due to Project Design
i. Platforms - Inlets and Outlets *
ii. Ventilation and Lighting *
iii. Station Refuse *
iv. Risk due to Earthquakes *
C. Impact due to Project Construction
i. Top Soil Erosion, Pollution and Health risk *
ii. Traffic Diversions and *
iii. Risk to Existing Buildings *
iv. Problems of Soil Disposal and Seepage Risk *
v. Dust Generation *

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Negative No Positive
S. No. Parameter
Impact Impact Impact
vi. Increased Water Demand *
vii. Supply of Construction Material *
viii. Construction and Demolition Waste *
ix. Batching Plant and Casting Yard *
x. Noise *
D. Impact due to Project Operation
i. Oil Pollution *
ii. Noise *
iii. Water supply and sanitation *
iv. Pedestrian Issues *
v. Visual Impacts *
vi. Station Illumination *
vii. Employment Opportunities *
viii. Enhancement of Economy *
ix. Mobility *
x. Safety *
xi. Traffic Congestion Reduction *
xii. Less fuel Consumption *
xiii. Less Air Pollution *
xiv. Carbon dioxide Reduction *
xv. Reduction in Buses *
xvi. Reduction in Infrastructure *

10.23 ANALYSIS OF ALTERNATIVES AND PUBLIC CONSULTATION AND

INFORMATION DISCLOSURE

10.23.1 Analysis of Alternatives

The alternative probable corridors were discussed with representatives of local
authorities and finally a network comprising of 146.5 km was selected as Master Plan
for Mumbai Metro. The most important criteria in finalizing the Master plan were:

• To serve areas of population and employment concentration not served hereto.

• To ensure regional linkages and connectivity to rail system proposed in adjoining
regions like Thane and Navi Mumbai.
• Maximum inter-modal integration with existing and committed suburban rail network.
• Easy connectivity to depot sites.
• Feasibility of the minimum values for system parameters in terms of vertical curves,
horizontal curves and gradients.

All the above reports have been submitted to MMRDA.

An SPV named as Mumbai Metro rail Corporation Ltd. (MMRC) is incorporated and
implementation of Line -3 between Colaba- BKC-Aarey is being done by the SPV. Line
no 1 viz. Versova - Andheri - Ghatkopar has been implemented and commissioned
on 8th June 2014 The work was done on Public Private Partnership (PPP) mode
by a Special Purpose Vehicle, Mumbai Metro one, comprising of Government of
Maharashtra, Reliance Infrastructure and VOELIA of France. A special purpose vehicle
(SPV) was formed for line no 2, viz. Charkop - Bandra - Mankhurd corridor. SPV
comprises of Government of Maharashtra, Reliance Infrastructure and SNC Lavalin of
Canada. However, the implementation of this Line did not take off.

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In November / December 2009, MMRDA awarded the work of preparing Detailed Project
Reports for following corridors to parties as indicated below:

Charkop - Dahisar (7.5 Km) M/s SPAN Consultants

Andheri (E) - Dahisar M/s SPAN Consultants
BKC Kanjur Marg (19.5 Km) with M/s RITES
extension from BKC to Mahim
Ghatkopar - Mulund (12.5 Km) M/s Consulting Engineering Services
Wadala - Carnac Bunder M/s Consulting Engineering Services

All the above reports have been submitted to MMRDA.An SPV named as Mumbai
Metro rail Corporation Ltd. (MMRC) is incorporated and implementation of Line -3
between Colaba- BKC-Aarey is being done by the SPV. MMRDA now intends to
implement other corridors by itself.

Various alternatives were explored by the DMRC before arriving at the preferred
mode of transport and technical design. The project is unique in the sense that
alternative alignments were not evaluated as it was the principal objective of
the Comprehensive Mobility Plan to connect various parts of suburbs.

Need to Increase Public Transport Share

The proposed corridor is part of MMRDA's Comprehensive Mobility Plan (CMP),
which included strategies on motorized and non-motorized modes to enhance
mobility and economic development. The metro was conceived in recognition to the
heavy reliance of the population to private buses as public transport that is
inadequate and routes are unregulated causing confusion and congestion.

10.23.2 Public Consultation and Disclosure

Public consultation and participation is a continuous two way process, involving,
promoting of public understanding of the processes and mechanisms through
which developmental problems and needs are investigated and solved. The public
consultation, as an integral part of environmental and social assessment process
throughout the project preparation stage not only minimizes the risks and
unwanted political propaganda against the project but also abridges the gap
between the community and the project formulators, which leads to timely
completion of the project and making the project people friendly. Public
consultations with the people of different sections of the society along the project
alignment, shopkeepers, and influential persons of the project area will be
made. Attention shall be given to potential vulnerable people like, squatters,
encroachers, schedule caste, and other backward section (OBC) of society shall
be consulted to make them aware and identify adverse impacts of the project.

A. Consultation with Stakeholders

Consultations were conducted at the early stage of EIA preparation, mostly
involving local communities and organizations. Successive consultations shall be
conducted by the MMRDA after the initial drafting of this report that includes

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representatives of local communities and entities tasked with the regulation of the
road development and environmental protection.

B. Compliance with Regulatory and Funding Agency Requirement

As per Indian Environmental Regulations, public hearing is not required, as railway
projects do not attract EIA Notification 2006, amended 2009. Meaningful consultations
will be undertaken consistent with the requirements of funding agencies. All the five
principles of information dissemination, information solicitation, integration, co
ordination and engagement into dialogue will be incorporated in the consultation
process.

10.24 ENVIRONMENTAL MANAGEMENT PLAN

10.24.1 Management Plans

The Mumbai Metro Project will provide employment opportunity, quick mobility
service and safety, traffic congestion reduction, less fuel consumption and air
pollution on one hand and problems of muck disposal, traffic diversion, utility
dislocation etc. on the other hand. The most reliable way to ensure that the plan will
be integrated into the overall project planning and implementation is to establish the
plan as a component of the project. This will ensure that it receives funding and
supervision along with the other investment components. For optimal integration of
EMP into the project, there should be investment links for:

 Funding,
 Management and training, and
 Monitoring.

The purpose of the first link is to ensure that proposed actions are adequately
financed. The second link helps in embedding training, technical assistance, staffing
and other institutional strengthening items in the mitigation measures to implement
the overall management plan. The third link provides a critical path for
implementation and enables sponsors and the funding agency to evaluate the
success of mitigation measures as part of project supervision, and as a means to
improve future projects. This chapter has been divided into three sections:

 Mitigation measures,
 Disaster management, and
 Emergency measures.

10.24.2 MITIGATION MEASURES

The main aim of mitigation measures is to protect and enhance the existing
environment of the project. Mitigation measures have to be adopted during
construction at all the construction sites including Batching Plant and Casting Yards
on all the aspects. The mitigation measures to be adopted have been described
under following heads:

 Compensatory Afforestation,
 Construction Material Management,

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 Labour Camp,
 Energy Management
 Hazardous Waste Management
 Environmental Sanitation,
 Utility Plan,
 Air Pollution Control Measures,
 Noise Control Measures,
 Vibration Control Measures,
 Traffic Diversion/Management,
 Soil Erosion Control,
 Water Supply, Sanitation and Solid Waste management,
 Rain water harvesting
 Training and Extension

a) Compensatory Afforestation
The objective of the afforestation program should be to develop natural areas in
which ecological functions could be maintained on a sustainable basis. According to
the results of the present study, it is found that about 53 trees are likely to be lost due
to the project. Three saplings are to be planted for felling a single tree. Hence 159
trees need to be planted. Plantation program will be finalized in consultation with
Forest Department and project proponent would provide the funds for compensatory
afforestation as per government policy.

b) Construction Material Management – Storage and procurement

The major construction material to be used for construction of the proposed corridor
are coarse aggregates, cement, coarse sand, reinforcement steel, structural steel,
water supply, drainage and sanitary fittings etc. The material will be loaded and
unloaded by engaging labour at both the locations by the contractor. The duties of
the contractor will include monitoring all aspects of construction activities,
commencing with the storing, loading of construction materials and equipment in
order to maintain the quality. During the construction period, the construction material
storage site is to be regularly inspected for the presence of uncontrolled construction
waste. Close liaison with the MMRDA Officer and the head of the construction crew
will be required to address any environmental issues and to set up procedures for
mitigating impacts. The scheduling of material procurement and transport shall be
linked with construction schedule of the project. Care shall be taken to avoid spillage
of material during construction. Procurement of material would be from environment
friendly source. The materials shall be procured from nearest available source and
shall be transported in coverd trucks. All the material would be stored in a manner to
avoid multiple handling for use in construction activities.

c) Labour Camp
The Contractor during the progress of work will provide, erect and maintain the
necessary (temporary) living accommodation and ancillary facilities for labour to
standards and scales approved by the MMRDA. Safe drinking water should be
provided to the dwellers of the construction camps. Adequate washing and bathing
places shall be provided, and kept in clean and drained condition. Construction
camps are the responsibility of the concerned contractors and these shall not be
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allowed in the construction areas but sited away. Adequate health care is to be
provided for the work force.

Sanitation Facilities: Construction sites and camps shall be provided sanitary

latrines and urinals. Sewerage drains should be provided for the flow of used water
outside the camp. Drains and ditches should be treated with bleaching powder on a
regular basis. The sewage system for the camp must be properly designed, built and
operated so that no health hazard occurs and no pollution to the air, ground or
adjacent watercourses takes place. Garbage bins must be provided in the camp and
regularly emptied and the garbage disposed off in a hygienic manner

Shelter at Workplace: At every workplace, shelter shall be provided free of cost,

separately for use of men and women labourers. Sheds shall be maintained in proper
hygienic conditions.

First aid facilities: At every workplace, a readily available first-aid unit including an
adequate supply of sterilized dressing materials and appliances shall be provided.
Suitable transport shall be provided to facilitate taking injured and ill persons to the
nearest hospital.

Day Crèche Facilities: At every construction site, provision of a day crèche shall be
worked out so as to enable women to leave behind their children. At construction
sites where 25 or more women are ordinarily employed, at least a hut shall be
provided for use of children under the age of 6 years belonging to such women. Huts
shall be provided with suitable and sufficient openings for light and ventilation. Size of
crèches shall vary according to the number of women workers employed.

d) 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 MMRDA request. The
contractor shall design site offices maximum daylight and minimum heat gain. The
rooms shall be well insulated to enhance the efficiency of air conditioners and the use
of solar films on windows may be explored.

e) Hazardous Waste Management

The contractor shall identify the nature and quantity of hazardous waste generated as
a result of his activities and shall file a ‘Request for Authorization’ with Maharashtra
State Pollution Control Board along with a map showing the location of storage area.
Outside the storage area, the contractor shall place a ‘display board’, which will
display quantity and nature of hazardous waste, on date, Hazardous Waste needs to
be stored in a secure place. The contractor shall approach only Authorized Recyclers
for disposal of Hazardous Waste, under intimation to the MMRDA.

f) Environmental Sanitation
Environmental sanitation also referred to as Housekeeping, is the act of keeping the
working environment cleared of all unnecessary waste, thereby providing a first-line
of defense against accidents and injuries.

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The contractor shall employ a special group of environmental sanitation personnel to

carry out following activities:

 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. The barricade especially those exposed to
public shall be aesthetically maintained by regular cleaning and painting as directed
by the Employer. These shall be maintained in one line and level.
 The structure dimension of the barricade, material and composition, its colour
scheme, MMRDA logo and other details.
 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.
 All surplus earth and debris are removed/disposed off from the working areas to
officially designated dumpsites. Trucks carrying sand, earth and any pulverized
materials etc. in order to avoid dust or odour impact shall be covered while moving.
 No parking of trucks/trolleys, cranes and trailers etc. shall be allowed on roads, which
may obstruct the traffic movement.
 Roads shall be kept clear and materials like: pipes, steel, sand boulders, concrete,
chips and brick etc. shall not be allowed on the roads to obstruct free movement of
road traffic.
 Water logging or bentonite spillage on roads shall not be allowed.
 Proper and safe stacking of material are of paramount importance at yards, stores
and such locations where material would be unloaded 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.
 Unused/surplus cables, steel items and steel scrap lying scattered at different places
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 location(s).
 Empty cement bags and other packaging material shall be properly stacked and
removed.

g) Utility Plan
The proposed Metro alignment runs along major arterial roads of the city, which
serve Institutional, Commercial and Residential areas. A number of sub-surface,
surface and overhead utility services, viz. sewers, water mains, storm water drains,
telephone cables, electrical transmission lines, electric poles, traffic signals etc.
already exist along the proposed alignment. 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. While planning for
diversion of underground utility services e.g. sewer lines, water pipe lines, cables
etc., during construction of Metro alignment, the following guidelines could be
adopted:

 Utility services shall be kept operational during the entire construction period and
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after completion of project. All proposals should therefore, ensure their uninterrupted
functioning.
 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 utility is
crossing the proposed Metro alignment.
 In case of utility services running along the alignment either below or at very close
distance, the layout of piles in the foundations shall be suitably modified such that the
utility service is either encased within the foundation piles or remains clear of them.

h) Air Pollution Control Measures

During the construction period, the impact on air quality will be mainly due to increase
in PM10 along haul roads and emission from vehicles and construction machinery.
Though the estimation of air quality during construction shows insignificant impact on
ambient air quality, nevertheless certain mitigation measures which shall be adopted
to reduce the air pollution are presented below:

 The Contractor shall take all necessary precautions to minimise 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, 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.
 The Contractor shall use construction equipment to minimize or control of air
pollution. He shall maintain evidence of such design and equipment and make these
available for inspection by 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. Dust control
activities shall continue even during any work stoppage.
 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

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when additional dust control measures are needed especially where the work is near
sensitive receptors.
 The Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning
facility at the exits from work sites such as construction depots and batching plants.
At such facility, high-pressure water jets will be directed at the wheels of vehicles to
remove all spoil and dirt.

i) Construction and Demolition Waste

Waste prevention, reuse and recycling can not only save money, but also generate
broad environmental benefits, including the conservation of natural resources. Reuse
and waste prevention reduce the air and water pollution associated with materials
manufacturing and transportation. This saves energy and reduces attendant
greenhouse gas production. The recycling of many materials requires less energy
than production from virgin stock, and can also reduce transportation requirements
and associated impacts.

The source of C & D waste are pile caps, excess RMC and demolition material. An effort
shall be made to recover embedded energy and to recycle the maximum quantity of C &
D Waste to manufacture tiles, curb stones, paver block etc. The contractor shall store
C&D waste separately at the site and sent to recycling facility periodically. There shall be
no disposal of any waste along storm water drains, canals and/ or any other water body
or depression. Rather C & D waste shall be collected and sent to any authorized waste
recycling facility.

j) Noise Control Measures

There will be an increase in noise level in nearby ambient air due to construction and
operation of the Metro corridors. During construction the exposure of workers to high
noise level especially near the machinery need to be minimized. This could be
achieved by:
 Job rotation,
 Automation,
 Construction of permanent and temporary noise barriers,
 Use electric instead of diesel powered equipment,
 Use hydraulic tools instead of pneumatic tools,
 Acoustic enclosures should be provided for individual noise generating construction
equipment like DG sets,
 Scheduling and staggering truck loading, unloading and hauling operation,
 Schedule and stagger work to avoid simultaneous activities which generate high
noise levels,
 Anti drumming floor and noise absorption material,
 Low speed compressor, blower and air conditioner,
 Mounting of under frame equipments on anti-vibration pad,
 Smooth and gradual control of door,
 Provision of sound absorbing material in the supply duct and return grill of air
conditioner,
 Sealing design to reduce the aspiration of noise through the gap in the sliding doors
and piping holes, and
 Sound proof compartments control rooms etc.
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Special acoustic enclosures should be provided for individual noise generating

equipments, wherever possible. Workers in sections where periodic adjustment of
equipment/ machinery is necessary, should be provided with sound proof control
rooms so that exposure to higher noise level is reduced. There may be high noise
levels due to pile driving, use of compressors and drilling machinery. Effective
measures should be taken during the construction phase to reduce the noise from
various sources. The noise from air compressor can be reduced by fitting exhaust
and intake mufflers. Noise level from loading and unloading of construction
materials can be reduced by usage of various types of cranes and placing materials
on sand or sandy bag beds.

k) Traffic Diversion/ Management

During construction, traffic is likely to be affected. Hence Traffic Diversion Plans are
required in order to look for options and remedial measures so as to mitigate any
traffic congestion situations arising out due to acquisition of road space during Metro
construction of both corridors. Any reduction of road space during Metro construction
results in constrained traffic flow. 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 road widening exercises, traffic segregation, one-way
movements, traffic diversions on influence area roads, acquisition of service lanes,
etc. Maintenance of diverted roads in good working condition to avoid slow down
and congestion shall be a prerequisite during construction period. Various
construction technologies are in place to ensure that traffic impedance is done at the
minimum. They are:

 The requirement would be mainly along the central verge/ side of the road.
 As regards to the alignment cutting across a major traffic corridor, 'Box Girder
Construction Technology’ would be applied to prevent traffic hold-ups or diversions of
any kind.

Only temporary diversion plans will be required during construction of the Metro
corridor. At the onset, all encroachments from road ROW will have to be removed.
These encroachments vary from ‘on-street’ parking to informal activities. Keeping in
view the future traffic growth and reduction of carriageway due to Metro construction,
implementation of traffic management/diversion plans shall become inevitable for
ensuring smooth traffic movement and similar traffic diversion plans shall be
formulated and followed during the execution stage.

l) Soil Erosion Control

Prior to the start of the relevant construction, the Contractor shall submit to the
MMRDA for approval, his schedules for carrying out temporary and permanent
erosion/sedimentation control works are as applicable for the items of clearing and
grubbing, roadway and drainage excavation, embankment/sub-grade construction,
bridges and/ or other structures across water courses, pavement courses and
shoulders. He shall also submit for approval his proposed method of
erosion/sedimentation control on service road and his plan for disposal of waste
materials. Work shall not be started until the erosion/sedimentation control schedules

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and methods of operations for the applicable construction have been approved by the
project authority.

The Contractor shall be required to incorporate all permanent erosion and

sedimentation control features into the project at the earliest practicable time as
outlined in his accepted schedule to minimize the need for temporary erosion and
sedimentation control measures. Temporary erosion/sedimentation and pollution
control measures will be used to control the phenomenon of erosion, sedimentation
and pollution that may develop during normal construction practices, but may neither
be foreseen during design stage or associated with permanent control features on
the Project. Under no conditions shall a large surface area of credible earth material
be exposed at one time by clearing and grubbing or excavation without prior approval
of the project authority.

Temporary erosion is sometimes caused due to the Contractor's negligence, care-

lessness or failure to install permanent controls. Sedimentation and pollution control
measures then become necessary as a part of the work as scheduled or ordered by
the project authority, and these shall be carried out at the Contractor's own expense.
Temporary erosion, sedimentation and pollution control work required, which is not
attributed to the Contractor's negligence, carelessness or failure to install permanent
controls, will be performed as ordered by the project authority.

m) Water Supply, Sanitation and Solid Waste Management

During Construction
The public health facilities, such as water supply, sanitation and toilets are much
needed at the stations. Water should be treated before use up to national drinking
water standards. The collection and safe disposal of human wastes are among the
most important problems of environmental health. The water carried sewerage solves
the excreta disposal problems. The sewerage disposal systems should be adopted
for sewage disposal. The water for domestic consumption shall be sourced from
public water supply or alternatively designated borewells may be installed with due
permission from statuatory authority prior to installation of borewell. For Construction
activity, there is a restriction to utilize groundwater all over the nation as per order of
National Green Tribunal (NGT). Thus, construction water shall be sourced from
Mumbai Municipal Corporation which is responsible for sewage disposal in Mumbai
area. Alternatively, contractor shall arrange tie up for surface water supply or tanker
water supply for construction activity. Best option is to use treated STP water for
construction activity. Solid waste shall be stacked at designated place and when
sufficient quantity accumulates it shall be disposed off through covered trucks to land
fill site designated and authorized by MMRDA.

During Operations
Practically, public facilities at stations have to be operated by regular staff or may be
designated to any NGO working in the area in the field of sanitation as per policy of
MMRDA. Requirement of drinking water supply at an elevated station is about 6
KL/day. The water consumption for an elevated station to meet the requirements of
its activities is 17 KLD. At underground stations the water requirement will be app.
100Kld. The water shall be provided from Mumbai authority sources.

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Solid waste will be generated at station is about 0.8 – 1.2 m3/Day. The maintenance
of adequate sanitary facilities for temporarily storing refuse on the premises is
considered a responsibility of the project authority. The storage containers for this
purpose need to be designed. However it is suggested that the capacity of these
containers should not exceed 50 litres and these should be equipped with side
handles to facilitate handling. To avoid odour and the accumulation of fly-supporting
materials, garbage containers should be washed at frequent intervals. This should be
collected and transported to local municipal bins for onward disposal to disposal site
by municipality. During operation, as mitigation measures rainwater harvesting will be
carried out at stations and along the viaduct.

Rain water harvesting

To conserve and augment the storage of groundwater, it is suggested to construct
rainwater harvesting structures of suitable capacity along the alignment and at
stations. The stations shall be provided with the facility of rainwater harvesting and
artififical recharge. The total length of the proposed elevated alignment is about 4.5
km and there would be 3 stations. Additionally, there are 8 underground stations. The
estimated cost of rain water harvesting for elevated corridor is about 15 lakhs per km
and 5.0 lakhs per station. The total cost of rainwater harvesting would be Rs. 82.5
Lakh for elevated section of the corridor.

Tree Protection
There is requirement of felling 53 trees during construction of Metro corridors in
Mumbai. An attempt shall be made to minimize the tree felling. As remediation of tree
felling it is suggested to plant 3 trees for each tree felled. Moreover MMRDA would
chalk out the plantation program in close coordination with DFO Mumbai or will get
plantation done through Forest Department by making the payment for plantation
work including after care for three years. An attempt should be made to minimize the
felling of trees to the bare minimum while working and undertaking construction work.
The left out trees shall be protected by providing metal or brick tree guard around the
tree at a distance of one metre surrounding the tree. Scope of transplantation of trees
would also be explored with discussion with the DFO. The cost of compensatory
afforestation would be Rs.3.18 Lakh @ Rs 2000/- per tree for 159 trees.

n) Disaster Management
Disaster is an unexpected event due to sudden failure of the system, external threats,
internal disturbances, earthquakes, fire and accidents. The first step is to identify the
causes which develop/ pose unexpected danger to the structural integrity of Metro
overhead rail. The potential causes are excessive load, cracks, failure and
malfunctioning of sensing instruments, accident, etc. These need to be looked into
with care.

Preventive Action
Once the likelihood of a disaster is suspected, action has to be initiated to prevent a
failure. Engineers responsible for preventive action should identify sources of repair
equipments, materials, labour and expertise for use during emergency.

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Reporting Procedures
The level at which a situation will be termed a disaster shall be specified. This shall
include the stage at which the surveillance requirements should be increased both in
frequency and details.

The Engineer-in-Chief should notify the officer for the following information:
 Exit points for the public,
 Safety areas in the tunnel/overhead rail, and
 Nearest medical facility

Communication System
An efficient communication system is absolutely essential for the success of any
disaster management plan. This has to be worked out in consultation with local
authorities. More often, the entire communication system gets disrupted when a
disaster occurs. The damage areas need to be clearly identified and provided with
temporary and fool proof communication system.

Emergency Action Committee

To ensure coordinates action, an Emergency Action Committee should be
constituted. The civic administrator may be the Chairman of this Committee. The
committee may comprise of:

 Station Manager concerned,

 Police Officer of the area,
 Mumbai Transport Corporation Representative,
 Home Guard representative,
 Fire Brigade representative,
 Health Department representative,
 Department of Information and Publicity, and
 Non-Governmental Organization of the area

Emergency Action Committee will prepare the evacuation plan and procedures for
implementation based on local needs and facilities available. The plan should
include:

 Demarcation of the areas to be evacuated with priorities,

 Safe route to be used, adequacy of transport for evacuation, and traffic control,
 Safe area and shelters,
 Security of property left behind in the evacuated areas,
 Functions and responsibilities of various members of evacuation teams, and
 Setting up of joint control room

All personnel involved in the Emergency Action Plan should be thoroughly familiar
with all the elements of the plan and their responsibilities. They should be trained
through drills for the Emergency Action Plan. The staff at the site should be trained
for problem detection, evaluation and emergency remedial measures. Individual
responsibility to handle the segments in emergency plan must be allotted.

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Success of an emergency plan depends on public participation, their response to

warning notifications and timely action. Public has to be educated on the hazards and
key role in disaster mitigation by helping in the planned evacuation and rescue
operations.

It is essential to communicate by whom and how a declared emergency will be

terminated. There should be proper notification to the public on de-alert signals
regarding termination of the emergency. The notification should be clear so that the
evacuees know precisely what to do when re-entering or approaching the affected
areas.

10.24.3 Summary of Environmental Management Plan (EMP)

The environmental impacts stemming out of the proposed project can be mitigated
with simple set of measures, dealing with careful planning and designing of the metro
alignment and structures. Adequate provision of environmental clauses in work
contracts and efficient contract management will eliminate or reduce significantly all
possible problems. A set of preliminary EMP is presented in Table 10.15, which
defines actions to be undertaken during the design stage, pre-construction,
construction and operation stage of the project. The effectiveness of environmental
considerations will, however, depend on appropriate inclusion of these in the work
contracts. The major concern during the construction stage is that the contractors,
due to lack of enforcement, would not practice good environmental sanitation
(housekeeping) may intend to get unauthorized use of the easily available natural
resources and other available infrastructure like roads and water resources. This
would result in degradation of ambient air quality, water resources and land
environment around the construction sites and workers camp. Improper management
of earthwork and bridge construction activities would disrupt the natural drainage and
increase soil erosion. Improper management may result in spillage of explosives into
the hands of unsocial elements. Finally the implementation of the mitigation actions
requires that the project implementation unit would record an end-of-construction
mitigation checklist, before releasing the final payment of any work contract.
Additionally, project authority should prepare and established Environmental and
Health Policy and Procedures as per earlier Phases and that should become an
integral part of contract document.

Operational phase mitigation would involve good environmental sanitation

(housekeeping) practice at metro establishments including effective solid waste
collection and disposal, wastewater disposal, upbringing of plantations and green
area. Protection of earth slopes in landslide prone area would be a very important
task. During the operation period, the metro operating unit will be required to confirm
receipt of the construction period mitigation report through the MMRDA and prepare
a follow on timetable of actions.

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TABLE 10.15 ENVIRONMENTAL MANAGEMENT ACTION PLAN (EMP)

Environmental Mitigation Measures Taken or To Be Implementing Responsible
Time Frame
Impact Taken Organization Organization
DESIGN PHASE
The proposed corridor alignment was
DPR and design
Metro Alignment selected to minimise the land disturbance During Design MMRDA
consultant
to avoid areas sensitive environmentally.
DPR and design
Cultural Heritage Avoided by adjustment of alignment. During Design MMRDA
consultant
DPR and design
Flood Bridges shall be well designed During Design MMRDA
consultant
Inadequate design Make sure that design provides for safety
provision for safety of structures against worst combination DPR and
DPR and design
against of forces in the probability of an detailed MMRDA
consultant
seismological earthquake likely to occur in seismic design stage
hazard zone-III.
PRE –CONSTRUCTION STAGE
The requirement of water for construction
purpose etc shall be planned and shall MMRDA/EMP
Pre construction
Water requirement be arranged from available and Contractor implementing
stage
authorized sources in order to avoid agency
digging of Tube wells.
Options for final disposal shall be studied
During design
Disposal of final and the suitable disposal route shall be MMRDA/EMP
stage / and pre
treated effluent from decided carefully to minimize the impact Contractor implementing
construction of
treatment plant on receiving bodies. As far as possible agency
treatment plant
zero discharge rules may be adopted.
These facilities to be located away from
habitation. Consent to Establish and During Pre- MMRDA/EMP
Batching Plant and
Consent to Operate to be taken from construction Contractor implementing
Casting Yard
MSPCB and to comply with all Stage agency
stipulations.
CONSTRUCTION PHASE
Environmental This will include institutional During and MMRDA/EMP
Management and requirements, training, environmental after Contractor implementing
Monitoring management and monitoring construction agency
Water should be sprayed during
construction phase, wherever it is
MMRDA/EMP
required to avoid dust. During
Dust Contractor implementing
Vehicles delivering materials should be construction
agency
covered to reduce spills and dust blowing
off the load.
Vehicles and machinery are to be
Beginning with
regularly maintained so that emissions
and continuing MMRDA/EMP
conform to National and State AAQ
Air Pollution throughout Contractor implementing
Standards. No vehicle without valid PUC
construction agency
certificate would be allowed at
period
Construction Sites.
Construction plants and equipment will
meet acceptable standards for emissions
Equipment Selection MMRDA/EMP
and will be maintained and operated in a During
maintenance and Contractor implementing
manner that ensures that relevant air, construction
operation agency
noise, and discharge regulations are
met.

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Environmental Mitigation Measures Taken or To Be Implementing Responsible

Time Frame
Impact Taken Organization Organization
Noise standard at processing sites, will
be strictly enforced as per GOI noise
standards. Workers in vicinity of strong
noise will wear earplugs and their
working time should be limited as a
Beginning and MMRDA/EMP
safety measure. At construction sites
Noise through Contractor implementing
within 150m of sensitive receptors
construction agency
construction will be stopped from 22:00
to 06:00.
Machinery to be provided noise barriers
(Stone walls and plantation) for silence
zones including schools and hospitals.
The vibration level limits at work sites
Beginning and MMRDA/EMP
adjacent to the alignment shall conform
Vibration through Contractor implementing
to the permitted values of peak velocity
construction agency
as given in Environmental Manual
WATER
All justifiable measures will be taken to
Throughout MMRDA/EMP
Contamination from prevent the wastewater produced in
construction Contractor implementing
Wastes construction from entering directly into any
period agency
rivers, drainage and irrigation system
Measures shall be taken to avoid misuse
Beginning with
of water. Construction agency shall be MMRDA/EMP
and continuing
Wastage of water instructed accordingly to follow strict Contractor implementing
throughout
procedures while using the water for agency
construction
construction and drinking purpose.
Sewerage disposal A minimum distance of any sewage or Through out MMRDA/EMP
during construction toilet facility from water sources should be construction Contractor implementing
at Service Centres 200 meters. period agency
Sufficient measures will be taken in the
construction camps, i.e. provision of
garbage tank and sanitation facilities. Before and
Waste in septic tanks will be cleared during building
Sanitation and periodically. of construction
MMRDA/EMP
Waste Disposal in Drinking water will meet Indian National camps
Contractor implementing
Construction Standards.
agency
Camps Garbage will be collected in a tank and
disposed off daily. Special attention shall
be paid to the sanitary condition of camps.
Camps will be located at a minimum
distance of 200 m from water sources.
SOIL
Quarrying will be carried out at approved
MMRDA/EMP
and licensed quarries only. All During
Quarrying Contractor implementing
environmental mitigation measures shall construction
agency
be enforced at Quarry site also.
FLORA AND FAUNA
Areas of tree plantation cleared will be
During and
replaced according to Compensatory
Loss of trees and after
afforestation Policy under the Forest Forest Forest
Avenue Plantation completion of
Conservation Act. Ten trees will be Department Department
construction
planted against every tree felled as per
activities
norms.
SOCIAL
Loss of Access Temporary access should be built at the During Contractor MMRDA/ Traffic

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Environmental Mitigation Measures Taken or To Be Implementing Responsible

Time Frame
Impact Taken Organization Organization
interchange and other roads. construction department
If there are traffic jams during construction,
Traffic jams and measures should be taken to relieve the During MMRDA/ Traffic
Contractor
congestion congestion with the co-ordination of construction department
transportation and traffic police department
 Safety education and fines.
 Allow for adequate traffic flow around
construction areas
Safety with
 Provide adequate signage, barriers and
vehicles, people
flag persons for safety precautions.
and livestock and During MMRDA/ Traffic
 Communicate to the public through Contractor
signage construction department
radio, TV & newspaper announcements
regarding the scope and timeframe of
projects, as well as certain construction
activities causing disruptions or access
restrictions
Increase in Make certain that there is good drainage at
disease all construction areas, to avoid creation of During
Water-borne stagnant water bodies. construction
MMRDA/EMP
Provide adequate sanitation and waste
Contractor implementing
Insect-borne disposal at construction camps. At start-up
agency
Provide adequate health care for workers Throughout
Communicable and locate camps away from vulnerable construction
diseases groups, if any
Location of camps Location of camps depots and storage MMRDA/EMP
Throughout
depots and areas shall be as per the contract Contractor implementing
construction
storage areas specifications. agency
OPERATION PHASE
Suitable measures should be considered
After MMRDA/EMP MMRDA/EMP
where warranted. The public shall be
Noise and Vibration completion of implementing implementing
educated about the regulations of noise
construction agency agency
and vibration pollution and its implications.
WATER
Maintenance of The urban drainage systems will be MMRDA/ EMP MMRDA/EMP
Beginning and
Storm Water periodically checked and cleared so as to implementing implementing
end of monsoon
Drainage System ensure adequate storm water flow. agency agency

10.25 ENVIRONMENTAL MONITORING PLAN

10.25.1 Pre-Construction Phase

The environmental monitoring programme is a vital process of any Environmental
Management Plan (EMP) of development project for review of indicators and for
taking immediate preventive action. Generation of dust and noise are two main
issues during any large construction activity. Degradation of water quality is another.
The parameters are monitored in pre- construction, construction and operation phase
and are based on the need to evaluate the deviation of environmental conditions from
baseline environmental conditions due to construction and operation of the Metro.
The environmental monitoring will be required during both construction and
operational phases. The following parameters are proposed to be monitored:

 Water Quality,

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 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. Pre-construction phase monitoring has been done for the proposed project
for air, noise, water, soil quality and ecology.

10.25.2 Construction Phase

During construction stage environmental monitoring will be carried out for air quality,
noise levels and water quality. Keeping a broad view of the sensitive receptors and
also the past experience of Phase I and II and Mumbai Metro, an estimate of
locations has been made and are summarized in Table 10.16. The number could be
modified based on need when the construction actually commences.

Water Quality
Since water contamination leads to various water related diseases, the project
authorities shall establish a procedure for water quality surveillance and ensure safe
water for the consumers. The water quality parameters are to be monitored during
the entire period of project construction. Monitoring should be carried out by NABL
certified laboratory. Water quality should be analyzed following the procedures given
in standard methods. Parameters for monitoring will be as per BIS: 10500. The
monitoring points could be ground and surface water.

Air Quality
Air quality should be monitored at the locations of baseline monitoring as reported in
Chapter 3. The parameter recommended is Particulate Matter (PM10). The contractor
will be responsible for carrying out air monitoring during the entire construction phase
under the supervision of project authority.

Noise and Vibration

The noise levels will be monitored at construction sites for entire phase of
construction by the site contractor and under the supervision of project authority.

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 and workers camp 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. The monitoring Schedule for Water Air, noise and
ecology are presented in Table 10.16
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TABLE 10.16 CONSTRUCTION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24hours Twice a month 13 locations
During entire civil construction stage or
even later, if directed by MMRDA
Water Groundwater quality Once in 6months 4 locations
(IS 10500:1991) During entire civil construction stage or
even later, if directed by MMRDA
Noise Noise Level 24hours Once a week 13 locations
(Leq and Lmax) During entire civil construction stage or
even later, if directed by MMRDA
Ecology Felled and planted Once a year till all trees that were to be All the trees
trees planted by Maharashtra Government on felled and newly
behalf of project authority, are planted planted

10.25.3 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, waste
water, solid waste and ecology during operation phase of the project. The parameters
monitored during operation will be PM10 for air, heavy metals for solid waste, pH,
TSS, BOD, COD, oil and grease for waste water. However water quality parameters
that will be monitored will be as per BIS 10500. The monitoring schedule is
presented in Table 10.17. The monitoring program shall be conducted by an external
agency certified by NABL under the supervision of MMRDA. Project proponent
(MMRDA) is responsible for successful environmental monitoring of the proposed
project during operation phase.

TABLE 10.17 OPERATION STAGE MONITORING SCHEDULE

Item Parameter Frequency and Duration Locations
Air PM10 2×24hours 4 location
Once a monthFor 3years
Water Surface,Groundwater Once a year 2+1 location
quality For 3years
(IS 10500:1991)
Noise Noise Level 24hours 4 locations
(Leq) Once a year For 3years (Sensitive Receptors)

The results of Air quality, water quality, waste water will be submitted to management
quarterly during construction phase and half yearly during operation phase.

10.25.4 ESTABLISHMENT OF AN ENVIRONMENTAL DIVISION

MMRDA already has the setup for environmental Management and the proposed
corridor is an extension of already existing operative line, additional set-up for
environmental management is not recommended. Existing set up for environmental
management can also handle this extension.

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10.26 COST ESTIMATES

10.26.1 Summary of Costs

All costs involved in Environmental mitigation and management and monitoring to be
put on the account of Mumbai Metro Project corridors. A summary of these is
presented in Table 10.18.

Table 10.18 Environmental Costs

COST
S. No. ITEM
Rs. lakh
1. Rain Water Harvesting at stations and along alignment 82.50
Air, Noise, vibration, Water, Waste Water, Solid waste, during
2. 12.50
construction and operation
3. Ecological monitoring 5.00
4. Tree Plantation 159 trees @ Rs.2000/- per tree 3.18
Total 103.18

The social costs have been summarized in Table 10.19.

Table 10.19 Details of Cost of Resettlement and Rehabilitation (Rs. Lakh)

S. Description Entitlement Unit Quantity Rate Amount
No.
Rs. Lakh
1 Acquisition of Total Replacement Cost of m2
Permanent land land *
Private Land
2 Solatium 100% as per Act 30 of 2013. m2

3 Acquisition of 6% of total land cost per year m2

temporary private for 3 years - - -
land
4 Acquisition of structures
4.1 Residential(FA) Area equivalent to affected Per unit
area 20.91 m2 free of cost 62 **
Fully Affected
4.2 Commercial(FA) Area equivalent to affected Per unit
116 **
area 20.91 m2 free of cost
5. Subsistence For a period of one year
Family 178 0.36 64.08
Allowance a. to all @Rs.3000/ month
b.vulnerable Additional 50000/- each family
Family 54 0.50 27.00
families (SC)
6. Shifting Allowance A lump sum shifting
No. 178 0.50 89.00
allowance of Rs.50,000/-
7. One time For All the affected families
Per
resettlement including employees in shops 178 0.50 89.00
Family
allowance

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S. Description Entitlement Unit Quantity Rate Amount

No.
Rs. Lakh
8 Employees 12 Quarterly passes for
LS 156 5.00
Transportation cost differential distance
9. Independent
LS 5.00 5.00
Evaluation
10. Miscellaneous LS 5.00 5.00
Cost of R & R 373.08
* Cost of land taken as project cost
**refers the accommodation is available with MMRDA so additional cost is not given.
The compensation for loss of land, fire control, information systems and contractor’s
obligations have been incorporated in project costs. The Environmental
management plan should be implemented in phases so that optimum benefit could
be achieved and should be synchronized with the construction schedules.

10.27 CONCLUSION

The proposed Metro line is proved to have significant positive effects to the
development of Mumbai City. Benefits to the economy, traffic congestion
reduction, quick and safety transport, employment opportunities, fuel
consumption reduction, and air quality improvement are the obvious positive
effects from this Metro line. Besides, the potential adverse environmental impacts
on air quality (during construction phase), water environment, noise, solid
waste, ecology, population resettlement are also taken into consideration. Based
on these detailed potential adverse environmental impacts, appropriate mitigation
measures have been developed for consideration. The EIA concluded that project
impacts from both construction and operation will be minimal, and can be mitigated
through the use of prevailing current practices and appropriate technologies. With
the implementation of the EMP and the monitoring plan, the Project is not
expected to have significant environmental impacts.

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 CHAPTER 11: MULTI MODEL TRAFFIC INTEGRATION AT METRO STATIONS

CHAPTER - 11

MULTI MODAL TRAFFIC INTEGRATION

AT METRO STATIONS

11.1 INTRODUCTION

This is extension of Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park) at
Wadala(Bhakti Park) end. It is being extended from Wadala to CSMT and length of
this extension is 12.774 km and is named as Mumbai Metro Line-11. It is partly
underground and partly elevated. Total Ten stations have been provided out of which
eight are underground and two are elevated.

It will be augmented through enhanced flexibility of criss-cross interchanges to other

metro corridors and other modes of public transport. It will reduce the travel time of
commuters. While Metro is a high capacity mode of transport, the need for integration
with other secondary/intermediate transport mode is getting highlighted more than
ever to ensure a seamless journey. This concept is to provide first mile and last mile
connectivity to the commuters with their places of stay. With top priority to this issue,
MoUD has laid down policy guidelines to include the need and provisioning of all
public, IPT and private modes in the DPRs for the Metro Rail Systems. (Ref: MoUD
(Urban Transport Wing) Advisory Circular No. K-14011/1/2007-UT-IV dated
30.08.2013).

The share of various modes of secondary/intermediary mode of travel is complex and

debatable issue which is dependent on a large number of variables like available
road width, penetration in the residential areas, Road condition, distance from the
Metro Stations, availability of parking and lay out and availability of circulating areas
at the Metro Rail Stations, Business centre or Market & existing traffic densities.
These factors relate with each other and evolve with development of new model mix
of transport, infrastructure and changes with the passage of time. Even though for a
given urban transport scenario, optimal mode share may be determined from
computer based models but actual optimal mode share is never achievable on the
road due to dynamic nature of demand and supply of transport modes.

11.2 PRESENT CONDITION OF TRANSPORT ON CITY ROADS

At present the various modes coming to Metro Stations comprise of State Transport
buses, Auto-rickshaws, Private cars, Two Wheelers and Bi-cycles. These can be
classified in three groups of transport modes namely Public, IPT and Private.

In public transport group there are large buses of State Transport (50 Seaters) and
Charted Buses hired by Schools and private offices. Generally the public transport in
Mumbai comprises of the buses which are operated by the Transport Corporation.

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Auto-rickshaws are also an important part of public transports at Mumbai. After bus, it
is these auto rickshaws which are the most important modes of public transport in
Mumbai even though they are little expensive. Auto rickshaws are Intermediate
Public Transport (IPT) Modes. Another public transport at Mumbai which can be
ranked third among all is the cabs or taxis that run on the streets of Mumbai.

In the personalised transport modes, there are Cars, Two Wheelers and Bicycles of
all possible sizes.

A chaotic situation is observed when all the above mentioned transport vehicles are
seen jostling to each other for space for moving forward. More pathetic conditions are
seen at the Road Intersections.

The solution lies in the showcasing a workable arrangement of co-existence through

identification of good points of each mode and then utilise the same to get the
attention and embedding it in public psyche.

Because of high traffic and less capacity as well as length of the roads, average
distance between two consecutive vehicles becomes very less. Such situation does
not permit speed higher than 15-20 km/hr. This indicates that unless there is some
solution to reduce this unmanageable mix of the vehicle fleet, real transport
integration may not be possible. While no significant increase, the Road length on
main & arterial Roads may be anticipated which may relieve the
congestive/chaotic/slow moving road traffic, a divergent policy of linking commuters
directly through E-Rickshaw using the service/inner road length to supplement the
main road traffic will impact the congestion and provide relief to the Metro commuters
in reaching out to Metro Stations.

11.3 IMPACT OF BUS/CLUSTERS IN MODE SHARE

Primary reason for using personal vehicle (for buying vehicle) is to save travel time
during journey. On the other hand, Government has tried to increase number of
public buses on the road in many different ways.

Government has tried hard to popularise public buses by subsidising the fare but
could not bring higher (and middle) income group to use public bus simply because it
is slow and uncomfortable. Therefore objective of achieving optimal mode share
remained elusive than reality.

11.4 BALANCING ACT OF METRO

After introduction of Metro Rail System in the city, Traffic and Transportation scenario
will significantly change. People will no longer be afraid to travel a much longer
distance. With Metro in place, longer distances can be travelled in shortest time with
relatively more ease and comfort.

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11.5 WAY FORWARD

In view of above deliberations in back ground, along with planning for Metro System
in any city, there is a need for providing a transportation system which is seamlessly
integrated across all modes and provides first mile as well as last mile connectivity. It
is also necessary that various public transportation modes including Inter-mediate
Public Transport (IPT) and feeder buses etc. work together in order to facilitate
increase in ridership to the Metro/Metro system and provide ease of using Metro
system by the public at large.

Therefore, there is a need for doing more scientific study exclusively for this. To
achieve this goal, Metro Stations influenced zone need to be defined which can be
taken as approximately 5 kms for the motorized traffic and 1.5 km. for
pedestrian/cyclists. Detailed Study is required to be done in this influenced zone of a
Metro station for following aspects mainly:

i) Availability and review of existing public and IPT facilities, in terms of motorized
and non-motorised mode with main consideration of the streets/roads adjoining to
the stations and also to examine adequacy of availability of pedestrians/cycle
paths in the influenced zone.

ii) Analysis and identification of gaps between supply and demand in terms of
feeder facilities and other requirements for better first and last mile connectivity.

iii) Proposal for introduction/enhancement of feeder buses and cycle/pedestrians

tracks, bike sharing arrangement for each Metro station to be finalised.

iv) Proposal for better integration of Metro station with other mode of transport, such
as relocation of existing bus stop, introduction of new bus stop, bus base etc.

v) Cost of the requirements namely road widening including roads for

pedestrian/cycle paths, feeder buses based on the outcome of the study.

The detailed study and requirement for providing first mile as well as last mile
connectivity to the Metro users will be carried out separately and the same should be
in place before the commercial operation of the Metro services for the benefit of the
users as well as for better ridership and the financial viability of the project.

Since, it is envisaged that detailed study for provision of feeder buses, public bike
sharing and pedestrianisation in the influence zone of Metro stations will be done and
put in place by the time commercial operation of the Metro services, a lump-sum cost
of Rs. 2.65 crores per station has been considered sufficient and included in the
project cost of proposed Metro System. If at any stage more feeder services etc. will
be required, same can be augmented by concerned City Transportation Authorities.

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 CHAPTER 12: FRIENDLY FEATURES FOR DIFFERENTLY ABLED

CHAPTER -12

FRIENDLY FEATURES FOR

DIFFERENTLY ABLED

12.1 INTRODUCTION

The objective of making this chapter is to create a user-friendly mass transport

system in India which can ensure accessibility to persons with disabilities, people
travelling with small children or are carrying luggage, as well as people with
temporary mobility problems (e.g. a leg in plaster) and the elderly persons.

The design standards for universal access to Public Transport Infrastructure

including related facilities and services, information, etc. would benefit people using
public transport.

The access standards given here are extracted from Indian Roads Congress Code,
IRC 103: 2012, Guidelines for Pedestrian Facilities; Model Building Bye-Laws, 2011
and National Building Code, 2005. Central Public Works Department‟s (CPWD)
“Harmonised Guidelines and Space Standards for Barrier Free Built Environment for
Persons with Disabled and Elderly Persons”, 2016 (by MoUD), and international best
practices / standards.

Further, it has also been attempted to provide guidelines/ standards for alighting and
boarding area, approach to station, car parking area, drop-off and pick-up areas,
taxi/auto rickshaw stand, bus stand/stop, footpath (sidewalk), kerb ramp, road
intersection, median/pedestrian refuge, traffic signals, subway and foot over bridge
etc. to achieve a seamless development around Metro stations.

12.2 CONTENT

1. Metro Rail Station

 Way finding
 Signage
 Automated Kiosks
 Public Dealing Counters
 Audio-visual Displays
 Public Telephones
 Rest Areas/Seating
 Tactile Paving - Guiding & Warning
 Doors
 Steps & Stairs
 Handrails

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 Ramps
 Lifts/Elevators
 Platform/Stair Lift
 General and Accessible toilets
 Drinking Water Units
 Visual Contrasts
 Emergency Egress/Evacuation

2. Street Design
 Footpath (Sidewalk)
 Kerb Ramp
 Road Intersection
 Median/Pedestrian Refuge
 Traffic Signals
 Subway and Foot Over Bridge

3. Alighting and Boarding Area

 Approach
 Car Park
 Drop-off and Pick-up Areas
 Taxi/Auto Rickshaw Stand
 Bus Stand/Stop

12.3 METRO RAIL STATION

1. General
Whether over-ground or underground, rail travels is a highly effective mode of
transport.
Every train should contain fully accessible carriages.
Staff should be trained in methods of assistance and be at hand on request.
Stations for all rail travel should be fully accessible with extra wide turnstiles
where possible alongside wheelchair accessible doorways
Staff should be on hand to assist persons with disabilities and elderly to enter or
exit through convenient gates.
All new railway stations should be designed to be fully accessible.
For persons with hearing impairments, an electronic sign board (digital display)
should be displayed on each platform at conspicuous location for all
announcements made by the railways.
For persons with visual impairments audio system announcing the station names
and door location should be available.

2. Accessible Metro Rail Cars

The railway cars should have the following features:
Railway car doors should be at least 900 mm wide;
The gap between the car doors and the platform should preferably be less than
12 mm;

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Identification signage should be provided on the doors of wheelchair accessible

coach.
If the car door and the platform cannot be at the same level, then at least one car
doors should have apparatus such as a hydraulic lift or pull-out ramp installed in
the doorway for wheelchair users.

3. Wheel Chair Space

Space for a wheel chair should be available at the side of the door:-
The space should be indicated inside and outside the car by using the
international symbol of access; and
Wheel stoppers and ring-strap or other appropriate safety grip should be provided
for wheelchair users.

4. Seats
An appropriate number of designated seats for passengers with disabilities and
elderly people should be provided near the doors.

5. Aisles
Aisles should be at least 900 mm wide.

12.4 INFORMATION SIGNS AND ANNOUNCEMENTS

A map of train routes should be installed. This should be in Braille/raised numbers as

well. In each car, there should be an announcement and provision of a visual display
of the names of stations route. This display should be in raised numbers with sharp
contrast from the background.

12.5 METRO STATION AREA

1. LEVEL APPROACH
 Approach route should not have level differences. If the station is not on the
same level as the walkway or pathway, it should have a ramp.
 Walkway surfaces should be non-slip.
 Approach walkway should have tactile pavements for persons with visual
impairments.

2. STATION ENTRANCES AND EXITS

 These should have a minimum width of 1800mm and is level or ramped.

3. RESERVATION AND INFORMATION COUNTERS

 Should have clear floor space of at least 900 mm x 1200 mm in front of the
counters;
 There should be at least one low counter at a height of 750 mm to 800 mm from
the floor with clear knee space of 750 mm high by 900 mm wide by 480 mm
deep.
 At least one of the counters should have an induction loop unit to aid people with
hearing impairments; and

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 The counters should have pictographic maps indicating all the services offered at
the counter and at least one of the counter staff should be sign language literate.

4. TOILET FACILITIES
 There should be at least one unisex accessible toilet
 Ticket Gates
At least one of the ticket gates should:
 Be minimum 900 mm wide to allow a wheelchair user through; and
 Have a continuous line of guiding paver for people with visual impairments.

5. PLATFORMS
The Platforms should:
 Have a row of warning paver installed 600mm before the track edge (Fig. 12.4);
 Have non-slip and level flooring;
 Have seating areas for people with ambulatory disabilities;
 Be well illuminated lux level 35 to 40;
 There should be no gap or difference in level between the train entry door and
the platform.
 All platforms should inter-connect by means of an accessible routes or lifts; and
provide accessible level entrance to the train coach.

6. WAY FINDING
 Way finding references should be available at decision points.
 Colour can be used to identify routes and provide assistance in locating doors,
walls and hazards. Proper colour contrast between different elements greatly
improves visibility for all users and is critical for persons with low vision. For
example, colour contrasting of door frames can assist in locating doors, and
likewise floors should be contrasted with walls. In addition, furniture should
contrast with walls and floors so as not to create an obstacle.
 Structural elements such as columns should be colour contrasted or brightly
marked so as to be visible to those who may have a visual disability.
 Generally, patterns on flooring should be avoided or else should be minimal and
small to avoid visual confusion.
 In addition to identifying hazards or warnings, tactile floor surfaces can also be
used to inform that there is a change in area (e.g. leaving a corridor and entering
a boarding area).
 Tactile systems should be consistent throughout the building. For example,
terminals should not have carpeting in some boarding areas and tile in others as
this may create confusion for those who rely on tactile surfaces to guide them to
their destination.
 Good lighting assists those with a visual disability to see better and allows people
who have a hearing impairment to lip read easier. However, care should be taken
to properly direct lighting and to use matte finishes on floors, walls and signage,
so as not to create glare which may create difficulties for all travellers.
 Blinds can be used to adjust lighting levels in areas where the natural lighting
changes significantly throughout the day.

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7. SIGNAGE
 Signs must be clear, concise, and consistent. All travelers need clear information
about the purpose and layout of terminals to maintain a sense of direction and
independent use of all facilities. Using internationally and nationally established
symbols and pictograms with clear lettering and Braille ensures universal
accessibility cutting across regional/cultural and language barriers. A cohesive
information and signage system can provide visual (e.g. signs, notice boards),
audible (e.g. public address and security systems, induction loops, telephones,
and infrared devices), and/ or tactile information (e.g. signs with embossed
lettering or Braille)

8. SIGN DESIGN SPECIFICATIONS

 The sign should be in a prominent position.
 The face of the sign should be well-illuminated by natural or artificial light.
 Letters should be simple such as Arial, Helvetica medium, and san serif or similar
and numbers should be Arabic.
 The colour of the text should be in a colour that contrasts with the sign board.
 The sign board should also contrast with the wall on which it is mounted.
 The surface of the sign should not be reflective.
 Some signs such as those adjacent to or on a toilet door may be embossed so
that they can be read by touch.
 Illuminated signs should not use red text on a dark background.
 Signs should be supplemented by Braille where possible.

Fig. 12.1 - Way finding signage Fig. 12.2 - International Symbol of Accessibility

9. AUTOMATED KIOSKS
 Automated kiosks should be accessible for wheelchair users.
 Should be clearly marked with international symbol of accessibility.
 Should have Braille buttons and audio announcement system for persons with
vision impairments.
 Operations should be easy to understand and operate for persons with learning
disabilities, intellectual disabilities, and elderly persons.

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10. PUBLIC DEALING COUNTERS

 Ticketing, Information, Check-in, Help desk, Restaurants, Shops, etc. should
have public dealing counters.
 Information or help desks should be close to the terminal entrance, and highly
visible upon entering the terminal. In addition, they should be clearly identified
and accessible to both those who use wheelchairs and those who stand.
 It should provide information in accessible formats, viz. Braille leaflets for persons
with vision impairments.
 Ideally, these desks should have a map of the facility that desk attendants can
view with passengers, when providing directions.
 Staff manning the counters should know sign language.
 Information desk acoustics should be carefully planned and controlled as a high
level of background noise is confusing and disorienting to persons with hearing
impairment.
 Lighting should be positioned to illuminate the receptionist/person manning the
counter and the desk top without creating glare.
 Lighting should not create shadows over the receptionist staff, obscuring facial
detail and making lip reading difficult.
 There should be a hearing enhancement system such as a loop induction unit,
the availability of which is clearly indicated with a symbol.
 One of the counters should not be more than 800mm from the floor, with a
minimum clear knee space of 650mm high and 280mm- 300mm deep.

11. AUDIO-VISUAL DISPLAYS

 Terminal maps should be placed so that they are readily visible to persons who
are standing and persons who use wheelchairs. They should also be accessible
to persons with a visual disability (i.e. tactile maps). Other alternatives include
electronic navigation systems or audio maps.
 Enable captioning at all times on all televisions and other audio-visual displays
that are capable of displaying captions and that are located in any portion of the
terminal.
 The captioning must be in high contrast for all information concerning travel
safety, ticketing, check-in, delays or cancellations, schedule changes, boarding
information, connections, checking baggage, individuals being paged by bus
railway or airlines, vehicle changes that affect the travel of persons with
disabilities, and emergencies (e.g., fire, bomb threat).

12. REST AREAS/SEATING

 Seating area / benches should be provided along the circulation path at regular
intervals so that passengers do not need to walk more than 50 to 60 metres
before being able to sit and rest.
 Where seating is provided, designated seating for passengers with disabilities is
to be provided at boarding gates and departure areas within viewing distance of
communication boards and/or personnel and identified by the symbol of access.
 Public transit operators should provide seating in passenger service areas where
there may be long waiting lines or times, including at ticket sales counters, check-
in counters, secured screening and during inter-country travel in customs areas
and baggage retrieval areas.

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 Designated seating should be provided for at boarding gates and departure areas
within viewing distance of communication boards, and within hearing range of
audio announcements as well. Such seating areas should be identified by the
symbol of accessibility and shelter should be provided where this seating is
outdoors.
 In outdoor settings, seating should be provided along with the planned hawker
spaces.
 At waiting lounges for persons with disabilities chairs should have armrests and
backrest.

13. TACTILE PAVING- GUIDING & W ARNING

(a) Tactile Guiding Paver (Line-Type)

It is recommended to install a row of tactile guidance paver along the entire length of
the proposed accessible route for visual impaired persons. Care must be taken to
ensure that there are no obstacles, such as wall, pillar, uneven surfaces, Soffit
(underside /open area under the stairs, along the route traversed by the guidance
paver. Also, there should be clear headroom of at least 2.1 meters height above the
tactile guidance paver, free of protruding objects such as overhanging advertisement
panel and signage, along the entire length of the walk.

(b) Tactile Warning Paver (Dot-Type)

Indicate an approaching potential hazard or a change in direction of the walkway,

and serve as a warning of the approaching danger to persons with visual
impairments, preparing them to tread cautiously and expect obstacles along the
travel path, traffic intersections, doorways, stairs, etc. They are used to screen off
obstacles, drop-offs or other hazards, to discourage movement in an incorrect
direction, and to warn of a corner or junction. Two rows of tactile warning paver
should be installed across the entire width of the designated accessible passenger
pathway at appropriate places such as before intersections, terminal entrances,
obstacles such as signage, and each time the walkway changes direction.

14. PLACES TO INSTALL WARNING PAVER

 In front of an area where traffic is present.
 In front of an entrance/exit to and from a staircase or multi-level crossing facility.
 Entrances/exits at public transport terminals or boarding areas.

Fig. 12.3 - Guiding paver Fig. 12.4 - Warning paver

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15. DOORS
Whatever the type of entrance door, it must be wide enough to accommodate
passenger traffic comfortably.

 The recommended minimum clear opening width of an internal door is 900mm

minimum.
 Where doors comprise two leaves (i.e. double doors), each leaf should be
900mm min. wide, so that persons carrying large items and people using
wheelchairs do not have to open both leaves.
 Manual doors should incorporate kick plates 300-400mm high to withstand
impact of wheelchair footrest (this is especially important where doors are
glazed).

o Also be fitted with vision panels at least between 900mm and 1500mm from
floor level.
o Be color contrasted with the surrounding wall and should not be heavier than
22N to open.
o Lever handles and push type mechanisms are recommended. When a sliding
door is fully open, handles should be usable from both sides.

 Where revolving doors or turnstiles are used, an alternative wheelchair-

 Accessible entrance must also be provided.
 A distance of 400mm should be provided beyond the leading edge of door to
enable a wheelchair user to maneuver and to reach the handle.
 To ensure maximum clarity for persons with visual impairments, the entrance
should be easily distinguishable from its surroundings by the effective use of
landscaping, signage, colour (preferably yellow/orange), tonal contrast and tactile
surfacing.
 Door hardware should be positioned between 900-1000mm above floor (figure
28).
 Operable devices such as handles, pulls, latches and locks should:
o Be operable by one hand
o Not require fine finger control, tight grasping, pinching or twisting to operate

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 Glazed doors and fixed glazed areas should be made visible by use of a clear,
colour and tone contrasted warning or decorative feature that is effective from
both inside and outside and under any lighting conditions, e.g. a logo, of
minimum dimensions 150mm by 150mm (though not necessarily square), set at
eye level.

16. STEPS & STAIRS

 Steps should be uniform with the tread not less than 300mm and the risers
150mm.
 The risers should not be open.
 The steps should have an unobstructed width of 1200mm minimum.
 All steps should be fitted with a permanent colour and tone contrasting at the step
edge, extending the full width of the step, reaching a minimum depth of 50mm on
both tread and riser.
 Have continuous handrails on both sides including the wall (if any) at two levels
 Warning paver to be placed 300mm at the beginning and at the end of all stairs.
 Nosing to be avoided.
 The staircase should be adequately and uniformly illuminated during day and
night (when in use). The level of illumination should preferably fall between 100-
150 lux.
 The rise of a flight between landings must be no more than 1200mm.
 There should be no more than 12 risers in one flight run.
 The stair covering and nosing should be slip-resistant, non-reflective, firmly-fixed
and easy to maintain.
 Soffit (underside /open area under the stairs) of the stairs should be enclosed or
protected.

17. HANDRAILS
 Handrails should be circular in section with a diameter of 38-45mm and formed
from materials which provide good grip such as timber, nylon or powder coating,
matt finish metal finishes.
 The handrail should contrast in colour (preferably yellow/orange) with
surrounding surfaces.
 At least 50mm clear of the surface to which they are attached and should be
supported on brackets which do not obstruct continuous hand contact with the
handrail.
 The handrail should be positioned at two levels- 760mm and 900mm above the
pitch-line of a flight of stairs.
 Handrail at foot of the flight of stairs should extend 300mm beyond the stairs in
the line of travel and returning to the wall or floor or rounded off, with a positive
end that does not project into the route of travel.

18. RAMPS
 Ramps gradient should ideally be 1 in 20 and no greater than 1 in 12.
 Width of the ramp should not be less than 1200mm and preferred width is
1800mm.
 The steeper the gradient, the shorter the length of ramp between landings.
 On long ramps, a horizontal resting space should be provided every 6 meters.

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 Surface materials should be slip-resistant, non-reflective, firmly-fixed and easily

maintained
 The edge of the ramp should have an edge protection with a minimum height of
100mm.
 Landings every 750mm of vertical rise.
 A tapping or lower rail should be positioned so that its bottom edge is no higher
than 200mm above ground level.
 Handrails on the ramps should be on both sides at two levels: upper at 900mm
and lower at 760mm; both end to be rounded and grouted; extend 300 mm
beyond top and bottom of ramp .
 A row of tactile warning paver should be placed 300mm beginning and end of
each run.
 Landings should be provided at regular intervals as indicated in the table (Table
12.1).
Table 12.1 - Specifications for Ramps
Minimum Handrail
Level Ramp
Gradient of on Comments
difference Width
Ramp both sides
≥ 150 mm
1:12 1200 mm √
≤ 300 mm
≥ 300 mm Landings every 5
1:12 1500 mm √
≤ 750 mm meters of ramp run.
≥ 750 mm Landings every 9
1:15 1800 mm √
≤ 3000mm meters of ramp run.
≥ 3000 mm Landings every 9
1:20 1800 mm √
meters of ramp run.

19. LIFTS/ELEVATORS
 A carefully designed lift makes a huge contribution to the accessibility of a
multi-storied terminal building for persons with disabilities.
 Lift locations should be clearly signposted from the main pedestrian route and
recognizable through design and location.
 The colour and tone of the lift doors should contrast with the surrounding wall
finish to assist in their location. Lift doors with metallic finishes such as steel
grey and silver should be avoided as they are difficult to identify by persons
with low vision.
 The lift lobby shall be of an inside measurement of 1800mm X 2000mm or
more. A clear landing area in front of the lift doors of minimum dimensions
1500mm x 1500mm should be provided.
 By making the landing area distinguishable by floor surface and contrast, it will
aid location and recognition of core areas. This could comprise a change in
floor finish from thin carpet to vinyl/PVC, or cement/mosaic floor to carpet.
 Changes in floor finish must be flushed. There should be no level difference
between lift door and the floor surface at each level; the gap if unavoidable
should not be more than 12mm.
 The floor level/location should be indicated on the wall adjacent to or just
above the call buttons, and opposite the lift doors where possible.

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20. Lift Dimensions

 Provisions of at least one lift shall be made for people using wheelchairs with the
following car dimensions:
 Clear internal depth -1500 mm minimum
 Clear internal width - 1500 mm minimum
 Entrance door width - 900 mm minimum

21. LIFT CONTROLS

 The lift call button should be wall-mounted adjacent to the lift and should contrast
with wall finish, either by using a contrasting panel, or a contrasting border
around the button panel.
 The call buttons should be located within the range 800-1000mm above floor
finish.
 Buttons should not be touch sensitive, but should require a light positive pressure
and should ideally be large enough to be operable by the palm of the hand if
required.
 The control buttons inside the lift should be positioned on the side wall rather
than front wall to allow access from the back and front of the lift car, by mobility
aid users like wheelchair users.
 The control buttons should contrast with their surroundings and illuminate when
pressed and should incorporate highly visible tactile embossed (NOT engraved)
characters and in Braille.
 Time of closing of an automatic door should be more than 5 seconds and the
closing speed should not exceed 25 meters per second. There should be a
provision of censor enabled closing.
 In larger lifts, controls should be positioned on both side walls, at least 400mm
from front wall and between 800-1000mm above floor level.

22. CAR DESIGN

 Internal walls should have a non-reflective, matt finish in a colour and tone
contrasting with the floor, which should also have a matt, non-slip finish.
 Use of reflective materials such as metal (stainless steel for example) can be
problematic in creating sufficient contrast with control buttons, emergency
telephone cabinet, etc. for persons with low vision and the use of such materials
should be avoided wherever possible.
 A mirror (750mm above floor level) on the rear wall can be useful to persons
using wheelchairs and other mobility aids should they need to reverse safely out
of the lift car or view the floor numbers.
 Internal lighting should provide a level of illumination of minimum 100 lux
(approximately 50-75 lux at floor level), uniformly distributed, avoiding the use of
spotlights or down lighters.
 A grab bar should be provided along both sides and the back wall, 900mm above
floor level.
 Handrails should be of tubular or oval cross section, in order to be easily gripped
and capable of providing support.
 Handrails should be positioned so that there is a clear space behind the handrail
to allow it to be grasped i.e. knuckle space should be 50mm.

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12.6 INFORMATION SYSTEMS

 Lifts should have both visual and audible floor level indicators
 Audible systems are also usually capable of incorporating additional messages,
such as door closing, or, in the case of an emergency, reassurance (with manual
over-ride allowing communication with lift occupants).
 Announcement system should be of 50 decibel.
 The display could be digital or segmented LED, or an appropriate alternative. A
yellow or light green on black display is preferred to a red on black display as it is
easier to read.

12.7 GENERAL ACCESSIBLE TOILETS

1. SIGNAGES
 All signage of general toilets should be in bold and contrasting colors.
 For persons with low vision and vision impairments: male pictogram in
triangle and female pictogram in circle, marked on plates along with Braille &
raised alphabets, to be mounted on wall next to door near the latch side, at a
height between 1400mm-1600mm.
 Warning strip/ thin rubber door mat to be provided 300mm before and after
the toilet entrance.
 Tactile paver to be provided for urinals, WC and washbasins for persons with
vision impairments.

2. ACCESSIBLE TOILETS
 Should have the international symbol of accessibility displayed outside for
wheelchair access.
 The toilet door should be an outward opening door or two way opening or a
sliding type and should provide a clear opening width of at least 900mm.
 It should have a horizontal pull-bar, at least 600mm long, on the inside of the
door, located so that it is 130mm from the hinged side of the door and at a
height of 1000mm.

3. WC COMPARTMENT DIMENSIONS
 The dimensions of a unisex toilet are critical in ensuring access. The
compartment should be at least 2200mm and 2000mm. This will allow use by
both manual and motorized wheelchair users.
 Layout of the fixtures in the toilet should be such that a clearing maneuvering
space of 1500mm x 1500mm in front of the WC and washbasin.

4. W ATER CLOSET (WC) FITTINGS

 Top of the WC seat should be 450-480mm above finished floor level,
preferably be of wall hung or corbel type as it provides additional space at the
toe level.
 An unobstructed space 900mm wide should be provided to one side of the
WC for transfer, together with a clear space 1200mm deep in front of the WC.
 WC should be centred 500mm away from the side wall, with the front edge of
the pan 750mm away from the back wall. Have a back support. The WC with

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a back support should not incorporate a lid, since this can hinder transfer.
 L-shape grab bar at the adjacent wall and on the transfer side (open side)
swing up grab bar shall be provided.
 The cistern should have a lever flush mechanism, located on the transfer side
and not on the wall side and not more than 1000mm from the floor.

5. GRAB BARS
 Grab bars should be manufactured from a material which contrasts with the
wall finish (or use dark tiles behind light colored rails), be warm to touch and
provide good grip.
 It is essential that all grab rails are adequately fixed, since considerable
pressure will be placed on the rail during maneuvering. Grab bars should
sustain weight of 200kgs minimum.
 A hinged type moveable grab bar should be installed adjacent to the WC on
the transfer side. This rail can incorporate a toilet tissue holder. A distance of
320mm from the centre line of the WC between heights of 200-250mm from
the top of the WC seat. It should extend 100-150mm beyond the front of the
WC.
 A fixed wall-mounted L- shape grab bar (600mm long horizontal and 700mm
long vertical) on the wall side should be provided. It should be placed at a
height of 200-250mm above the WC seat level.

6. W ASHBASINS
 Hand washbasins should be fitted on cantilevered brackets fixed to the wall.
 The basin should be fixed no higher than 750mm above the finished floor
level.
 Be of dimensions 520mm and 410mm, mounted such that the top edge is
between 800- 900mm from the floor; have a knee space of at least 760mm
wide by 200mm deep by 650-680mm high.
 The position of the basin should not restrict access to the WC i.e. it should be
located 900mm away from the WC.
 A lever operated mixer tap fitted on the side of the basin closest to the WC is
useful as it allows hot and cold water to be used from a seated position on the
WC.
 The hand drying facilities should be located close to the hand washbasin
between 1000-1200mm.
 Lever type handles for taps are recommended.
 Mirror‟s bottom edge to be 1000mm from the floor and may be inclined at an
angle.

7. FIXTURES AND FITTINGS

 Contrast between fittings and fixtures and wall or floor finishes will assist in their
location. For example, using contrasting fittings, or dark tiles behind white hand
washbasins and urinals, contrasting soap dispensers and toilet roll holders.
 Contrast between critical surfaces, e.g. floors, walls and ceilings helps to define
the dimensions of the room.
 Towel rails, rings and handrails should be securely fixed to the walls and
positioned at 800-1000mm from the floor.

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 The mirror should be tilted at an angle of 300 for better visibility by wheelchair
users.
 It should have lower edge at 1000mm above floor finish and top edge around
1800mm above floor finish.
 Hooks should be available at both lower-1200mm and standard heights-
1400mm, projecting not more than 40mm from the wall.
 Where possible, be equipped with a shelf of dimensions 400mm x 200mm fixed
at a height of between 900mm and 1000mm from the floor.
 Light fittings should illuminate the user's face without being visible in the mirror.
For this reason, most units which have an integral light are unsatisfactory.
 Large, easy to operate switches are recommended, contrasting with background
to assist location, at a maximum height of 1000mm above floor finish.
 All toilet facilities should incorporate visual fire alarms.
 Alarms must be located so that assistance can be summoned both when on the
toilet pan i.e. at 900mm height and lying on the floor i.e. at 300mm, from floor
surface. Alarms should be located close to the side wall nearest the toilet pan,
750mm away from rear wall and at 900mm and 200mm above floor finish

8. SIGNAGE OF ACCESSIBLE TOILETS

 All unisex accessible toilets to have access symbol in contrast colours. A distinct
audio sound (beeper/clapper) may be installed above the entrance door for
identification of the toilets.

Fig. 12.5 - Signage for accessible washroom

9. ACCESSIBLE URINAL
 At least one of the urinals should have grab bars to support ambulant persons
with disabilities (for example, people using mobility aids like crutches).
 A stall-type urinal is recommended.
 Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum
of 430mm above the finish floor. This is usable by children, short stature
persons and wheelchair users.
 Urinal shields (that do not extend beyond the front edge of the urinal rim)
should be provided with 735mm clearance between them.
 Grab bars to be installed on each side, and in the front, of the urinal.
 The front bar is to provide chest support; the sidebars are for the user to hold
on to while standing.

12.8 DRINKING WATER UNITS

 Drinking water fountains or water coolers shall have up front spouts and control.
 Drinking water fountains or water coolers shall be hand-operated or hand and
foot-operated.

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 Conventional floor mounted water coolers may be convenient to individuals in

wheelchairs if a small fountain is mounted on the side of the cooler 800mm above
the floor.
 Fully recessed drinking water fountains are not recommended.
 Leg and knee space to be provided with basin to avoid spilling of water. This
allows both front and parallel access to taps for persons using mobility aids like
wheel chair, crutches etc.

12.9 VISUAL CONTRASTS

 Visual contrasts means adequate contrast created by difference of at least 30

LRV (Light Reflectance Value) of the two surfaces/ objects and it helps everyone
especially persons with vision impairments.
 Visual contrast should be provided between:
o Critical Surfaces (walls, ceiling and floor),
o Signage and background sign frame/ wall,
o Step edges and risers/ treads on steps,
o Handrails and background walls,
o Doors and surrounding walls,
o Switches/ sockets and background wall,
o Toilet fixtures and critical surfaces in toilet.

 Barriers and hazards should be highlighted by incorporating colours and

luminance contrast.

12.10 EMERGENCY EGRESS/EVACUATION

 Placement (accessibility) and visibility of such devices is very important. The

following is to be considered for the installation of such alarm devices; fire alarm
boxes, emergency call buttons and lit panels should be installed between heights
of 800mm and 1000mm from the furnished floor surface. These should be
adequately contrasted from the background wall and should be labelled with
raised letters and should also be in Braille.
 A pre-recorded message, alerting an emergency to the control room or reception
should be installed in the telephone and this should be accessible by a „hotkey‟
on the phone keypad. This „hotkey‟ should be distinct from the rest of the keypad.

12.11 ALERTING SYSTEMS

 In emergency situations, it is critical that people are quickly alerted to the

situation at hand, for persons with disability the following needs to be considered.
 Consider having audible alarms with „voice instructions‟ that can help guide them
to the nearest emergency exit. As an alternative to the pre-recorded messages,
these alarms may be connected to the central control room for on-the-spot
broadcasts.
 Non-auditory alarms (visual or sensory) to alert persons with hearing impairments
should be installed at visible locations in all areas that the passengers may use
(including toilet areas, etc).

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Non-auditory alarms include:

 Flashing beacons
 Vibrating pillows and vibrating beds.
 Pagers or mobile phones that give out a vibrating alarm along with a
flashing light (these may be issued to persons with vision or hearing
impairments at the time of check-in or boarding the vehicle.)

12.12 WRITTEN EVACUATION PROCEDURE

A written evacuation procedure that details the egress plan for people with disability
should be installed behind the entrance door in the accessible rest rooms. The
evacuation procedure should be detailed in large print letters that contrast strongly
against the background. Where possible, it should also incorporate raised letters and
Braille. The evacuation route should be displayed on a high contrast tactile map for
benefit of persons with vision impairments.

12.13 EMERGENCY EVACUATION ROUTE

 Designate routes that are at least 1200mm wide, to ensure that a person using a
wheelchair and a non-disabled person are able to pass each other along the
route. The route should be free of any steps or sudden changes in level and
should be kept free from obstacles such as furniture, coolers, AC units and flower
pots.

 Use Exit signage along the route. Orientation and direction signs should be
installed frequently along the evacuation route and these should preferably be
internally illuminated. The exit door signage should also be internally illuminated.

 A „way guidance lighting system‟ consisting of low mounted LED strips to outline
the exit route (with frequent illuminated direction indicators along the route)
should be installed along the entire length of the evacuation route. Way guidance
systems allow persons with vision impairments to walk significantly faster than
traditional overhead emergency lighting. Moreover, emergency exit lights in green
color and directional signals mounted near the floor have been found to be useful
for all people in cases where a lot of smoke is present.

12.14 WAY GUIDENCE SYSTEM

 Luminance on the floor should be 1lux minimum provided on along the centre line
of the route and on stairs.

 Install clear illuminated sign above exit and also directional signage along the
route.

 The directional exit signs with arrows indicating the way to the escape route
should be provided at a height of 500mm from the floor level on the wall and
should be internally illuminated by electric light connected to corridor circuits.

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12.15 FIRE RESISTANT DOORS

 Fire resistant doors and doors used along the emergency evacuation route are
generally heavy and the force required to open these is much higher than 25
Newton, making it difficult for people with disability to negotiate these doors
independently. There are, however, magnetic and other types of door holders
available that can be connected to fire alarms so that they will hold the doors
open normally but will release the doors when the fire alarm is activated.

12.16 STREET DESIGN

(a) Footpath (Sidewalk)

Footpaths should be regarded as a transportation system which is connected and

continuous, just like roadways and railways. They should not be sporadically
placed where ever convenient, but instead should be provided consistently
between all major attractions, trip generators, and other locations where people
walk.

Footpath should
 Be along the entire length of the road;
 Have height of a standard public step riser i.e. 150 mm maximum;
 Be at least 1800 mm wide;
 Have non-slip surface;
 Have tactile guiding paver for persons with visual impairments;
 Preferably have well defined edges of paths and routes by use of different
colours and textures;
 Have no obstacles or projections along the pathway. If this is unavoidable,
there should be clear headroom of at least 2200 mm from the floor level;
 The minimum 1.8m (width) x 2.2m (Height) Walking Zone should be clear of
all obstructions – both horizontally and vertically.

Footpath should have:

 Have kerb ramps where ever a person is expected to walk into or off the
pathway; and
 Have tactile warning paver installed next to all entry and exit points from the
footpath.

(b) Kerb Ramp

 Kerb should be dropped, to be flush with walk way, at a gradient no greater
than 1:10 on both sides of necessary and convenient crossing points. Width
should not be less than 1200mm. If width (X) is less than 1200mm, then slope
of the flared side shall not exceed 1:12.
 Floor tactile paving- Guiding & Warning paver shall be provided to guide
persons with vision impairment so that a person with vision impairment does
not accidentally walk onto the road.
 Finishes shall have non-slip surface with a texture traversable by a wheel
chair.

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(c) Road Intersections

 Pedestrian crossings should be equipped with traffic control signal.
 Traffic islands to reduce the length of the crossing are recommended for the
safety of all road users.
 Warning pavers should be provided to indicate the position of pedestrian
crossings for the benefit of people with visual impairments.
 Table tops (raised road level to the sidewalk height) are helpful in reducing
the speed of traffic approaching the intersection.

(d) Median/Pedestrian Refuge

Raised islands in crossings should:
 Cut through and level with the street; or
 Have kerb ramps on both the sides and have a level area of not less than
1500 mm long in the middle; and
 A colored tactile marking strip at least 600 mm wide should mark the
beginning and end of a median/ pedestrian refuge to guide pedestrian with
visual impairments to its location.

12.17 TRAFFIC SIGNALS

 Pedestrian traffic lights should be provided with clearly audible signals for the
benefit of pedestrians with visual impairments;
 Acoustic devices should be installed on a pole at the point of origin of crossing
and not at the point of destination;
 The installation of two adjacent acoustic devices such as beepers is not
recommended in order to avoid disorientation;
 The time interval allowed for crossing should be programmed according to the
slowest crossing persons; and
 Acoustical signals encourage safer crossing behavior among children as well.

12.18 SUBWAY AND FOOT OVER BRIDGE

Subways and foot over bridges should be accessible for people with disabilities. This
may be achieved by:
 Provision of signage at strategic location;
 Provision of slope ramps or lifts at both the ends to enable wheelchair
accessibility ;
 Ensuring that the walkway is at least 1500 mm wide;
 Provision of tactile guiding and warning paver along the length of the walkway;
 Keeping the walkway; free from any obstructions and projections; and
 Providing for seats for people with ambulatory disabilities at regular intervals
along the walkway and at landings.

12.19 ALIGHTING AND BOARDING AREAS

All areas and services provided in the Mass Rapid Transit System
(Metro/subway), bus terminuses, etc. that are open to the public should be
accessible.

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12.19.1 Approach
 Passenger walkways, including crossings to the bus stops, taxi stands, terminal /
station building, etc. should be accessible to persons with disabilities.
 Uneven surfaces should be repaired and anything that encroaches on corridors
or paths of travel should be removed to avoid creating new barriers. Any
obstructions or areas requiring maintenance should be white cane detectable.
 Access path from plot entry and surface parking to terminal entrance shall have
even surface without any steps.
 Slope, if any, shall not have gradient greater than 5%. The walkway should not
have a gradient exceeding 1:20. It also refers to cross slope.
 Texture change in walk ways adjacent to seating by means of tactile warning
paver should be provided for persons with vision impairment.
 Avoid gratings in walks.

12.19.2 Car Park

(A) SIGNAGE
 International symbol of accessibility (wheelchair sign) should be displayed at
approaches and entrances to car parks to indicate the provision of accessible
parking lot for persons with disabilities within the vicinity.
 Directional signs shall be displayed at points where there is a change of direction
to direct persons with disabilities to the accessible parking lot.
 Where the location of the accessible parking lot is not obvious or is distant from
the approach viewpoints, the directional signs shall be placed along the route
leading to the accessible parking lot.
 Accessible parking lot should be identifiable by the International Symbol of
Accessibility. The signs should not be obscured by a vehicle parked in the
designated lot.
 Vertical signs shall be provided, to make it easily visible, the sign should be at a
minimum height of 2100 mm.

(B) SYMBOL
International Symbol of Accessibility should be clearly marked on the accessible
parking lot for drivers/riders with disabilities only.
 A square with dimensions of at least 1000 mm but not exceeding 1500 mm in
length;
 Be located at the centre of the lot; and
 The colour of the symbol should be white on a blue background.

(C) CAR PARK ENTRANCE

The car park entrance should have a height clearance of at least 2400 mm.
LOCATION
 Accessible parking lots that serve a building should be located nearest to an
accessible entrance and / or lift lobby within 30 meters. In case the access is
through lift, the parking shall be located within 30 meters.
 The accessible route of 1200 mm width is required for wheelchair users to
pass behind vehicle that may be backing out.

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(D) ACCESSIBLE CAR PARKING LOT

The accessible car parking lot should:
 Have minimum dimensions 5000 mm × 3600 mm;
 Have a firm, level surface without aeration slabs;
 Wherever possible, be sheltered;
 Where there are two accessible parking bays adjoining each other, then the
1200 mm side transfer bay may be shared by the two parking bays. The
transfer zones, both on the side and the rear should have yellow and while
cross-hatch road markings;
 Two accessible parking lots shall be provided for every 25 no of car spaces.

(E) DROP OFF AND PICK UP AREAS

 Designated drop-off and pick-up spaces, to be clearly marked with
international symbol of accessibility.
 Kerbs wherever provided, should have kerb ramps.

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 CHAPTER 13: SECURITY MEASURES FOR A METRO RAIL SYSTEM

CHAPTER-13
SECURITY MEASURES FOR A
METRO RAIL SYSTEM

13.1 INTRODUCTION

Metro Rail System is emerging as the most favoured mode of urban transportation
system. The inherent characteristics of Metro Rail System make it an ideal target for
terrorists and miscreants. Metro Rail System is typically open and dynamic systems
which carry thousands of commuters. Moreover the high cost of infrastructure, its
economic importance, being the life line of city high news value, fear & panic and
human casualties poses greater threat to its security. Security is a relatively new
challenge in the context of public transport. It addresses problems caused
intentionally. Security differs from safety which addresses problems caused
accidentally. Security problems or threats are caused by people whose actions aim to
undermine or disturb the public transport system and/or to harm passengers or staff.
These threats range from daily operational security problems such as disorder,
vandalism and assault to the terrorist threat.

13.2 NECESSITY OF SECURITY

It is well known that public transportation is increasingly important for urban areas to
prosper in the face of challenges such as reducing congestion and pollution.
Therefore, security places an important role in helping public transport system to
become the mode of choice. Therefore, excellence in security is a prerequisite for
Metro Rail System for increasing its market share. Metro Rail System administration
must ensure that security model must keep pace rapid expansion of the Metro Rail
System and changing security scenario.

13.3 THREE PILLARS OF SECURITY

Security means protection of physical. Human and intellectual assets either from
criminal interference, removal of destruction by terrorists or criminals or incidental to
technological failures or natural hazardous events. There are three important pillars
of security as mentioned under:

(i) The human factor;

(ii) Procedures;
(iii) Technology

Staff engaging with the passengers creates a sense of re-assurance which cannot
fully be achieved by technology. For human factor to be more effective staff has to be
qualified, trained, well equipped and motivated. They should be trained, drilled and
tested. The security risk assessment is the first step for understanding the needs and

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prioritizing resources. The organization of security should be clear and consistent.

Security incidents, especially major ones, often happen without warning. Emergency
and contingency plans must be developed communicated and drilled in advance.

There are number of technologies which can be used to enhance security e.g.
surveillance systems. The objectives of the security systems are to differ i.e., making
planning or execution of on attack too difficult, detect the planned evidence before it
occurs deny the access after in plan of attack has been made and to mitigate i.e.
lessen the impact severity as the attack by appropriate digits.

13.4 PHASES OF SECURITY

There are three phases of security as under:

(i) Prevention
These are the measures which can prevent a security incidence from taking place.
These can be identified by conducting a risk assessment and gathering intelligence.
Prevention begins with the daily operational security -problems.

Uncared for dirty, damaged property is a breeding ground for more serious crime.

(ii) Preparedness
Plans must be prepared to respond to incidents, mitigate the impact. Train staff
accordingly and carry out exercises. The results of the risk assessment give a basis
for such plans.

(iii) Recovery
Transport system must have laid down procedures/instructions for the quick recovery
of normal service after an incident. Recovery is important for the financial health of
the operation, but it also sends a clear message to public, it reassures passengers
and gives them confidence to continue using the system. Communication is key to
the quick restoration after such incidents. Restoration should also include an
evaluation process for the lessons learnt.

13.5 RESPONSIBILITIES AND PARTNERSHIPS

Security is a sovereign function and hence is the responsibility of the state. Security
in public requires clear governance. Responsibility should be clearly defined. In the
present scenario, this is the responsibility of the Government of Maharashtra to
ensure secured travelling to the public including Metro Rail System.

13.6 PROPOSED PROVISIONS FOR SECURITY SYSTEM

1. CCTV coverage of all Metro Rail System stations. With a provision of monitoring
in the Station Security Room as well as at a Centralized Security Control Room
with video wall, computer with access to internet TV with data connection, printer

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and telephone connection (Land Line and EPBX) for proper functioning, cluster
viewing for stations. Cost of this is included in Telecom estimate.

2. Minimum one Baggage Scanners on all entry points (1 per AFC array). Additional
requirement of baggage scanners at heavily crowed stations i.e at interchange
may also be required. Cost of one baggage scanner is Rs. 15.0 Lacs
approximately, on 2013 prices.

3. Multi-zone Door Frame Metal Detector (DFMD) minimum three per entry (2 per
AFC array). The number can increase in view of the footfall at over crowed
stations. Cost of one Multi-zone DFMD is Rs 2.15 Lacs approximately.

4. Hand held Metal Detector (HHMD) as per requirement of security agency,

minimum two per entry, which varies from station to station with at least 1.5 per
DFMD installed at the station. Cost of one HHMD is Rs 6000/- approximately at
2012 prices.

5. Bomb Detection Equipments with modified vehicle as per requirement of security

agency. One BDS team per 25 - 30 station will be required at par with present
criteria of DMRC. Cost 1.25 crores including vehicle.

6. Bomb Blanket at least one per station and Depots. Cost is Rs. 50,000/- per bomb
blanket.

7. Wireless Sets (Static and Hand Held) as per requirement of security agency.

8. Dragon light at least one per station and vital installation.

9. Mobile phones, land lines and EPBX phone connections for senior security
officers and control room etc.

10. Dog Squads (Sniffer Dog), at least one dog for 4 Metro Rail System stations
which is at par with current arrangement of Delhi Metro. Cost of one trained
sniffer dog is Rs 1.25 Lacs approximately. Dog Kennels along with provision for
dog handlers and MI room will also be provided by Metro Rail System train depot
administration including land at suitable places line wise.

11. Bullet proof Morcha one per security check point (i.e. AFC array) and entry gate
of Metro Rail System train depot administration Metro Rail System station.

12. Bullet proof jackets and helmets for QRTs and riot control equipments including
space at nominated stations. One QRT Team looks after 5-6 Metro Rail System
stations as per present arrangement. One QRT consist of 5 personnel and
perform duty in three shifts.

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13. Furniture to security agency for each security room, and checking point at every
entry point at stations. Scale is one office table with three chairs for security room
and office of GO and one steel top table with two chairs for checking point.

14. Ladies frisking booth - 1 per security check point (AFC Array)
Wooden Ramp - 1 per DFMD for security check points.

15. Wall mounted/ pedestal fan at security check point, ladies frisking booth and
bullet proof Morcha, as per requirement.

16. Physical barriers for anti-scaling at Ramp area, low height of via duct by providing
iron grill of appropriate height & design/concertina wire.

17. Adequate number of ropes. Queue managers, cordoning tapes, dragon search
lights for contingency.

18. Iron grill at station entrance staircases, proper segregation of paid and unpaid by
providing appropriate design grills etc.

19. Proper design of emergency staircase and Fireman entry to prevent unauthorized
entry.

20. The provision procurement of all the above hardware is included in the cost of
Stations.

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 CHAPTER 14: DISASTER MANAGEMENT MEASURE

CHAPTER -14

DISASTER MANAGEMENT MEASURE

14.1 INTRODUCTION

“Disaster is a crisis that results in massive damage to life and property, uproots the
physical and psychological fabric of the affected communities and outstrips the
capacity of the local community to cope with the situation.” Disasters are those
situations which cause acute distress to passengers, employees and outsiders and
may even be caused by external factors. As per the disaster management act, 2005
"disaster" means a catastrophe, mishap, calamity or grave occurrence in any area,
arising from natural or manmade causes, or by accident or negligence which results
in substantial loss of life or human suffering or damage to, and destruction of,
property, or damage to, or degradation of, environment, and is of such a nature or
magnitude as to be beyond the coping capacity of the community of the affected
area”. As per World Health Organization (WHO):

“Any occurrence that causes damage, economic disruption, loss of human life and
deterioration of health and services on a scale sufficient to warrant an extra ordinary
response from outside the affected community or area.”

A disaster is a tragic event, be it natural or manmade, which brings sudden and

immense agony to humanity and disrupts normal life. It causes large scale human
suffering due to loss of life, loss of livelihood, damages to property and persons and
also brings untold hardships. It may also cause destruction to infrastructure,
buildings, communication channels essential services, etc.

14.2 NEED FOR DISASTER MANAGEMENT MEASURES

The effect of any disaster spread over in operational area of Metro Rail System is
likely to be substantial as Mumbai Metro will be dealing with thousands of
passengers daily. Disaster brings about sudden and immense misery to humanity
and disrupts normal human life in its established social and economic patterns. It has
the potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause destruction or
damage to infrastructure, buildings and communication channels of Metro Rail
System. Therefore there is an urgent need to provide for an efficient disaster
management plan.

14.3 OBJECTIVES

The main objectives of this Disaster Management Measures are as follows:

 Save life and alleviate suffering.

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 Provide help to stranded passengers and arrange their prompt evacuation.

 Instill a sense of security amongst all concerned by providing accurate
information.
 Protect Metro Rail property.
 Expedite restoration of train operation.
 Lay down the actions required to be taken by staff in the event of a disaster in
VMRT in order to ensure handling of crisis situation in coordinated manner.
 To ensure that all officials who are responsible to deal with the situation are
thoroughly conversant with their duties and responsibilities in advance. It is
important that these officials and workers are adequately trained in anticipation
to avoid any kind of confusion and chaos at the time of the actual situation and
to enable them to discharge their responsibilities with alertness and
promptness.

14.4 LIST OF SERIOUS INCIDENTS REQUIRING USE OF PROVISIONS OF THE

DISASTER MANAGEMENT MEASURES

Medium Metro specific disasters can be classified into two broad categories e.g.:
Man-made and Natural.

 Man Made Disaster

1. Terrorist attack
2. Bomb threat/ Bomb blast
3. Hostage
4. Release of Chemical or biological gas in trains, stations or tunnels
5. Fire in Metro buildings, underground/ elevated infrastructures, power stations,
train depots etc.
6. Train accident and train collision/derailment of a passenger carrying train.
7. Sabotage
8. Stampede

 Natural Disaster
1. Earthquakes
2. Floods

14.5 PROVISIONS UNDER DISASTER MANAGEMENT ACT, 2005

A. The National Disaster Management Authority (NDMA)

Establishment of National Disaster Management Authority:-

(1) With effect from such date as the Central Government may, by notification in
the Official Gazette appoint in this behalf, there shall be established for the
purposes of this Act (The Disaster Management Act, 2005), an authority to be
known as the National Disaster Management Authority.

(2) The National Authority shall consist of the Chairperson and such number of
other members, not exceeding nine, as may be prescribed by the Central

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Government and, unless the rules otherwise provide, the National Authority
shall consist of the following:-

(a)The Prime Minister of India, who shall be the Chairperson of the National
Authority, ex officio;
(b) Other members, not exceeding nine, to be nominated by the Chairperson
of the National Authority.

(3) The Chairperson of the National Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the National Authority.

(4) The term of office and conditions of service of members of the National
Authority shall be such as may be prescribed.

B. State Disaster Management Authority

Establishment of State Disaster Management Authority:-

(1) Every State Government shall, as soon as may be after the issue of the
notification under sub-section (1) of section 3, by notification in the Official
Gazette, establish a State Disaster Management Authority for the State with
such name as may be specified in the notification of the State Government.

(2) A State Authority shall consist of the Chairperson and such number of other
members, not exceeding nine, as may be prescribed by the State
Government and, unless the rules otherwise provide, the State Authority shall
consist of the following members, namely:-

(a) The Chief Minister of the State, who shall be Chairperson, ex officio;
(b) Other members, not exceeding eight, to be nominated by the Chairperson
of the State Authority;
(c) The Chairperson of the State Executive Committee, ex officio.

(3) The Chairperson of the State Authority may designate one of the members
nominated under clause (b) of sub-section (2) to be the Vice- Chairperson of
the State Authority.

(4) The Chairperson of the State Executive Committee shall be the Chief
Executive Officer of the State Authority, ex officio: Provided that in the case of
a Union territory having Legislative Assembly, except the Union territory of
Delhi, the Chief Minister shall be the Chairperson of the Authority established
under this section and in case of other Union territories, the Lieutenant
Governor or the Administrator shall be the Chairperson of that Authority:
Provided further that the Lieutenant Governor of the Union territory of Delhi
shall be the Chairperson and the Chief Minister thereof shall be the Vice-
Chairperson of the State Authority.

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(5) The term of office and conditions of service of members of the State Authority
shall be such as may be prescribed.

C. Command & Control at the National, State & District Level

The mechanism to deal with natural as well as manmade crisis already exists and
that it has a four tier structure as stated below:-

(1) National Crisis Management Committee (NCMC) under the chairmanship of

Cabinet Secretary
(2) Crisis Management Group (CMG) under the chairmanship of Union Home
Secretary.
(3) State Level Committee under the chairmanship of Chief Secretary.
(4) District Level Committee under the Chairmanship of District Magistrate.

All agencies of the Government at the National, State and district levels will function
in accordance with the guidelines and directions given by these committees.

D. Plans by Different Authorities at District Level and their Implementation

Every office of the Government of India and of the State Government at the district
level and the local authorities shall, subject to the supervision of the District
Authority:-

(a) Prepare a disaster management plan setting out the following, namely:-

(i) Provisions for prevention and mitigation measures as provided for in the
District Plan and as is assigned to the department or agency concerned;
(ii) Provisions for taking measures relating to capacity-building and preparedness
as laid down in the District Plan;
(iii) The response plans and procedures, in the event of, any threatening disaster
situation or disaster;

(b) Coordinate the preparation and the implementation of its plan with those of the
other organizations at the district level including local authority, communities and
other stakeholders;

(c) Regularly review and update the plan; and

(d) Submit a copy of its disaster management plan and of any amendment thereto, to
the District Authority.

14.6 PROVISIONS AT METRO STATIONS/OTHER INSTALLATIONS

To prevent emergency situations and to handle effectively in case „one arises‟ there
needs to be following provisions for an effective system which can timely detect the
threats and help suppress the same.

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(A) FIRE DETECTION AND SUPPRESSION SYSTEM

(B) SMOKE MANAGEMENT
(C) ENVIRONMENTAL CONTROL SYSTEM (ECS)
(D) TRACK-WAY EXHAUST SYSTEM (TES)
(E) STATION POWER SUPPLY SYSTEM
(F) DG SETS & UPS
(G) LIGHTING SYSTEM
(H) STATION AREA LIGHTS
(I) SEEPAGE SYSTEM
(J) WATER SUPPLY AND DRAINAGE SYSTEM
(K) SEWAGE SYSTEM
(L) ANY OTHER SYSTEM DEEMED NECESSARY

The above list is suggestive not exhaustive actual provisioning has to be done based
on site conditions and other external and internal factors.

14.7 PREPAREDNESS FOR DISASTER MANAGEMENT

Being a technological complex system worked by new set of staff, with a learning
curve to improve and stabilize with time, intensive mock drills for the staff concerned
is very essential to train them to become fully conversant with the action required to
be taken while handling emergencies.

They also need to be trained in appropriate communication skills while addressing

passengers during incident management to assure them about their wellbeing
seeking their cooperation.
Since learning can only be perfected by „doing‟ the following Mock Drills is
considered essential:

a. Fire Drill
b. Rescue of a disabled train
c. Detrainment of passengers between stations
d. Passenger evacuation from station
e. Drill for use of rescue & relief train
f. Hot line telephone communication with state disaster management authority.

14.8 COMMUNICATION WITH STATE DISASTER MANAGEMENT CELL

Operation Control Centre will have a hotline connection with the State Disaster
Management cell so as to avoid any time loss in communication of the information.

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 CHAPTER 15: COST ESTIMATES

CHAPTER – 15
COST ESTIMATES

15.1 INTRODUCTION

Project Cost estimates for Mumbai Metro Line No. 11 from Wadala (Bhakti Park) to
CSMT Metro has been prepared covering civil, electrical, signaling and
telecommunication works, rolling stock, environmental protection, rehabilitation,
considering 25 kV AC traction etc. at March 2018 price level.

While preparing the cost estimates, various items have generally been grouped
under three major heads on the basis of:-

(i) Route km. Length of alignment

(ii) No. of units of that item and
(iii) Item being an independent entity.

All items related with alignment, whether in underground or elevated or at-grade

construction, permanent way, OHE, signaling and telecommunication, have been
estimated on rate per route km basis. Cost for underground alignment construction,
excludes station length. Station length (260m) has to be done by cut and cover in
general and by tunneling under compelling exceptional circumstances. The rates
adopted for underground stations include cost of civil structures and architectural
finishes. Similarly cost of elevated stations includes civil work for station structures,
architectural finishes, platform, roofing, etc. Provisions for electrical and mechanical
works, air conditioning, lifts, escalators, etc. have been worked out separately. These
rates do not include cost of permanent way, O.H.E., power supply, signaling and
telecommunication, automatic fare collection (AFC) installations, for which separate
provisions have been made in the cost estimates. Similarly, for other items like
Rolling stock, Traction & Power, etc. costs have been summed up separately. In
remaining items, viz. land, utility diversions, rehabilitation, etc. the costs have been
assessed on the basis of each item taken as an independent entity.

In order to arrive at realistic cost of various items, costs have been assessed on the
basis of accepted/completion rates in various contracts, awarded for similar works by
DMRC in Phase-III except for Underground Civil works. A suitable escalation factor
has been applied to bring these costs to March 2018 price level. In addition the rates
of Civil works of elevated portion have been escalated by 10% to compensate the
higher costs in Mumbai compared to Delhi. Rates of Civil works of underground
portion are based on recently awarded works for Mumbai Metro Line-3, suitably
escalated to March 2018 price level. Taxes & Duties such as Customs Duty, CGST,
SGST and IGST wherever applicable, have been worked out on the basis of
prevailing rates and included in the cost estimates separately.

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The overall Capital Cost of Mumbai Metro Line-11 from Wadala (Bhakti Park) to
CSMT Metro at March 2018 price level works out to Rs. 6135 Crores excluding
applicable Taxes & Duties of Rs. 950 crores as tabulated hereunder.

Table 15.1 – Details of Capital Cost

Capital Cost Taxes & Duties Total
Sr. No. Name of the section
(Rs. Crore) (Rs. Crore) (Rs. Crore)
Wadala(Bhakti Park) to CSMT
1. 6135 950 7085
Metro

Details and methodology of arriving at these costs are discussed in paras hereinafter.

15.2 CIVIL ENGINEERING WORKS

15.2.1 Land

Land requirements have been kept to the barest minimum and worked out on area
basis. Acquisition of private land has been minimized as far as possible. For
underground and elevated alignment, no land is proposed to be acquired
permanently, except small areas for locating entry/ exit structures, traffic integration
etc. Elevated alignment is proposed within the Right of way as far as possible. The
land acquisition is required to be done mainly for exit and entries and also for running
section at few locations where alignment runs outside the ROW.

Cost of Govt. land is based on the rate presently being charged by the concerned
authorities. Private land for MRTS project shall be acquired by MMRDA/ Maharashtra
State Government and compensation shall be paid as per Land Acquisition Act 2013
(MUTP Act), MMRDA Act. The average rate of private land has been worked out to
be Rs.100 Crore per hectare on the basis of latest information available. Similarly
average rate for govt. land has been taken 20 Crore per hectare to work out the cost
of land.

Provision for Rehabilitation and Resettlement is made separately.

In addition to the lands required permanently, some areas of land (Govt. as well as
Pvt.) are proposed to be taken over temporarily for construction depots, site office
and for cut & cover method of underground station construction. Ground rent charges
@ 5% per year for a period of 4 years have been provided for in project cost
estimates.

Details of the land with costs have been shown in the cost estimate.

15.2.2 Formation and Alignment

Underground section: In the underground section work is proposed to be done by

Tunnel Boring Machines, or Cut and Cover method, depending upon the site
conditions. Rates adopted for cut and cover section, as well as for work to be done
by T.B.M. are based on recently awarded works of Mumbai Metro Line-3, duly

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updated to March 2018 price level. Cost of mid-section ventilation shaft wherever
needed, has also been included.

Elevated section: For elevated viaduct, the rates adopted are based on the
completion cost for these works of Phase-II and ongoing Phase-III works, duly
updated to March 2018 price level and enhanced by 10% for the higher cost at
Mumbai as compared to Delhi.

15.2.3 Stations
Underground Stations: In the underground alignment, station lengths have to be
done by cut and cover. Rate proposed for stations (length 260 m) includes Cost of
station structures, platforms, architectural finishes, etc, and provisions for electrical
and mechanical works, V.A.C., Lifts and Escalators etc., have been made separately.
Provisions for O.H.E., P.way, Signaling and Telecommunication, Automatic fare
collection installations, etc, have also been summed up in the cost estimates. Rates
are based on recently awarded works of Mumbai Metro Line-3, duly updated to
March 2018 price level.

Full Height Platform Screen Doors (PSD) are considered for underground stations
and its cost is taken as 1.75 times of half height Platform Screen Doors (PSD).

Elevated Stations: Rates adopted for elevated stations cover works of station
structures, platforms, architectural finishes, covering, etc. Provisions for Electrical
and Mechanical works have been made separately. Also provisions for Lifts and
Escalators, Viaduct, P-way, O.H.E., Signalling & Telecommunication works,
Automatic fare collection installations, etc. have been summed up in the cost
estimates.

Mainly three types of stations are proposed for elevated alignment & rates are
proposed accordingly.

Type A: Wayside station

Type B: Wayside with Signalling
Type C: Terminal Station

Rates for stations have been arrived based on Delhi metro Phase-III accepted rates
added by 10% more for higher cost at Mumbai compared to Delhi

15.2.4 Permanent way

For underground and elevated alignment ballastless track and for depot, ballasted
track is proposed except for washing lines, repair lines etc. Rates adopted are based
on similar works done in Phase-II and ongoing Phase-III works duly updated to
March 2018 price level.

15.3 DEPOT

No additional depot has been proposed for this extension. Same depot of Gaimukh to
Wadala (Bhakti Park) metro corridor, either at Owale or Gaimukh shall be used for
this extension also after due augmentation.

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15.4 UTILITY DIVERSIONS, ENVIRONMENTAL PROTECTION, MISCELLANEOUS

OTHER WORKS

Provisions have been made to cover the cost of utility diversions, miscellaneous road
works involved, road diversions, road signages etc. and environmental protection
works on route km basis, based on the experience gained from the works done in
Phase- III of Delhi Metro.

15.5 REHABILITATION AND RESETTLEMENT

Provisions have been made on fair assessment basis, to cover cost of relocation of
Jhuggies, shops, residential Houses on private land etc.

Provisions for barracks and security equipment for CISF and Staff Quarters for O&M
Wing have been made in the cost estimates on the basis of average cost involved
per km length in the recent past.

15.6 TRACTION AND POWER SUPPLY

Provisions have been made to cover the cost of O.H.E., Auxiliary sub stations,
receiving substations, service connection charges, SCADA and miscellaneous items,
on route km basis separately for underground alignment, elevated and at-grade
section (Depot Augmentation) as the requirements are different and costs are more
for underground section.

Provisions towards cost of lifts, escalators for underground and elevated stations
have been made in the cost estimates. Rates provided are based on cost of similar
ongoing Phase-III works duly updated to March 2018 price level.

15.7 SIGNALLING AND TELECOMMUNICATION WORKS

Rates adopted are based on the completion cost of similar works for Delhi Metro
under Phase-II and ongoing Phase-III works. These rates include escalation during
manufacturing and supply of equipment and their installation at site.

15.8 AUTOMATIC FARE COLLECTION

Adopted rates are based on accepted rates for similar work of Phase-II and ongoing
Phase-III works duly updated to March 2018 price level.

15.9 ROLLING STOCK

Adopted rates are based on awarded rates of similar works of Mumbai Metro Line-3
duly updated to March 2018 price level.

15.10 SECURITY

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A lump sum provision for providing security infrastructure in the station premises has
been made on running kilometer basis. Adopted rates are as taken in phase III DPR
suitably escalated to current price level.

15.11 MULTIMODAL TRAFFIC INTEGRATION

A lump sum provision of Rs. 2.65 Crore per station has been made to have seamless
integration of metro stations with other modes of transport. It is envisaged that in
case this money is not sufficient for this purpose the deficient part of money will
borne by the Urban Local Body (ULB) in whose area station is located.

15.12 GENERAL CHARGES AND CONTINGENCES

Provision @ 5% has been made towards general charges on all items, except cost of
land, which also includes the charges towards Detailed Design Charges (DDC), etc.
Provision for contingencies @ 3 % has been made on all items including general
charges.

15.13 CAPITAL COST ESTIMATES

15.13.1 Wadala (Bhakti Park) to CSMT Metro extension of Mumbai Metro Line-4
The overall Capital Cost for Wadala (Bhakti Park) to CSMT Metro (Mumbai Metro
Line-11) at March 2018 price level works out to Rs. 6135 Crores excluding
applicable Taxes & Duties of Rs. 950 crores as tabulated hereunder.

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Table 15.2 - Capital Cost Estimate

Total length = 12.774 km
Ramp = 0.427 km; UG C&C = 0.236 km; UG TBM = 8.316 km; Elevated = 3.795 km
Total Station =10, Elevated = 2 & UG = 8
March 2018 level
Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
1.0 Land and R & R incl. Hutments etc.
1.1 Permanent
a Government ha 20.00 5.154 103.08
b Private ha 100.00 0.898 89.80
Temporary Land
1.2 Ha.
(@5% pa for 4 years)
a Government 4.00 4.877 19.51
b Private 20.00 0.767 15.34
1.3 R & R incl. Hutments etc. R. Km. 4.12 12.774 52.63
Subtotal (1) 280.36
2.0 Alignment and Formation
Underground section by T.B.M excluding station
2.1 R. Km. 185.95 6.236 1159.58
length (260m each)
Underground section by Cut & Cover excluding
2.2 R. Km. 123.97 0.450 55.79
station length (260m each)
Elevated section including station length
2.3 R. Km. 44.99 4.009 180.36
(Including Cost of Rain Water Harvesting)
2.4 Special Span for crossing Eastern Freeway LS 10.00
Subtotal (2) 1405.74
3.0 Station Buildings
Underground Station(260 m length) incl. EM
3.1 Each
works, lifts, escalators, VAC etc.
a Underground Station- Civil works Each 264.87 8 2118.96
b Underground Station- EM works etc. Each 72.68 8 581.44
3.2 Elevated stations(including finishes) Each
a Type (A) way side- civil works Each 35.44 2 70.88
Type (A) way side- EM works including lifts and
b Each 9.05 2 18.10
escalators
3.3 Providing Platform Screen Doors (PSD)
Half height Platform Screen Doors (PSD) at all
a Each 2.79 4 11.16
Elevated Stations
Full height Platform Screen Doors (PSD) at all
b Each 4.88 16 78.08
Underground Stations
3.4 OCC bldg.
a Civil works LS 0.00
b EM works etc LS 0.00
Subtotal (3) 2878.62
4.0 Depot Augmentation LS
4.1 Depot
a Civil works LS 7.85
b EM works LS 7.00
c M&P for Rolling stock LS 2.78
d Depot 25 kV AC Traction (OHE) LS 2.00
Subtotal (4) 19.63
5.0 P-Way
5.1 Ballast less track for Elevated and UG section R. Km. 9.79 12.774 125.06

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Amount
S. No. Item Unit Rate Qty.
(Rs. in Cr.)
Without taxes
5.2 Ballasted track for Depot R. Km. 5.38 3.00 16.14
Subtotal (5) 141.20
Traction & power supply incl. OHE , ASS etc.
6.0
Excl. lifts & Escalators
Elevated Section 25 kV AC Traction (OHE) with
6.1 R.Km. 7.19 4.009 28.82
ASS & Cabling
Underground Section 25 kV AC Traction (ROCS)
6.2 R.Km. 11.15 8.765 97.73
with ASS, Cabling
6.3 RSS (GIS) Each 61.27 1.00 61.27
Subtotal (6) 187.82
7.0 Signalling and Telecom.
7.1 Sig. & Telecom. R. Km. 12.50 12.774 159.68
7.2 Automatic fare collection Stn.
a) Underground stations Each 5.36 8 42.88
b) Elevated stations Each 6.28 2 12.56
Subtotal (7) 215.12
Misc. Utilities, roadworks, other civil works
8.0 such as median stn. signages Environmental R. Km.
protection
a Civil works R. Km. 5.14 12.774 65.66
b EM works** LS 30.00
Subtotal (8) 95.66
9.0 Rolling Stock (3.2 m wide Coaches) Each 9.00 44 396.00
Subtotal (9) 396.00
10.0 Capital expenditure on security
a Civil works R.Km. 0.08 12.774 1.02
b EM works etc R.Km. 0.33 12.774 4.22
Subtotal (10) 5.24
11.0 Staff quarter for O & M
a Civil works R.Km. 1.99 12.774 25.42
b EM works etc R.Km. 0.50 12.774 6.39
Sub Total (11) 31.81
Capital expenditure on Multimodal Traffic
12.0
Integration
a Capital expenditure on Multimodal Integration Each 2.65 10 26.50
Sub Total (12) 26.50
13.0 Total of all items except Land 5455.96
General Charges incl. Design charges @ 5 %
14.0 272.80
on all items except land#
Total of all items including G. Charges except
15.0 5728.76
land
16.0 Contingencies @ 3 % 171.86
17.0 Gross Total 5900.62
Cost without land = 5901
Cost with land including contingencies on land = 6135
** For Elevated Portion only
#In accordance with MoUD's letter F.No.K-14011/58/2013-MRTS-I(Vol.I)

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Table 15.3 - Details of Taxes and Duties

Basic Customs duty = 5.1500
CGST Customs Duty = 9.4635
SGST Customs Duty = 9.4635
Total Customs Duty = 24.0770
General IGST = 12
General CGST = 6
General SGST = 6

Taxes and duties

Total cost
Total Taxes
S. without Total Total GST
Description & Duties
No. Taxes & Customs (CGST & (Cr.)
duties (Cr.) Duty (Cr.) SGST) (Cr.)

1 Alignment & Formation

Underground 1215.37 87.79 102.09 189.88
Elevated 190.36 22.84 22.84
2 Station Buildings
a) Underground station-
2118.96 153.05 177.99 331.05
civil works
b) Underground station-
581.44 70.00 34.89 104.88
EM works
Elevated station - civil
70.88 8.51 8.51
works
Elevated station-EM
18.10 0.87 1.74 2.61
works
3 Depot
Civil works 7.85 0.57 0.66 1.23
EM and M&P works 11.78 0.57 1.70 2.26
4 P-Way 141.20 27.20 5.08 32.28
5 Traction & power supply
Traction and power
187.82 18.09 20.29 38.37
supply
6 S and T Works
S&T 159.68 30.76 5.75 36.50
AFC 55.44 10.01 2.49 12.51
PSD 89.24 17.19 3.21 20.40
7 R & R hutments 52.63 6.32 6.32
8 Misc.
Civil works 111.98 0.00 13.44 13.44
EM works 47.23 0.00 8.50 8.50
9 Rolling stock 396.00 57.47 5.86 63.33
Rent on Temporary
34.85 6.27 6.27
10 Land
11 General Charges 272.80 49.10 49.10
Total 5763.61 473.56 476.73 950.29

Total taxes & Duties 950

Rate of Taxes & Duties on Total cost without taxes & duties 16.49%
Total Central GST & Basic Customs duty 525.79
Total State GST 424.50
Total Taxes & Duties 950.29

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CHAPTER - 16

FINANCING OPTIONS, FARE STRUCTURE

AND FINANCIAL VIABILITY

16.1 INTRODUCTION

The Mumbai Metro Line-11 Project (Wadala i.e. Bhakti Park to CSMT Metro) is
proposed to be constructed at an estimated cost of Rs.7085.00 Crore with all taxes
and land cost. The route length of the proposed metro rail system and estimated
cost at March 2018 price level without and with all taxes are placed in table 16.1 as
under:
Table 16.1 Cost Details
Estimated Estimated cost
Distance cost without with all taxes &
Name of Corridor
(KMs) taxes land cost
(Rs/Crore) (Rs/Crore)
Wadala (Bhakti Park) to
12.774 6135.00 7085.00
CSMT Metro

The estimated cost at March 2018 price level includes an amount of Rs.5.24 Crore
as one-time charges of security personal towards cost of weapons, barricades, and
handheld and door detector machine. However, the recurring cost towards salary
and allowances of security personal have not taken in to account in the FIRR
calculation since providing required security at metro stations shall be the
responsibility of state police.

16.2 COSTS

16.2.1 Investment Cost

16.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with central and state taxes has been calculated by taking
escalation factor @5% per annum. The taxes and duties consist of Custom Duty
(CD), Central Goods and Service Tax (CGST), State Goods and Service Tax
(SGST), Integrated Goods and Service Tax (IGST). Mumbai metro project is
eligible for availing concessional project import duty under chapter 98.01 of the
Custom Tariff Act. The effective CD works out to 24.077% {Basic CD @ 5%, IGST
(CGST & SGST) @ 18%} on the imported portions, Post-GST on construction of
original works of metro project CGST and SGST has been taken @ 6% each while
on supply of indigenously manufactured items and services GST has been taken
@ 18%. have been considered for working out the estimated taxes and duties. It
has been assumed that Maharashtra State Government will provide the land worth

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Rs.319 crore on completion cost basis either free of cost or shall provide Interest
Free Subordinate Debt. The Interest Free Subordinate Debt is repayable in 5 equal
instalments after repayment of Multilateral/Overseas Development Assistance
Loan.

It is assumed that the construction work will start on 01.04.2019 and is expected to
be completed on 31.03.2024 with Revenue Opening Date (ROD) as 01.04.2024 for
the corridors. The total completion costs duly escalated and shown in the table
16.2 have been taken as the initial investment. The cash flow of investments
separately is placed in Table –16.2 as below.

Table 16.2 Year –wise Investment

(Completion Cost including cost of land and all taxes & duties)
Figures in Rs. Crore
Estimated Cost including
cost of land and all taxes Completion Cost including cost
Financial Year
& duties at March 2018 of land cost and all taxes & duties
Price Level
2019-20 436.00 458.00
2020-21 776.00 856.00
2021-22 1116.00 1292.00
2022-23 1699.00 2065.00
2023-24 1699.00 2168.00
2024-25 1019.00 1366.00
2025-26 340.00 478.00
Total 7085.00 8683.00

16.2.1.2 Although the construction is expected to get over by 31stMarch 2024, the cash flow
spill over up to March 2026 on account of payment normally required to be made
to the various contractors up to that period necessitated by contractual clauses.

16.2.1.3 The cost of Land of Rs. 319 crore included in the above completion cost will be
provided free of cost by the Maharashtra Government.

16.2.3 Operation & Maintenance (O&M) Costs

The Operation & Maintenance costs can be divided into three major parts: -

(i) Staff costs

(ii) Maintenance cost which include expenditure towards upkeep and maintenance of
the system and consumables, and
(iii) Energy costs

The requirement of staff has been assumed @ 30 persons per kilometre based on
DMRC’s current practice. The escalation factor used for staff costs is 9% per
annum to provide for both escalation and growth in salaries.

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The cost of other expenses is based on the actual O & M unit cost for the Delhi
Metro Phase-II project. The prevailing rate of electricity in Mumbai is Rs. 6 per unit
which has been used for all calculations. The O&M cost (excluding staff cost) has
been obtained by providing an escalation of 5.00% per annum. The O&M costs
have been tabulated in Table 16.3 as below:

Table 16.3 Operation and Maintenance Costs

Rs. In Crore
Maintenance
YEAR Staff Energy Total
etc
2024 - 2025 34.00 28.87 60.84 123.71
2025 - 2026 37.06 30.31 63.89 131.26
2026 - 2027 40.40 31.82 67.08 139.30
2027 - 2028 44.03 33.42 70.43 147.88
2028 - 2029 47.99 35.09 73.96 157.04
2029 - 2030 52.31 36.84 77.65 166.81
2030 - 2031 57.02 38.68 81.54 177.24
2031 - 2032 62.15 40.62 101.82 204.59
2032 - 2033 67.75 42.65 106.92 217.31
2033 - 2034 73.84 44.78 112.26 230.89
2034 - 2035 80.49 47.02 117.87 245.38
2035 - 2036 87.73 49.37 123.77 260.87
2036 - 2037 95.63 51.84 129.96 277.43
2037 - 2038 104.24 54.43 136.45 295.12
2038 - 2039 113.62 57.15 143.28 314.05
2039 - 2040 123.84 60.01 150.44 334.30
2040 - 2041 134.99 63.01 157.96 355.96
2041 - 2042 147.14 66.16 165.86 379.16
2042 - 2043 160.38 69.47 174.15 404.01
2043 - 2044 174.82 72.94 182.86 430.62
2044 - 2045 190.55 76.59 192.00 459.14
2045 - 2046 207.70 80.42 201.60 489.72
2046 - 2047 226.39 84.44 211.69 522.52
2047 - 2048 246.77 88.66 222.27 557.70
2048 - 2049 268.98 93.10 233.38 595.46
Grand Total 2879.82 1377.69 3359.93 7617.47

16.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash
outflow) unless a specific depreciation reserve fund has been provided, in the
present calculation, depreciation calculations are placed for purpose of record.

16.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipment due to wear and tear. With the nature of equipment
proposed to be provided, it is expected that only 50% of the Signalling and
Telecom and 25% of electrical works would require replacement after 20 years.

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16.3 REVENUES
The Revenue of Mumbai Metro mainly consists of fare box collection and other
incomes from property development, advertisement, parking etc.

16.3.1 Fare box

The Fare box collection is the product of projected ridership per day and applicable
fare structure based on trip distribution at different distance zones.

16.3.2 Traffic
16.3.2.1 (a) The projected ridership figures years as provided by MMRDA are as indicated
in table 16.4 below: -

Table 16.4 Projected Ridership

Financial Year Trips per day (lakhs)

2024-25 1.65
2031-32 3.51

(b) The growth rate for traffic is assumed @11.35% Per Annum till 2030-31 and @
2.00% per annum thereafter.

16.3.2.2 Trip Distribution

The trip distribution data provided by MMRDA based on the traffic study conducted
by them for the year 2021 for CSMT Metro to Gaimukh including Wadala to CSMT
Metro is shown in Table 16.5 below: -

Table 16.5 Trip Distribution

Distance in km Percent distribution
0-2 3.12%
2-4 11.96%
4-6 8.47%
6-9 23.07%
9-12 13.94%
>12 39.44%
Total 100.00%

The above trip distribution has been considered for FIRR calculation for the
extension corridor of Wadala to CSMT Metro.

The graphic presentation of the same is placed below in Figure-16.1.

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Figure 16.1 –Trip Distribution

TRIP DISTRIBUTION
50.00%
% OF TRAFFIC

0.00%
0-2 2-4 4-6 6-9 9-12 >12
DISTANCE Series1

16.3.2.3 Fare Structure

The fare structure for the FY 2024-25 has been assumed based on the details
provided by MMRDA. Considering the increase in the Consumer Price Index (CPI)
and input costs of operation since then, the fare structure has been escalated by
using @14.00% once in every two years. The fare structure for the FY 2024-25 as
per the proposed fare slabs is shown in the table 16.6 below:

Table 16.6 Fare Structure in 2024-25

Sr. No. Distance Proposed Fare

1 0-2 11
2 2-4 13
3 4-6 16
4 6-9 20
5 9-12 22
6 >12 24

The above fare structure has been taken as furnished by MMRDA with the
approval GOM. DMRC proposed that the under mentioned fare structure in a
multiple of Rs. 10 be adopted at the time of commissioning of this Line to have
convenience in making use of ticket vending machine and eliminate the problems
of non-availability of changes for tendering changes to the passengers.

Year 2024-25
SLAB FARE (Rs)
0-3 Kms 10.00
3-12 Kms 20.00
12-18 Kms 30.00
18Kms and More 40.00

16.3.2.3 Non Fare Box Revenues

Property Business and Advertisement:-Other revenues from Property Business

and advertisement have been assumed @ 10% of the fare box revenues during
the first five years of operations and thereafter @ 20% of the fare box revenues.
Apart from development of property on metro stations and depot it is possible to
raise resources through leasing of parking rights at stations, advertisement on
trains and tickets, advertisements within stations and parking lots, advertisements

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on viaducts, columns and other metro structures, co-branding rights to corporate,

film shootings and special events on metro premises.

Additional Property Development Income: - SPV/BOT operator will engage a

developer/Concessionaire for generating rental income. It is assumed that about
10 Hectare. i.e., 30,00,000 square feet area will be available for property
development with a FAR of 3. The developer will bring equity to the extent of Rs.
165.00 crore and the balance amount towards construction shall be raised by SPV
as 12% Market Debt. The current rental revenue in Mumbai City is Rs. 40 per Sq.
ft. The estimated development cost will be Rs.663.00 crore. It is assumed that the
rental revenue will accrue to the developer from the FY 2025-26 which has been
escalated @5% every year. Out of the estimated rental income, apart from
meeting maintenance expenditure, the developer will repay the loan and interest.
After meeting these obligations and retaining 14% return on his equity with an
escalation @5% every year, the residual rental earnings will accrue to SPV, which
has been taken into account in the FIRR calculations. The details of PD income
accrue to SPV is tabulated as under; -

Table 16.7 Estimated generation of Rental Income from PD

Rs. in Crore
Inter
Return
Cons Mainten Bal est Residua
Rental Loan @14%
tructi ance Loan on l rental
Year Incom Loan IDC repay to the
on Expend Amo Loan income
e ment develo
cost iture unt @12 to SPV
per
%
2020 - 2021 120 87 5 92 -33
2021 - 2022 126 93 11 196 -33
2022 - 2023 132 99 13 308 -33
2023 - 2024 139 106 15 429 -33
2024 - 2025 146 113 17 559 -33
2025 - 2026 37 4 56 503 67 23 -113
2026 - 2027 51 5 56 447 60 24 -94
2027 - 2028 71 7 56 391 54 25 -71
2028 - 2029 112 11 56 335 47 26 -28
2029 - 2030 188 19 56 279 40 27 46
2030 - 2031 197 20 56 223 33 28 60
2031 - 2032 207 21 56 167 27 29 74
2032 - 2033 217 22 56 111 20 30 89
2033 - 2034 228 23 56 55 13 32 104
2034 - 2035 239 24 55 0 7 34 119
2035 - 2036 251 25 36 190
2036 - 2037 264 26 38 200
2037 - 2038 277 28 40 209
2038 - 2039 291 29 42 220
2039 - 2040 306 31 44 231
2040 - 2041 321 32 46 243
2041 - 2042 337 34 48 255
2042 - 2043 354 35 50 269
2043 - 2044 372 37 53 282
2044 - 2045 390 39 56 295
2045 - 2046 410 41 59 310
2046 - 2047 430 43 62 325
2047 - 2048 452 45 65 342
2048 - 2049 474 47 68 359
Total 663 6476 648 498 61 559 368 820 3916

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16.4 FINANCIAL INTERNAL RATE OF RETURN (FIRR)

16.4.1 The Financial Internal Rate of Return (FIRR) without additional property
development (PD) and with property development obtained for 30 years business
model including construction period is (-) 0.27% and 1.68%.The FIRR with all
taxes& duties including land cost without PD and with PD is produced in Table
16.8 and 16.9:-

Table 16.8 –FIRR without additional Property Development

Figs in cr. (Rs.)
Outflow Cash Flow
Year Comple Running Replace Fare Total
Additional Total PD
tion Expense ment Box Revenu IRR
Cost Costs &ADVT
Cost s costs Revenue e
2019 - 2020 458 458 0 -458
2020 - 2021 856 856 0 -856
2021 - 2022 1292 1292 0 -1292
2022 - 2023 2065 2065 0 -2065
2023 - 2024 2168 2168 0 -2168
2024 - 2025 1366 0 124 1490 107 11 118 -1372
2025 - 2026 478 0 131 609 119 12 131 -478
2026 - 2027 0 0 139 139 150 15 165 26
2027 - 2028 0 0 148 148 167 17 184 36
2028 - 2029 0 0 157 157 213 21 234 77
2029 - 2030 0 0 167 167 237 47 284 117
2030 - 2031 0 0 177 177 304 61 365 188
2031 - 2032 0 1125 205 1330 339 68 407 -923
2032 - 2033 0 0 217 217 392 78 470 253
2033 - 2034 0 0 231 231 401 80 481 250
2034 - 2035 0 0 245 245 463 93 556 311
2035 - 2036 0 0 261 261 472 94 566 305
2036 - 2037 0 0 277 277 551 110 661 384
2037 - 2038 0 0 295 295 562 112 674 379
2038 - 2039 0 0 314 314 651 130 781 467
2039 - 2040 0 0 334 334 664 133 797 463
2040 - 2041 0 0 356 356 770 154 924 568
2041 - 2042 0 0 379 379 786 157 943 564
2042 - 2043 0 0 404 404 916 183 1099 695
2043 - 2044 0 0 431 431 935 187 1122 691
2044 - 2045 0 0 459 778 1237 1086 217 1303 66
2045 - 2046 0 0 490 817 1307 1108 222 1330 23
2046 - 2047 0 0 523 0 523 1288 258 1546 1023
2047 - 2048 0 0 558 0 558 1314 263 1577 1019
2048 - 2049 0 0 595 0 595 1530 306 1836 1241

Total 8683 1125 7617 1595 19020 15525 3029 18554 (-)0.27%

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Table 16.9 –FIRR with additional Property Development

Figs in cr. (Rs.)
Outflow Cash Flow
Year Comple Running Replace Fare Total
Additional Total PD
tion Expense ment Box Revenu IRR
Cost Costs &ADVT
Cost s costs Revenue e
2019 - 2020 458 458 0 -458
2020 - 2021 856 856 0 -856
2021 - 2022 1292 1292 0 -1292
2022 - 2023 2065 2065 0 -2065
2023 - 2024 2168 2168 0 -2168
2024 - 2025 1366 0 124 1490 107 11 118 -1372
2025 - 2026 478 0 131 609 119 -101 18 -591
2026 - 2027 0 0 139 139 150 -79 71 -68
2027 - 2028 0 0 148 148 167 -54 113 -35
2028 - 2029 0 0 157 157 213 -7 206 49
2029 - 2030 0 0 167 167 237 93 330 163
2030 - 2031 0 0 177 177 304 121 425 248
2031 - 2032 0 1125 205 1330 339 142 481 -849
2032 - 2033 0 0 217 217 392 167 559 342
2033 - 2034 0 0 231 231 401 184 585 354
2034 - 2035 0 0 245 245 463 212 675 430
2035 - 2036 0 0 261 261 472 284 756 495
2036 - 2037 0 0 277 277 551 310 861 584
2037 - 2038 0 0 295 295 562 321 883 588
2038 - 2039 0 0 314 314 651 350 1001 687
2039 - 2040 0 0 334 334 664 364 1028 694
2040 - 2041 0 0 356 356 770 397 1167 811
2041 - 2042 0 0 379 379 786 412 1198 819
2042 - 2043 0 0 404 404 916 452 1368 964
2043 - 2044 0 0 431 431 935 469 1404 973
2044 - 2045 0 0 459 778 1237 1086 512 1598 361
2045 - 2046 0 0 490 817 1307 1108 532 1640 333
2046 - 2047 0 0 523 0 523 1288 583 1871 1348
2047 - 2048 0 0 558 0 558 1314 605 1919 1361
2048 - 2049 0 0 595 0 595 1530 665 2195 1600

Total 8683 1125 7617 1595 19020 15525 6945 22470 1.68%

The various sensitivities with regard to increase/decrease in capital costs, O&M

costs and revenues are placed in Table 16.10 below : -

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Table 16.10 –FIRR with Additional PD Income

(Sensitivity Analysis)
Capital Cost with Central Taxes
but without land cost
20% increase in 10% increase in 10% decrease 20% decrease
capital cost capital cost in capital cost in capital cost
0.76% 1.20% 2.23% 2.84%
REVENUE
20% decrease in Fare 10% decrease in 10% increase 20% increase in
Box revenue Fare Box in Fare Box Fare Box
revenue revenue revenue
-0.14% 0.83% 2.45% 3.15%
O&M COSTS
10% increase in O&M cost 10% decrease in O&M cost
1.34% 2.02%

These sensitivities have been carried out independently for each factor.

16.5 FINANCING OPTIONS

Objectives of Funding: - The objective of funding metro rail systems is not only
the availability of funds for construction but coupled with this objective of providing
initial finances are other concerns, which are of no less importance: -
 Ensuring low project cost
 Ensuring debt funds at low rates of interest
 Creating self-sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
 Recovering returns from both direct and indirect beneficiaries

Rail based mass transit systems are characterised by heavy capital investments
coupled with long gestation period leading to low financial rates of return although
the economic benefits to the society are immense. Such systems generate
externalities, which do not get captured in monetary terms and, therefore, do not
flow back to the system. However, experience all over the world reveals that both
construction and operations of metro are highly subsidised. Government
involvement in the funding of metro systems is a foregone conclusion. Singapore
had a 100% capital contribution from the government, Hong Kong 78% for the first
three lines and 66% for the later 2 lines. The Phase-I, Phase-II as well as Phase-
III of Delhi MRTS project, Chennai, Bengaluru, Mumbai Line-3, Nagpur, Lucknow
Metro projects are funded with a mixture of equity and debt (ODA) by GOI &
concerned state governments.

16.5.1 Alternative Models Of Financing

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

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(i) Special Purpose Vehicle under the Central and State Government Control Delhi
Metro Rail Corporation (DMRC) /Bangalore Metro Rail Corporation
(BMRC)/Chennai Metro Rail Corporation (CMRL) etc.
(ii) Design, Built, Fund, Operate & Transfer (DBFOT), and
(iii) Public Private Partnership

SPV (DMRC/CMRL/BMRC) Model: -The State Government has already formed a

fully owned SPV in the name of Mumbai Metro Rail Corporation (MMRC), which is
responsible for the implementation of all the metro rail corridors under the Mumbai
Metro rail project.

ODA/Multilateral funding Loan: -Overseas Development assistance from Japan

International Cooperation Agency (JICA), AFD, KFW, EIB, etc. may be availed of
for the Mumbai metro rail projects with interest @ 1.40% to 2.00% PA (excluding
onetime front end fee @0.20% on the sanctioned loan) by GOI and lend it to the
SPV on back to back basis. The loan is repayable in 30 years including
moratorium period of 10 years. The loan is being provided by JICA to GOI which
in turn releases the same to SPV under a Pass Through Assistance (PTA)
mechanism. Normally, JICA funds for underground civil including track works,
Electrical, Signalling &Telecom and Rolling Stock only. Since the loan will be in
Japanese Yen, fluctuation in exchange rate at the time of repayment shall be
borne by the Government of Maharashtra. Alternatively, JICA can release the loan
to the SPV for which a sovereign guarantee will be required from Central
Government. Foreign exchange variation in such eventuality will be borne either by
the SPV or GOM. In either case loan shall be repaid by SPV from the income
streams of metro operations. The loan can also be availed from other lending
agencies like AFD, KFW, EIB etc whose interest rate is linked with six monthly
LIOBOR.

Modified JICA Loan: The union cabinet chaired by the PM has given its approval
for modification of existing guidelines of the policy on bilateral official development
assistance for Development Corporation from with bilateral partners. As per the
discussions with JICA officials, JICA may extend only the modified step loan for the
new projects in India at an interest rate of 0.20% per annum. The tenure of the
loan is 40 years with 12 years moratorium period. JICA shall fund the project to
the extent of 85% of the cost of the project excluding the cost of the land, cost of
Rehabilitation and Resettlement and taxes and duties. In case JICA agree to fund
the project, the full loan i.e., Rs.4631 crore shall be funded by JICA. In that case
there will be no need to borrow from Market Borrowing.

Loan from Asian Development Bank (ADB)/World Bank: -The Loan shall be
available from ADB/World Bank, but as per the experience it’s processing and
approval normally takes 8-12 months. The interest rate is linked with prevailing 6
monthly LIBOR. These bilateral funding institutions also charge some margin
ranging from 200 basis points to 300 basis points. Loan from these institutions may
delay the implementation of the project resulting in avoidable increase in the
completion cost due to time taken during finalization of loan agreement. Recently,
Bangalore Metro availed ADB loan; however loan is yet to be disburse.

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Loan from Bank and Financial Institutions: -Funds can be arranged from
domestic Financial Institutions like India Infrastructure Finance Company Limited
(IIFCL), India Development Financing Corporation (IDFC), Life Insurance
Corporation of India (LIC), IDBI Bank, ICICI Bank Ltd etc. These institutions are
increasingly engaged to fund infrastructure projects subject to their commercial
viability against guarantee from GOI. There are many models available under
which the funds can be arranged by these financial institutions with or without
syndicating with other commercial banks. IIFCL e.g. fund 20% of the project cost
and arrange balance through the syndication of commercial banks with a lead
banker among the consortium of bankers. The loan can be given for a period of
20-30 years with interest rate ranging from 9.50% to 12% PA. IIFCL can also
provide 100% funding against GOI guarantee. They arrange ECB to the extent of
foreign currency requirement at very competitive rate. The funding arrangement
may require the central government guarantee as well. Since the rate of interest of
these financial institutions is much higher than the interest rates of soft loan
provided by JICA considering the exchange rate variation will be to GOI & GOM
account, GOI and GOM shall have to bear the interest difference and provide
suitable subsidy to the SPV to make the project financially sustainable.

MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017
has proposed for sharing of overall Goods and Service Tax (GST) in the ratio of
1:2. The funding pattern under this model (SPV) with sharing of overall taxes and
duties, post GST in the ratio of 1:2 is placed in table 16.11 as under: -

Table 16.11 Funding pattern under SPV model (with all taxes and land)
(Rs./Crore)
With Taxes & Duties
Particulars % of
Amount
contribution
Equity By GOI 1282.00 15.33%
Equity By GOM 1282.00 15.33%
SD for Overall Taxes by GOM (2/3) 778.00 9.30%
SD for Overall Taxes by GOI (1/3) 391.00 4.67%
1.40% Loan from Multilateral/Overseas Development
Agencies or 12% Domestic Market Borrowings 4631.00 55.37%
Total 8364.00 100.00%
SD for Land by GOM 319.00
Total 8683.00
PTA for Interest During Construction @1.40% (*) by
56.00
GOM
Grand Total 8739.00
(*) In the case of loan @12% from domestic borrowings, the IDC works out to
Rs.416 crore.

Private Participation under SPV: The private participation either for complete
provisioning of metro rail or for some unbundled components will form an essential
requirement for all metro rail project proposals seeking central financial assistance
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as per new Metro Policy 2017 issued by Ministry of Housing and Urban Affairs
(MH&UA). Hence, it is advisable to include lifts and escalator and AFC system for
private participation under the model of Kochi Metro, Nagpur Metro, Noida Metro.

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

The funding pattern assumed under this model excluding the cost of land without
additional PD Income and with additional PD Income is placed in table 16.12 and
16.13 tabulated as under: -

Table 16.12 Funding pattern under DBFOT – (16% EIRR)

(Without additional PD Income)
Particulars With Taxes & Duties
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 1673.00 20.00%
VGF by GOM 6179.00 73.88%
Equity by Concessionaire 171.00 2.04%
Concessionaire’s debt @12% PA 341.00 4.08%
Sub-Total 8364.00 100.00%
Land Free by GOM 319.00
Sub-Total 8683.00
IDC 112.00
Grand Total 8795.00

Table 16.13 Funding pattern under DBFOT – (16% EIRR)

(With additional PD Income)
Particulars With Taxes & Duties
Amount
% Of contribution
(Rs/Crore)
VGF by GOI 1673.00 20.00%
VGF by GOM 5966.00 71.33%
Equity by Concessionaire 171.00 2.04%
Concessionaire’s debt @12% PA 554.00 6.63%
Sub-Total 8364.00 100.00%
Land Free by GOM 319.00
Sub-Total 8683.00
IDC 135.00
Grand Total 8818.00

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Public Private Partnership (PPP) Model: - Under this option, Government funds
the fixed infrastructure such as land and basic civil structures, and the private
investor funds all the systems such as rolling stock, signalling, power supply,
traction, track, fare collection, E&M works etc including station architectural
finishes. An example of this is Delhi Metro Airport line. Under this arrangement
the government’s investment will be about 57% of the cost of the Project and the
PPP operator funds the remaining 43%. Under this model the concessionaire,
operates and maintains the system to the required and agreed service and safety
levels. All the revenues will accrue to the Operator and at the end of the
concession period the project is handed over to the owner. Ridership risks are
taken by the operator or shared by the operator and owner. The PPP operator
pays a specified amount every year to the Govt. out of his revenues. It could be
that he may even need a viability gap funding (VGF). The VGF (positive or
negative) will be known only after competitive bidding. Based on the experience
gained in Delhi Metro Airport line, DMRC does not recommend the proposal on
PPP mode.

16.6 RECOMMENDATIONS

The FIRR for the corridors with all taxes and without additional PD income and with
additional PD income works out to (-) 0.27% and 1.68%%. However, FIRR is not
the only criteria to take up the metro project.

As per Metro Rail Policy 2017, issued by the Ministry of Housing and Urban Affairs,
(MOH&UA), GOI, apart from financial viability, the economic and social viability of
the project is also required to be assessed. The Economic Internal Rate of Return
(EIRR) for any metro rail project proposal should be 14% and above for
consideration of its approval. Accordingly, the metro corridors as discussed above
are recommended for implementation provided the required EIRR works out to
14% or above.

The total fund contribution of GOI & GOM under various alternatives is tabulated in
table 16.14 as under;
Table 16.14
Rs. In crore
Particulars SPV Model DBFOT Model without DBFOT Model with
additional PD Income additional PD
Income
GOI 1673.00 1673.00 1673.00
GOM 2379.00 6498.00 6285.00
Total 4052.00 8171.00 7958.00

Considering the difference in the contribution of funds under SPV owned by GOI &
GOM vis-a-vis BOT model, it is recommended to implement the project under SPV
model (completely Government Funded) as per the funding pattern given in Table
16.11. However, the state government may also explore the other sources of
revenue from Transit Oriented Development and Value Capture Financing, which

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will be made available to metro authorities to meet out the O&M Expenses and
servicing the debt properly.

The detailed cash flow statements under various alternatives are enclosed as per
detail given below:-

Option Table No.

SPV Model with Multilateral/Bilateral Loan 16.15
SPV Model with Multilateral/Bilateral Loan with
16.16
Additional PD Income
SPV Model with Market Borrowings 16.17
SPV Model with Market Borrowings with
16.18
Additional PD Income
DBFOT Model 16.19
DBFOT Model with Additional PD Income 16.20

The funding pattern assumed under SPV model with Multilateral / Bilateral Loan /
Market Borrowing and DBFOT model with additional PD income is depicted in the
pie chart i.e., Figure 16.2.1 &16.2.2 as under: -

Figure 16.2.1 - Funding pattern under SPV Model

Figure 16.2.2- Funding pattern under DBFOT Model with additional PD income

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 CSMT
Mumbai Metro Line Wadla (Bhakti Park) to CSTM Table 16.15
CAPITAL COST-FIXED 7085
CAPITAL COST - CURRENT 8683
DOMESTIC FUNDING - BASE CASE Multilateral Loan 1.40% 100.00% 1.40%
Front end Fee (one time) 0.20% 1.40%
Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Capital Expenses n Cost Revenue Advertisem Revenue Flow for IRR GOI & GOM of cash cash of Loan incl. IDC before Tax Balance Cash
Year ent

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 458 458 0 -458 614 156 156 0 0 0 0 0
2020 - 2021 856 856 0 -856 853 -3 153 0 0 0 0 0
2021 - 2022 1292 1292 0 -1292 859 -433 -280 280 280 0 11 291
2022 - 2023 2065 2065 0 -2065 747 -1318 -1598 1598 1318 0 13 1622
2023 - 2024 2168 2168 0 -2168 746 -1422 -3020 3020 1422 0 32 3076
2024 - 2025 1366 0 124 262 1490 107 11 118 -1372 233 -1133 -4153 4153 1133 0 4209 51 -319 -57 -57
2025 - 2026 478 0 131 262 609 119 12 131 -478 -478 -4631 4631 478 0 4687 62 -325 -63 -119
2026 - 2027 0 0 139 262 139 150 15 165 26 0 -4631 4631 0 0 4687 66 -302 -40 -159
2027 - 2028 0 0 148 262 148 167 17 184 36 0 0 0 0 0 4687 66 -291 -29 -189
2028 - 2029 0 0 157 262 157 213 21 234 77 0 0 0 0 0 4687 66 -251 11 -177
2029 - 2030 0 0 167 262 167 237 47 284 117 0 0 0 0 156 4531 66 -210 -105 -282
2030 - 2031 0 0 177 262 177 304 61 365 188 0 0 0 0 156 4375 63 -138 -32 -314

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2031 - 2032 0 1125 205 296 1330 339 68 407 -923 0 0 0 0 156 4218 61 -155 -1140 -1454
2032 - 2033 0 0 217 296 217 392 78 470 253 0 0 0 0 156 4062 59 -102 37 -1417
2033 - 2034 0 0 231 296 231 401 80 481 250 0 0 0 0 156 3906 57 -103 37 -1380
2034 - 2035 0 0 245 296 245 463 93 556 311 0 0 0 0 156 3750 55 -40 100 -1280
2035 - 2036 0 0 261 296 261 472 94 566 305 0 0 0 0 156 3593 52 -43 96 -1183
2036 - 2037 0 0 277 296 277 551 110 661 384 0 0 0 0 156 3437 50 37 177 -1006
2037 - 2038 0 0 295 296 295 562 112 674 379 0 0 0 0 156 3281 48 35 175 -832
2038 - 2039 0 0 314 296 314 651 130 781 467 0 0 0 0 156 3125 46 125 265 -567
2039 - 2040 0 0 334 296 334 664 133 797 463 0 0 0 0 156 2968 44 123 263 -304
2040 - 2041 0 0 356 296 356 770 154 924 568 0 0 0 0 156 2812 42 230 370 66
2041 - 2042 0 0 379 296 379 786 157 943 564 0 0 0 0 156 2656 39 228 368 434
2042 - 2043 0 0 404 296 404 916 183 1099 695 0 0 0 0 156 2500 37 362 502 936
2043 - 2044 0 0 431 296 431 935 187 1122 691 0 0 0 0 156 2344 35 360 500 1436
2044 - 2045 0 0 459 319 778 1237 1086 217 1303 66 0 0 0 0 156 2187 33 492 -123 1313
2045 - 2046 0 0 490 344 817 1307 1108 222 1330 23 0 0 0 0 156 2031 31 466 -164 1149
2046 - 2047 0 0 523 344 0 523 1288 258 1546 1023 0 0 0 0 156 1875 28 651 839 1988
2047 - 2048 0 0 558 344 0 558 1314 263 1577 1019 0 0 0 0 156 1719 26 649 837 2825
2048 - 2049 0 0 595 344 0 595 1530 306 1836 1241 0 0 0 0 156 1562 24 872 1060 3885
8683 1125 7617 7377 1595 19020 15525 3029 18554 -0.27% 4052 4631 3125 56 1207 2353 3885
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378
 Mumbai Metro Line Wadla (Bhakti Park) to CSTM
CSMT Table 16.16
CAPITAL COST-FIXED 7085
CAPITAL COST - CURRENT 8683 Multilateral Loan 1.40% 100.00% 1.40%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 1.40%

Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Capital Expenses n Cost Revenue Advertisem Revenue Flow for IRR GOI & GOM of cash cash of Loan incl. IDC before Tax Balance Cash
Year ent

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
2019 - 2020 458 458 0 -458 614 156 156 0 0 0 0 0
2020 - 2021 856 856 0 -856 853 -3 153 0 0 0 0 0
2021 - 2022 1292 1292 0 -1292 859 -433 -280 280 280 0 11 291
2022 - 2023 2065 2065 0 -2065 747 -1318 -1598 1598 1318 0 13 1622
2023 - 2024 2168 2168 0 -2168 746 -1422 -3020 3020 1422 0 32 3076
2024 - 2025 1366 0 124 262 1490 107 11 118 -1372 233 -1133 -4153 4153 1133 0 4209 51 -319 -57 -57
2025 - 2026 478 0 131 262 609 119 -101 18 -591 -478 -4631 4631 478 0 4687 62 -438 -176 -232
2026 - 2027 0 0 139 262 139 150 -79 71 -68 0 -4631 4631 0 0 4687 66 -396 -134 -366
2027 - 2028 0 0 148 262 148 167 -54 113 -35 0 0 0 0 0 4687 66 -362 -100 -467
2028 - 2029 0 0 157 262 157 213 -7 206 49 0 0 0 0 0 4687 66 -279 -17 -483
2029 - 2030 0 0 167 262 167 237 93 330 163 0 0 0 0 156 4531 66 -164 -59 -542
2030 - 2031 0 0 177 262 177 304 121 425 248 0 0 0 0 156 4375 63 -78 28 -514
2031 - 2032 0 1125 205 296 1330 339 142 481 -849 0 0 0 0 156 4218 61 -81 -1066 -1580

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2032 - 2033 0 0 217 296 217 392 167 559 342 0 0 0 0 156 4062 59 -13 126 -1454
2033 - 2034 0 0 231 296 231 401 184 585 354 0 0 0 0 156 3906 57 1 141 -1313
2034 - 2035 0 0 245 296 245 463 212 675 430 0 0 0 0 156 3750 55 79 219 -1094
2035 - 2036 0 0 261 296 261 472 284 756 495 0 0 0 0 156 3593 52 147 286 -807
2036 - 2037 0 0 277 296 277 551 310 861 584 0 0 0 0 156 3437 50 237 377 -430
2037 - 2038 0 0 295 296 295 562 321 883 588 0 0 0 0 156 3281 48 244 384 -47
2038 - 2039 0 0 314 296 314 651 350 1001 687 0 0 0 0 156 3125 46 345 485 438
2039 - 2040 0 0 334 296 334 664 364 1028 694 0 0 0 0 156 2968 44 354 494 932
2040 - 2041 0 0 356 296 356 770 397 1167 811 0 0 0 0 156 2812 42 473 613 1545
2041 - 2042 0 0 379 296 379 786 412 1198 819 0 0 0 0 156 2656 39 483 623 2168
2042 - 2043 0 0 404 296 404 916 452 1368 964 0 0 0 0 156 2500 37 631 771 2939
2043 - 2044 0 0 431 296 431 935 469 1404 973 0 0 0 0 156 2344 35 642 782 3721
2044 - 2045 0 0 459 319 778 1237 1086 512 1598 361 0 0 0 0 156 2187 33 787 172 3893
2045 - 2046 0 0 490 344 817 1307 1108 532 1640 333 0 0 0 0 156 2031 31 776 146 4039
2046 - 2047 0 0 523 344 0 523 1288 583 1871 1348 0 0 0 0 156 1875 28 976 1164 5203
2047 - 2048 0 0 558 344 0 558 1314 605 1919 1361 0 0 0 0 156 1719 26 991 1179 6382
2048 - 2049 0 0 595 344 0 595 1530 665 2195 1600 0 0 0 0 156 1562 24 1231 1419 7801
8683 1125 7617 7377 1595 19020 15525 6945 22470 1.68% 4052 4631 3125 56 1207 6269 7801
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 CSMT
Mumbai Metro Line Wadla (Bhakti Park) to CSTM Table 16.17
CAPITAL COST-FIXED 7085 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 8683 Multilateral Loan 1.40% 0.00% 0.00%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 12.00%
Tenure of JICA Loan 10+30 Years
Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Income from Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Capital Expenses n Cost Revenue Advertisem cess on Revenue Flow for IRR GOI & GOM of cash cash of Loan incl. IDC before Tax Balance Cash
Year ent Property Tax
& Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
2019 - 2020 458 458 0 -458 614 156 156 0 0 0 0 0
2020 - 2021 856 856 0 -856 853 -3 153 0 0 0 0 0
2021 - 2022 1292 1292 0 -1292 859 -433 -280 280 280 0 26 306
2022 - 2023 2065 2065 0 -2065 747 -1318 -1598 1598 1318 0 113 1737
2023 - 2024 2168 2168 0 -2168 746 -1422 -3020 3020 1422 0 277 3436
2024 - 2025 1366 0 124 273 1490 107 11 0 118 -1372 233 -1133 -4153 4153 1133 0 4569 480 -759 -486 -486
2025 - 2026 478 0 131 273 609 119 12 0 131 -478 -478 -4631 4631 478 0 5047 577 -850 -577 -1063
2026 - 2027 0 0 139 273 139 150 15 0 165 26 0 -4631 4631 0 0 5047 606 -853 -580 -1643
2027 - 2028 0 0 148 273 148 167 17 0 184 36 0 0 0 0 0 5047 606 -843 -570 -2213
2028 - 2029 0 0 157 273 157 213 21 0 234 77 0 0 0 0 0 5047 606 -802 -529 -2741
2029 - 2030 0 0 167 273 167 237 47 0 284 117 0 0 0 0 168 4879 606 -761 -657 -3398
2030 - 2031 0 0 177 273 177 304 61 0 365 188 0 0 0 0 168 4711 585 -671 -566 -3964
2031 - 2032 0 1125 205 307 1330 339 68 0 407 -923 0 0 0 0 168 4542 565 -670 -1656 -5620

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2032 - 2033 0 0 217 307 217 392 78 0 470 253 0 0 0 0 168 4374 545 -599 -461 -6081
2033 - 2034 0 0 231 307 231 401 80 0 481 250 0 0 0 0 168 4206 525 -582 -443 -6524
2034 - 2035 0 0 245 307 245 463 93 0 556 311 0 0 0 0 168 4038 505 -501 -362 -6886
2035 - 2036 0 0 261 307 261 472 94 0 566 305 0 0 0 0 168 3869 485 -486 -348 -7234
2036 - 2037 0 0 277 307 277 551 110 0 661 384 0 0 0 0 168 3701 464 -388 -249 -7483
2037 - 2038 0 0 295 307 295 562 112 0 674 379 0 0 0 0 168 3533 444 -372 -233 -7716
2038 - 2039 0 0 314 307 314 651 130 0 781 467 0 0 0 0 168 3365 424 -264 -125 -7841
2039 - 2040 0 0 334 307 334 664 133 0 797 463 0 0 0 0 168 3196 404 -248 -109 -7951
2040 - 2041 0 0 356 307 356 770 154 0 924 568 0 0 0 0 168 3028 384 -123 16 -7934
2041 - 2042 0 0 379 307 379 786 157 0 943 564 0 0 0 0 168 2860 363 -107 32 -7902
2042 - 2043 0 0 404 307 404 916 183 0 1099 695 0 0 0 0 168 2692 343 45 184 -7719
2043 - 2044 0 0 431 307 431 935 187 0 1122 691 0 0 0 0 168 2524 323 61 200 -7518
2044 - 2045 0 0 459 330 778 1237 1086 217 0 1303 66 0 0 0 0 168 2355 303 211 -405 -7924
2045 - 2046 0 0 490 355 817 1307 1108 222 0 1330 23 0 0 0 0 168 2187 283 203 -428 -8351
2046 - 2047 0 0 523 355 0 523 1288 258 0 1546 1023 0 0 0 0 168 2019 262 406 593 -7758
2047 - 2048 0 0 558 355 0 558 1314 263 0 1577 1019 0 0 0 0 168 1851 242 422 609 -7150
2048 - 2049 0 0 595 355 0 595 1530 306 0 1836 1241 0 0 0 0 168 1682 222 663 850 -6299
8683 1125 7617 7652 1595 19020 15525 3029 0 18554 -0.27% 4052 4631 3365 416 11151 -7867 -6299
-466

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 Mumbai Metro Line Wadla (Bhakti Park) to CSMT
CSTM Table 16.18
CAPITAL COST-FIXED 7085 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 8683 Multilateral Loan 1.40% 0.00% 0.00%
DOMESTIC FUNDING - BASE CASE Front end Fee (one time) 0.20% 12.00%
Tenure of JICA Loan 10+30 Years
Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Income from Total Net Cash Equity from Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Capital Expenses n Cost Revenue Advertisem cess on Revenue Flow for IRR GOI & GOM of cash cash of Loan incl. IDC before Tax Balance Cash
Year ent Property Tax &
Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
2019 - 2020 458 458 0 -458 614 156 156 0 0 0 0 0
2020 - 2021 856 856 0 -856 853 -3 153 0 0 0 0 0
2021 - 2022 1292 1292 0 -1292 859 -433 -280 280 280 0 26 306
2022 - 2023 2065 2065 0 -2065 747 -1318 -1598 1598 1318 0 113 1737
2023 - 2024 2168 2168 0 -2168 746 -1422 -3020 3020 1422 0 277 3436
2024 - 2025 1366 0 124 273 1490 107 11 0 118 -1372 233 -1133 -4153 4153 1133 0 4569 480 -759 -486 -486
2025 - 2026 478 0 131 273 609 119 -101 0 18 -591 -478 -4631 4631 478 0 5047 577 -963 -690 -1176
2026 - 2027 0 0 139 273 139 150 -79 0 71 -68 0 -4631 4631 0 0 5047 606 -947 -674 -1850
2027 - 2028 0 0 148 273 148 167 -54 0 113 -35 0 0 0 0 0 5047 606 -914 -641 -2491
2028 - 2029 0 0 157 273 157 213 -7 0 206 49 0 0 0 0 0 5047 606 -830 -557 -3047
2029 - 2030 0 0 167 273 167 237 93 0 330 163 0 0 0 0 168 4879 606 -715 -611 -3658
2030 - 2031 0 0 177 273 177 304 121 0 425 248 0 0 0 0 168 4711 585 -611 -506 -4164
2031 - 2032 0 1125 205 307 1330 339 142 0 481 -849 0 0 0 0 168 4542 565 -596 -1582 -5746

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2032 - 2033 0 0 217 307 217 392 167 0 559 342 0 0 0 0 168 4374 545 -510 -372 -6118
2033 - 2034 0 0 231 307 231 401 184 0 585 354 0 0 0 0 168 4206 525 -478 -339 -6457
2034 - 2035 0 0 245 307 245 463 212 0 675 430 0 0 0 0 168 4038 505 -382 -243 -6700
2035 - 2036 0 0 261 307 261 472 284 0 756 495 0 0 0 0 168 3869 485 -296 -158 -6858
2036 - 2037 0 0 277 307 277 551 310 0 861 584 0 0 0 0 168 3701 464 -188 -49 -6907
2037 - 2038 0 0 295 307 295 562 321 0 883 588 0 0 0 0 168 3533 444 -163 -24 -6931
2038 - 2039 0 0 314 307 314 651 350 0 1001 687 0 0 0 0 168 3365 424 -44 95 -6836
2039 - 2040 0 0 334 307 334 664 364 0 1028 694 0 0 0 0 168 3196 404 -17 122 -6715
2040 - 2041 0 0 356 307 356 770 397 0 1167 811 0 0 0 0 168 3028 384 120 259 -6455
2041 - 2042 0 0 379 307 379 786 412 0 1198 819 0 0 0 0 168 2860 363 148 287 -6168
2042 - 2043 0 0 404 307 404 916 452 0 1368 964 0 0 0 0 168 2692 343 314 453 -5716
2043 - 2044 0 0 431 307 431 935 469 0 1404 973 0 0 0 0 168 2524 323 343 482 -5233
2044 - 2045 0 0 459 330 778 1237 1086 512 0 1598 361 0 0 0 0 168 2355 303 506 -110 -5344
2045 - 2046 0 0 490 355 817 1307 1108 532 0 1640 333 0 0 0 0 168 2187 283 513 -118 -5461
2046 - 2047 0 0 523 355 0 523 1288 583 0 1871 1348 0 0 0 0 168 2019 262 731 918 -4543
2047 - 2048 0 0 558 355 0 558 1314 605 0 1919 1361 0 0 0 0 168 1851 242 764 951 -3593
2048 - 2049 0 0 595 355 0 595 1530 665 0 2195 1600 0 0 0 0 168 1682 222 1022 1209 -2383
8683 1125 7617 7652 1595 19020 15525 6945 0 22470 1.68% 4052 4631 3365 416 11151 -3951 -2383
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 Mumbai Metro Line Wadla (Bhakti Park) to CSTM
CSMT Table 16.19
CAPITAL COST-FIXED 7085 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 514 0.00% 100.00% 0.00%
DOMESTIC FUNDING - BASE CASE 12.00%

Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Income from Total Net Cash Concession Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Return on
Cost Capital Expenses n Revenue Advertisem cess on Revenue Flow for IRR er Equity of cash cash of Loan incl. IDC before Tax Balance Cash
Year Equity (EIRR)
ent Property Tax
Pre-Tax
& Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
2019 - 2020 121 121 0 -121 34 -87 -87 87 87 0 5 92 -34
2020 - 2021 122 122 0 -122 34 -88 -175 175 88 0 16 196 -34
2021 - 2022 81 81 0 -81 34 -47 -222 222 47 0 24 267 -34
2022 - 2023 102 102 0 -102 34 -68 -290 290 68 0 31 366 -34
2023 - 2024 48 48 0 -48 35 -13 -303 303 13 0 36 415 -35
2024 - 2025 31 0 124 19 155 107 11 0 118 -37 0 -31 -334 334 31 0 446 52 -76 -57 -57 -57
2025 - 2026 7 0 131 19 138 119 12 0 131 -7 -7 -341 341 7 0 453 54 -73 -54 -112 -54
2026 - 2027 0 0 139 19 139 150 15 0 165 26 0 -341 341 0 0 453 54 -48 -29 -140 -29
2027 - 2028 0 0 148 19 148 167 17 0 184 36 0 0 0 0 0 453 54 -37 -18 -158 -18
2028 - 2029 0 0 157 19 157 213 21 0 234 77 0 0 0 0 0 453 54 4 23 -136 23
2029 - 2030 0 0 167 19 167 237 47 0 284 117 0 0 0 0 15 438 54 44 48 -88 48
2030 - 2031 0 0 177 19 177 304 61 0 365 188 0 0 0 0 15 423 53 116 120 32 120
2031 - 2032 0 1125 205 53 1330 339 68 0 407 -923 0 0 0 0 15 408 51 99 -988 -956 -988

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2032 - 2033 0 0 217 53 217 392 78 0 470 253 0 0 0 0 15 393 49 151 189 -768 189
2033 - 2034 0 0 231 53 231 401 80 0 481 250 0 0 0 0 15 378 47 150 188 -580 188
2034 - 2035 0 0 245 53 245 463 93 0 556 311 0 0 0 0 15 362 45 212 250 -330 250
2035 - 2036 0 0 261 53 261 472 94 0 566 305 0 0 0 0 15 347 43 209 247 -83 247
2036 - 2037 0 0 277 53 277 551 110 0 661 384 0 0 0 0 15 332 42 289 327 244 327
2037 - 2038 0 0 295 53 295 562 112 0 674 379 0 0 0 0 15 317 40 286 324 568 324
2038 - 2039 0 0 314 53 314 651 130 0 781 467 0 0 0 0 15 302 38 376 414 981 414
2039 - 2040 0 0 334 53 334 664 133 0 797 463 0 0 0 0 15 287 36 373 411 1393 411
2040 - 2041 0 0 356 53 356 770 154 0 924 568 0 0 0 0 15 272 34 481 519 1911 519
2041 - 2042 0 0 379 53 379 786 157 0 943 564 0 0 0 0 15 257 33 478 516 2427 516
2042 - 2043 0 0 404 53 404 916 183 0 1099 695 0 0 0 0 15 242 31 611 649 3076 649
2043 - 2044 0 0 431 53 431 935 187 0 1122 691 0 0 0 0 15 227 29 609 647 3724 647
2044 - 2045 0 0 459 76 778 1237 1086 217 0 1303 66 0 0 0 0 15 211 27 741 24 3747 24
2045 - 2046 0 0 490 101 817 1307 1108 222 0 1330 23 0 0 0 0 15 196 25 714 -17 3730 -17
2046 - 2047 0 0 523 101 0 523 1288 258 0 1546 1023 0 0 0 0 15 181 24 899 985 4715 985
2047 - 2048 0 0 558 101 0 558 1314 263 0 1577 1019 0 0 0 0 15 166 22 897 982 5697 982
2048 - 2049 0 0 595 101 0 595 1530 306 0 1836 1241 0 0 0 0 15 151 20 1120 1206 6903 1206
512 1125 7617 1302 1595 10849 15525 3029 0 18554 14.79% 171 341 302 112 1012 8623 6903 16.17%
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 CSMT
Mumbai Metro Line Wadla (Bhakti Park) to CSTM Table 16.20
CAPITAL COST-FIXED 7085 MB 12% 100.00% 12.00%
CAPITAL COST - CURRENT 727 0.00% 100.00% 0.00%
DOMESTIC FUNDING - BASE CASE 12.00%

Completion Additional Running Depreciatio Replacement Total Cost Fare box PD & Income from Total Net Cash Concession Availability Cumulative Cum. Loan Loan Repayment IDC Cumulative loan Interest Profit Cash Cumulative
Cost Return on
Cost Capital Expenses n Revenue Advertisem cess on Revenue Flow for IRR er Equity of cash cash of Loan incl. IDC before Tax Balance Cash
Year Equity (EIRR)
ent Property Tax &
Pre-Tax
Stamp Duty
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
2019 - 2020 128 128 0 -128 34 -94 -94 94 94 0 6 100 -34
2020 - 2021 139 139 0 -139 34 -105 -199 199 105 0 18 223 -34
2021 - 2022 110 110 0 -110 34 -76 -275 275 76 0 28 327 -34
2022 - 2023 79 79 0 -79 34 -45 -320 320 45 0 36 408 -34
2023 - 2024 182 182 0 -182 35 -147 -467 467 147 0 47 602 -35
2024 - 2025 67 0 124 26 191 107 11 0 118 -73 0 -67 -534 534 67 0 669 76 -108 -82 -82 -82
2025 - 2026 20 0 131 26 151 119 -101 0 18 -133 -20 -554 554 20 0 689 81 -221 -195 -277 -195
2026 - 2027 0 0 139 26 139 150 -79 0 71 -68 0 -554 554 0 0 689 83 -177 -151 -428 -151
2027 - 2028 0 0 148 26 148 167 -54 0 113 -35 0 0 0 0 0 689 83 -144 -118 -545 -118
2028 - 2029 0 0 157 26 157 213 -7 0 206 49 0 0 0 0 0 689 83 -60 -34 -579 -34
2029 - 2030 0 0 167 26 167 237 93 0 330 163 0 0 0 0 23 666 83 55 58 -521 58
2030 - 2031 0 0 177 26 177 304 121 0 425 248 0 0 0 0 23 643 80 142 145 -377 145
2031 - 2032 0 1125 205 60 1330 339 142 0 481 -849 0 0 0 0 23 620 77 139 -949 -1325 -949

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro
2032 - 2033 0 0 217 60 217 392 167 0 559 342 0 0 0 0 23 597 74 207 244 -1081 244
2033 - 2034 0 0 231 60 231 401 184 0 585 354 0 0 0 0 23 574 72 222 259 -821 259
2034 - 2035 0 0 245 60 245 463 212 0 675 430 0 0 0 0 23 551 69 301 338 -484 338
2035 - 2036 0 0 261 60 261 472 284 0 756 495 0 0 0 0 23 528 66 369 406 -78 406
2036 - 2037 0 0 277 60 277 551 310 0 861 584 0 0 0 0 23 505 63 460 497 420 497
2037 - 2038 0 0 295 60 295 562 321 0 883 588 0 0 0 0 23 482 61 467 504 924 504
2038 - 2039 0 0 314 60 314 651 350 0 1001 687 0 0 0 0 23 459 58 569 606 1530 606
2039 - 2040 0 0 334 60 334 664 364 0 1028 694 0 0 0 0 23 436 55 579 616 2146 616
2040 - 2041 0 0 356 60 356 770 397 0 1167 811 0 0 0 0 23 413 52 699 736 2881 736
2041 - 2042 0 0 379 60 379 786 412 0 1198 819 0 0 0 0 23 390 50 709 746 3627 746
2042 - 2043 0 0 404 60 404 916 452 0 1368 964 0 0 0 0 23 367 47 857 894 4522 894
2043 - 2044 0 0 431 60 431 935 469 0 1404 973 0 0 0 0 23 345 44 869 906 5428 906
2044 - 2045 0 0 459 83 778 1237 1086 512 0 1598 361 0 0 0 0 23 322 41 1015 297 5725 297
2045 - 2046 0 0 490 108 817 1307 1108 532 0 1640 333 0 0 0 0 23 299 39 1004 272 5996 272
2046 - 2047 0 0 523 108 0 523 1288 583 0 1871 1348 0 0 0 0 23 276 36 1205 1290 7286 1290
2047 - 2048 0 0 558 108 0 558 1314 605 0 1919 1361 0 0 0 0 23 253 33 1220 1305 8591 1305
2048 - 2049 0 0 595 108 0 595 1530 665 0 2195 1600 0 0 0 0 23 230 30 1461 1546 10137 1546
725 1125 7617 1477 1595 11062 15525 6945 0 22470 14.92% 171 554 459 135 1536 11840 10137 16.25%
11408

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 CHAPTER 17: ECONOMIC APPRAISAL

CHAPTER – 17

ECONOMIC APPRAISAL

17.0 ALIGNMENT DESCRIPTION AND ISSUES

Traffic study was conducted for CSMT to Gaimukh Metro Corridor and ridership was
estimated. Revenue earning length of the entire section is 47.764 km. In the present
chapter, the section namely Wadala(Bhakti Park)-CSMT Metro (Line-11, length
12.774 km), which is an extended part of the Metro Line 4 (Wadala to Gaimukh) is
considered for the economic appraisal. Traffic input will be the boarding on the
stations within the section and the passenger km travelled within the section. All other
parameter values will remain unchanged.

At March-2018 price level estimated cost with all taxes, duties & land cost (Rs/Crore)
is derived as Rs. 7446 Cr. which is the sum of different cost components such as
Civil Construction, Rolling Stock, Electrical Work, Signalling, Electronics and
telecommunication equipments, land cost etc. Recurring costs include Power
consumption, Staff Cost and Other Maintenances. These are distributed year wise
known as cost stream. Details may be seen in the Financial appraisal chapter.

17.1 INTRODUCTION TO ECONOMIC APPRAISAL METHODOLOGY

Economic benefits are social and environmental benefits which are quantified and
then converted into money cost and discounted against the cost of construction and
maintenance for deriving Economic Internal Rate of Return (EIRR). When actual
revenue earned from fare collection, advertisement and property development are
discounted against construction and maintenance cost, interest (to be paid) and
depreciation cost, Financial Internal rate of Return (FIRR) is obtained. Therefore,
EIRR is viewed from socio-economic angle while FIRR is an indicator of pure
financial profitability and viability of any project.

Economic appraisal of a project starts from quantification of measurable economic

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

In highway construction projects, „without‟ is taken as “base case” and „with‟ implies
„alternative case‟. In „alternative case‟ a portion of traffic on the road is diverted to a
new road which is estimated first. Then the difference between maintenance &
construction cost for „base case‟ and for „alternative case‟ which is known as relative
road agency cost (RAC) is derived. Difference between road user cost for „base case‟
and of „alternative case‟ is also derived which is known as relative road user cost

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 CHAPTER 17: ECONOMIC APPRAISAL

(RUC). Difference between RAC and RUC calculated for each year generates net
benefit stream. Economic indicators (EIRR, BC Ratio, NPV) are the obtained.

In metro projects, same principal is followed but procedure is slightly different. Here,
diverted traffic is nothing but the passengers shifted from road based modes to
metro. Travel time saving is the difference between time which would be taking on
metro and road based transports for same distance. Fuel cost saving is the difference
between the cost of the fuel burnt on road based modes by the shifted passengers
and the energy cost of running the metro rail which is a part of the maintenance cost.
Thus benefits are directly obtained by correlating with them with the passenger km
(ridership and average trip length is multiplied to get passenger km). As is done in
highway projects, net benefit is obtained by subtracting the cost of the project
(incurred for construction (capital) and maintenance (recurring) costs for the metro
line) from the benefits derived from pass km savings in each year. The net benefit
value which would be negative during initial years becomes positive as years pass.
Internal rate of return and benefit cost ratio are derived from the stream.

The sources from where economic savings occur are identified first. Although there
are many kinds of primary, secondary and tertiary benefits, only the quantifiable
components can be taken to measure the benefits. These components are quantified
by linking with the number of passengers shifted and the passenger km saved by the
trips which are shifted from road/rail based modes to metro. It may be observed that
first three (no 3-5, given in Table 17.1) are direct benefits due to shifting of trips to
metro, but other secondary benefit components are due to decongestion effect on the
road, reduction of emission, accident, saving of fuel and time by remaining road
passengers and road maintenance cost.

Cost components are first estimated applying market values then distributed year
wise after applying escalation factors. This is commonly known as completion cost.
Tax components are added while arriving at completion cost. For financial analysis
these exercises are necessary, but for economic analysis all additional cost
components from the asset values are to be removed.

Values of Benefit components are mostly economic values except the fuel and
vehicle maintenance cost which are estimated from market cost. Economic factors
which are used for each component are also given in table 17.1. Overall economic
value of benefit components is 100% of the estimated value.

Table 17.1: Cost/Benefit Components due to Metro

Economic
Cost/Benefit Components
Factors
1 Construction Cost 100%
2 Maintenance Cost 100%
3 Annual Time Cost Saved by Metro Passengers 100%
4 Annual Fuel Cost Saved by Metro Passengers 100%
5 Annual Vehicle Operating Cost Saved by Metro Passengers 100%
6 Emission Saving Cost 100%
7 Accident Cost 100%

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 CHAPTER 17: ECONOMIC APPRAISAL

Economic
Cost/Benefit Components
Factors
8 Annual Time Cost Saved by Road Passengers 100%
9 Annual Fuel Cost Saved by Road Passengers 100%
10 Annual Infra Structure Maintenance Cost 100%

17.2 VALUES ADOPTED FOR SOME IMPORTANT VARIABLES

Benefit components are converted (by applying appropriate unit cost) to money
values (Rs.). Derivation procedures of some of the values used for economic analysis
are shown in table 17.2.

Table 17.2: Values adopted for some important variables

Values Important variables
1 Rs. 1.50/min (2017 Weighted value of Time is taken from Line-7 DPR
value)
2 Market rate of fuel
Adopted value of Petrol, Diesel and CNG.(table 17.3 bottom row)
cost
3 Table 17.3 Vehicle Operating Cost per km (Derived from Life Cycle Cost of different
passenger vehicles)
4 Table 17.4 Emission (gm/km as per CPCB and UK Norms) Emission Saving Cost
(adopted for Indian conditions in Rs/ton).
5 Table 17.5 Accident Rate (No of fatal and all accidents per one Cr.KM). Accident
costs are derived from earning in remaining life and published papers.
6 13.26% Passenger km – Vehicle km conversion factor derived from House Hold
Survey and Modal Split survey within study area
7 Graph 17.1 Fuel Consumption of vehicles at a given speed is derived from Road
User Cost Study Model (CRRI-2010)
8 Rs. 1.0/vehicle km Infra Structure Maintenance Cost is derived from published values on
annual expenditure on roads and traffic and annual vehicle km
9 3.59 min/km Average Time Saved for average trip length (km) journey after Shifting
(Derived from modal split -Table 17.7 and speed and delay survey) and
then multiplied by mode wise journey discomfort factor
10 24.54 kmph Average Journey Speed (Speed and delay Survey)

Table 17.3: Vehicle Operating Cost (VOC) in Rs.

4 Wh 4 Wh 2 Wh 2 Wh 3 Wh Mini
Per Vehicle KM Bus
(Large) (Small) (MC) (SC) (Auto) Bus
Maintenance Cost 4.84 3.78 2.22 0.93 0.88 2.40 2.99
Capital Cost 4.81 4.27 1.87 0.29 0.19 1.20 2.57
Vehicle Maintenance Cost
including overhead 10.61 8.85 4.50 1.34 1.18 3.96 6.12
Fuel Cost 9.38 5.02 3.11 1.07 1.07 3.09 4.75
VOC (with fuel) 19.99 13.87 7.61 2.41 2.25 7.05 10.87

As there is substantial number of trips by local train (EMU), VOC cost of train is
derived from energy (electricity) consumed which is about Rs. 175.5 per train km
carrying 3000 passenger and running @33 km per hour. Energy charge is taken as
Rs. 8 per KWH.

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 CHAPTER 17: ECONOMIC APPRAISAL

Table 17.4 Journey Time, VOC and Time Cost

VOC Time Cost
Initial Running
Mode /passenger km /passenger km
Fare Fare
(Rs.) (Rs.)
Bus 10 0.5 0.66 0.826
Train 10 0.1 0.05 1.042
Two Wh. 10 2 1.67 1.291
Four Wh. 25 12.5 5.69 9.326
Three Wh. 20 10 2.60 9.358
Private Bus & Others 10 0.6 0.70 0.885

Table 17.5: Vehicle Emission 2011-2021(CPCB) and Cost in Rs.

VEHICLE CO HC NOX PM CO CO2
BUS 3.72 0.16 6.53 0.24 3.72 787.72
2W-2 STROKE 1.4 1.32 0.08 0.05 1.4 24.99
2W-4 STROKE 1.4 0.7 0.3 0.05 1.4 28.58
MINI BUS 2.48 0.83 8.26 0.58 2.48 358.98
4W-SMALL 1.39 0.15 0.12 0.02 1.39 139.51
4W-LARGE 0.58 0.05 0.45 0.05 0.58 156.55
TATA MAGIC 1.24 0.17 0.58 0.17 1.24 160
3W 2.45 0.75 0.12 0.08 2.45 77.89
Cost RS. 100000 PER TON 500

Table 17.6: Accident Rate and Cost in Rs

Expected Accident Rate in Average Cost in
/Cr. Vehicle KM
the year 2021 lakh Rs
All Types except Fatal. 1.82 2.30
Fatal Accident. 0.22 10.26

Figure 17.1 Fuel Consumption/against speed graph for Car and two wheeler
0.12

0.10
FUEL CONSUMPTION (l/km)

0.08
CAR
0.06

0.04

0.02

0.00
0.0 20.0 40.0 60.0 80.0 100.0 120.0
SPEED (KM/HR)

Traffic demand estimates used for economic analysis are given in tables 17.7.

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 CHAPTER 17: ECONOMIC APPRAISAL

Table 17.7: Summary of the Ridership for Mumbai Line 4 Extension

(Wadala to CSMT Metro)
Particulars 2024 2031 2041
Trips/day 165000 351000 428000
Section Length 12.77 12.77 12.77
Average Trip length 9.06 8.42 8.42
Passenger km 1495017 2953911 3601920
Passenger km/km 117073 231316 282061
Source: Traffic Study Report

In this area, public transport system is good (passenger - train 27.64%, Bus 49.90%).
Personalised mode passenger (car and two wheelers)-trips are 18.09% and IPT
modes are carrying 4.37% passengers. Vehicular trips made by Public modes is 12%
and 15% by IPT modes and 73% are private transport.(Source: Comprehensive
Transportation Study for Mumbai Metropolitan Region, April 2008, Lea Associates-
derived from table 3-2). Mode share of shifted to metro passengers are obtained by
assuming that 5% train passenger will shift to metro and from other modes it will be
33% and the share is shown in table 17.8.

Table 17.8 Mode Share in the Study Area

Modes Vehicle Passenger
Bus 7.53% 39.92%
Train 0.07% 27.64%
Two Wh. 37.63% 7.49%
Four Wh. 35.11% 10.60%
Three Wh. 14.96% 4.37%
Private Bus & Others 4.70% 9.98%
100.00% 100.00%

17.3 ECONOMIC BENEFIT STREAM

For deriving the values of economic indicators (EIRR, NPV, BCR), cost and benefit
stream table is constructed in terms of money value. Socio-Economic Benefits are
first quantified and converted in to money cost. Tables 17.9, show components of
benefit values (economic).

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 CHAPTER 17: ECONOMIC APPRAISAL

Table 17.9 Stream of Economic Benefit Values for MUMBAI Line 11 (Wadala to CSMT Metro)

Annual Time Annual Fuel Annual Vehicle Annual Time Annual Fuel
Cost Saved by Cost Saved by O&M Cost Saved Emission Cost Saved by Cost Saved Annual Infra
Metro Metro by Metro Saving Accident Road by Road Structure
Passengers in Passengers in Passengers in Cr. Cost in Cr. Cost in Passengers in Passengers in Maintenance Total
From To Cr. Rs. Cr. Rs. Rs. Rs. Cr. Rs. Cr. Rs. Cr. Rs. Cost Benefits
2024 2025 461 34 60 3 0.5 19 0.30 8 586
2025 2026 547 38 70 3 0.6 22 0.34 9 690
2026 2027 649 41 81 4 0.6 26 0.39 10 813
2027 2028 770 46 95 4 0.7 31 0.44 12 958
2028 2029 913 50 110 5 0.9 36 0.50 14 1130
2029 2030 1083 56 128 6 1.0 42 0.91 16 1333
2030 2031 1285 61 148 7 1.1 50 1.03 19 1572
2031 2032 1525 68 174 8 1.3 59 1.17 22 1859
2032 2033 1656 71 189 9 1.4 66 1.24 24 2017
2033 2034 1799 73 206 9 1.5 73 1.30 26 2189
2034 2035 1955 75 223 10 1.6 81 1.37 28 2376
2035 2036 2123 78 243 11 1.7 90 1.44 31 2578
2036 2037 2307 80 264 12 1.9 100 1.52 33 2799
2037 2038 2506 83 286 13 2.0 110 1.59 36 3038
2038 2039 2722 86 311 14 2.2 122 1.67 39 3299
2039 2040 3084 92 349 16 2.4 140 1.90 44 3729
2040 2041 3494 98 392 18 2.7 159 2.16 49 4215
2041 2042 3959 104 440 20 2.9 181 2.46 55 4765
2042 2043 4485 111 494 23 3.3 207 2.80 62 5388
2043 2044 5081 119 554 25 3.6 236 3.18 70 6092
2044 2045 5757 127 622 28 4.0 269 3.61 78 6889
2045 2046 6523 135 698 32 4.5 307 4.11 88 7791
2046 2047 7390 144 783 36 5.0 350 4.67 99 8811
2047 2048 8372 154 879 40 5.5 399 5.31 111 9966
2048 2049 9486 164 986 45 6.1 455 6.03 124 11273

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17.4 METRO CONSTRUCTION COST

Total cost of metro construction (Completion cost) is derived after considering cost
of all major component such as Relocation and Rehabilitation (RR), Civil construction
for underground and elevated portions, Stations and Depots, Track laying, Signalling
and telecommunication, Power traction line, Rolling stock, Man power etc.
(Recurring cost) includes energy cost, maintenance cost, and operation cost. These
costs are inclusive of central tax and yearly escalation cost applied on fixed cost.
Analysis period is taken from 2019-20 to 2048-49 out of which 5 years (2019-2023)
are marked as construction period. In 2044-46 major repairing and replacement cost
is envisaged. Operation is expected to start in 2024-25 (5th Year).

Cost stream generated are shown in Table 17.10.

Table 17.10: Completion Cost stream

Completion Cost
Recurring
Year Year Capital Cost
Cost
Start Ending Cr. Rs. Cr. Rs
2019 2020 458 0
2020 2021 856 0
2021 2022 1292 0
2022 2023 2065 0
2023 2024 2168 0
2024 2025 1366 124
2025 2026 478 131
2026 2027 0 139
2027 2028 0 148
2028 2029 0 157
2029 2030 0 167
2030 2031 0 177
2031 2032 1125 205
2032 2033 0 217
2033 2034 0 231
2034 2035 0 245
2035 2036 0 261
2036 2037 0 277
2037 2038 0 295
2038 2039 0 314
2039 2040 0 334
2040 2041 0 356
2041 2042 0 379
2042 2043 0 404
2043 2044 0 431
2044 2045 778 459
2045 2046 817 490
2046 2047 0 523
2047 2048 0 558
2048 2049 0 595

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17.5 ECONOMIC PERFORMANCE INDICATORS

After generating the cost and benefit stream table, values of economic indicators are
derived and are given in Table 17.11. Project period is 2019-2048,

On the basis of completion cost, EIRR is 14.93%, B/C Ratio is 5.10 and NPV is
77134 Cr, which shows that the project is economically viable. With 12 % discount,
EIRR (completion cost) is 2.62% and B/C ratio is 1.3. NPV is Rs 2641 Cr.

Table 17.11: Economic Indicator Values

WADALA-CSMT Metro (Completion Cost Basis)
WITHOUT WITH DISCOUNT
DISCOUNT (12%)
Cumulative cost (Cr.) 19020 7547.48
Cumulative benefit(Cr.) 96155 10188
Benefit Cost Ratio 5.1 1.3
NPV(Cr.) 77134 2641
EIRR 14.93% 2.62%

17.6 SENSITIVITY ANALYSIS FOR WADALA-CSMT METRO

Sensitivity of EIRR and B/C ratios both with and without discount was carried out and
the output is given in the table 17.12 (Completion Cost basis). 2048-49 is taken for
the year of comparison.

Table 17.12 Sensitivity of EIRR (Completion Cost)

SENSITIVITY WITHOUT DISCOUNT WITH DISCOUNT
TRAFFIC COST EIRR B/C COST EIRR B/C COST
0% 0% 14.93% 5.06 19020 2.62% 1.35 7547.48
-10% 0% 14.07% 4.64 19020 1.85% 1.24 7547.48
-20% 0% 13.15% 4.21 19020 1.03% 1.13 7547.48
0% 10% 13.97% 4.60 20923 1.76% 1.23 8302.22
0% 20% 13.12% 4.21 22825 1.00% 1.12 9056.97
-10% 10% 13.14% 4.21 20923 1.01% 1.13 8302.22
-20% 20% 11.42% 3.51 22825 -0.52% 0.94 9056.97

Sensitivity analysis in table 17.12 shows that economic indicator values namely
EIRR is within the limit of acceptance as also the B/C ratios. If cost is increased by
more than 20% or traffic is decreased by 20%, economic return reduces to 11.42%.

17.7 QUANTIFIED BENEFITS

Benefits which are shown in previous tables are money value of the benefits. These
benefits are first quantified and then converted into money value. For brevity, only 5
year estimates (2024-2028) are shown in table 17.13 (Reduction of Vehicle gas
Emission). It is seen that reduction of CO2 will be 11328 tons in 2024 and particulate
matters (PM) is reduced by 6.7 tons in 2024.

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 CHAPTER 17: ECONOMIC APPRAISAL

Table 17.13 Environmental Benefits Quantified

Tons/Year 2024 2025 2026 2027 2028
CO 111 121 133 145 158
HC 25 27 29 32 35
NOX 60 66 72 78 85
PM 6.7 7.3 8.0 8.7 9.5
SO2 0.38 0.42 0.45 0.50 0.54
CO2 11328 12356 13478 14702 16037
Total Emission Saved 11531 12578 13720 14966 16324

From Table 17.14, it may be seen that in 2024, due to shifting, metro passengers
time saving will be 2.64 Cr. (10 million) hour, fuel saving by metro passengers will be
5.53 thousand tons. Amount of travel in terms of passenger km reduced due to
shifting to Metro Rail is 2.08 thousand KM which is equivalent to reduction of 3851
vehicles from the road. About 1.67 fatal accidents and 12.16 other accidents may be
avoided. Hence it is expected that there will be some improvement of the overall
ambience of the area.

Table 17.14 Travel Benefits Quantified

Quantified Benefits in Horizon Years 2024 2025 2026 2027 2028
Annual Time Saved by Metro
2.64 2.94 3.27 3.65 4.06
Passengers in Cr. Hr.
Annual Fuel Saved by Metro 5.53 6.10 6.72 7.42 8.19
Passengers in thousand Tons.
Daily vehicles reduced (off the road) 3851 4200 4582 4998 5452
CO2 reduced in thousand tons 11.33 12.36 13.48 14.70 16.04
Other gases reduced in thousand tons 0.203 0.222 0.242 0.264 0.288
Reduced No of Fatal Accidents in Year 1.67 1.80 1.95 2.10 2.27
Reduced No of Other Accidents in year 12.16 13.12 14.16 15.29 16.50
Annual Vehicle km Reduced in 2.08 2.27 2.48 2.70 2.95
Thousand Km.

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 CHAPTER 18: IMPLEMENTATION

CHAPTER – 18

IMPLEMENTATION

18.1 INTRODUCTION

Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park) is already under
implementation. It is South-West extension of this Line to Chhatrapati Shivaji Maharaj
Terminus (CSMT) Metro at Wadala (Bhakti Park) end. Length of this extension is
12.774km, out of which 8.765 km is underground and remaining 4.009 km is
elevated. There are total 10 stations out of which 2 are elevated and 8 are
underground.

Estimated Cost of the project at March 2018 price level is Rs. 7085 crores inclusive
of all taxes & duties and land cost. Completion cost with all taxes & duties and land
cost and escalation at 5% p.a. is estimated to be Rs. 8683 Crores.

MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017 has
proposed for sharing of overall Goods and Service Tax (GST) in the ratio of 1:2.

18.2 POSSIBLE MODELS FOR FINANCING A METRO PROJECT

1. A Build, Operate & Transfer (BOT)

2. A Private Public Partnership (PPP) and
3. Fully through Government funding i.e. Government mobilizing all the funds
required for the project through equity, grants or loans borrowed by the
Government.

Possibilities, implications of the 3 models mentioned above are discussed below:

1. BOT model:

Under this model the project is handed to a Consortium for a specified period of time,
selected through competitive bidding. The consortium will bring in all the funds
required for the project, appoints consultants for design, planning and project
implementation, execute the project fully and then operate and maintain the same
during concession period. All the revenues from the project, fare box collections as
well as non-fare box collections will go to the Consortium and in all the concession
period the project is handed over to the Consortium. Here the Government
responsibility is only to make available the required land and right of way and monitor
the quality of services and safety standards. Building the system to the specified
safety standards and obtaining the safety certificate from the competent authority will
be the responsibility of the BOT operator. In this model the Government has no

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 CHAPTER 18: IMPLEMENTATION

financial liability and all the risks are carried by the BOT operator. The Government
may or may not stipulate the fares to be levied.

2. PPP model:

There are essentially two variants under this model.

Variant 1:- Here the Government funds the fixed infrastructure cost such as land
and basic civil structures and private investor funds all the systems such as rolling
stock, signalling, power supply, traction, track, fare collection system and E&M works
including station architectural design. An example for this is Delhi Metro Airport line.
Under this arrangement, the Government’s investment will be about 40 to 45% of the
total cost and the PPP Operator funds the remaining cost. The operator is selected
again on competent bidding with viability gap funding who operates and maintains
the system to the specified service safety levels. All the Revenues will accrue to the
Operator in all the concession period till the project is handed over to the owner.
Ridership for this is taken by the Operator fully or shared between the operator and
the owner.

Variant 2:- Under this the Government acquires the required land and offers to the
concessionaire free of cost. The private partner funds all the rest of the project,
operates and maintains the system taking all the revenues and risks. His expected
losses are made good through a viability Gap Funding (VGF), by the Government
arrived at based on competitive bidding. At the end of concession period the system
reverts to the owner. Under the PPP model, Sweeteners are sometime offered to the
operator in the form of lands for commercial exploitation. Private management
generally ensures better efficiency in the execution and operation of the system
compared to a Government agency.

When the project is taken up on BOT or PPP model the total cost of the project
generally gets hiked up by the Concessionaire adding the availing additional costs.

1. As bulk of the funds will be through borrowings. Interest during construction period
will get added on to the projects costs.
2. The funds are available to a private party to which borrowing costs compared to the
Government and additional funding cost will get factor to the cost of the project.
3. When a private party executes the project the refunds of the taxes and duties of the
two Governments may not be possible. This alone will increase the cost of project by
18 to 20%.
4. Metro projects by themselves will not be financially viable. Commercial exploitation
of surplus lands and identified Governments lands along the route has to be
necessary to augment the Capex as well as revenue earnings. Making available
normal land free to the Concessionaire for commercial exploitation will lead to public
criticism and often end up in scandals.

Nowhere in the country a complete BOT or PPP model has so far found successful
or attractive for the main reason that the fare levels have to be kept low and
affordable to the common citizens.
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3. Fully through Government funding:-

Here, the Government takes full responsibility for funding the project either from its
own resources or through borrowings. For convenience and speedy execution a
Special Purpose Vehicle is set up and given the mandate to execute the project. The
Operation and maintenance of the system can be either directly by the SPV or they
can engage an operator for the purpose. Usually a debt equity ratio of 2:1 is followed
but there can be variations depending upon the tender’s terms and the Government’s
ability to provide funds. The government’s own investment will be in the form, of
share holdings in the SPV and borrowings can be either from a Consortium of local
banks or from infrastructure funding organizations such as IIFCL, IDBI, etc. or
through an external bilateral loan from institutions such as ADB, World Bank, JICA
etc. All the loans will need Governmental guarantee to reduce the borrowing cost.
The Government can also assist the SPV with interest free subordinate loans. The
SPV will have responsibility to service and pay back the loan and if SPV fails the
responsibility will then devolve on the Government.

18.3 THE RECOMMENDED FINANCIAL MODEL FOR LINE-11 FROM WADALA

(BHAKTI PARK) TO CSMT METRO

World over Metro projects cannot be financially viable and depend upon generous
concessions and subsidies. The financial internal rate of return for this corridor with
all taxes and without additional PD income and with additional PD income works out
to (-) 0.27% and 1.68%%.

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

Out of the 3 PPP models in the country, Delhi Airport Line has been a total failure
since the Concessionaire has voluntarily withdrawn with claims through arbitration.
In the case of Bombay Metro Line No.1 which is only 11 km length had taken more
than 6 years for completion and the cost had gone up 2 times. Concessionaire is
representing to government for allowing him to charge very high fare in spite of very
good ridership leading to loading the public financially.

In the case of the Hyderabad Metro the PPP Concessionaire withdrew from the
project and another Concessionaire namely L&T is implementing the project. The
financial performance of this project is yet to be assessed as even one section of the
project is still not opened for traffic. Considering the global scenario and the
experience in our own country DMRC does not recommend either the BOT model or
PPP route for implementing this Line (Line-11).

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

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

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18.4 INSTITUTIONAL ARRANGEMENTS

The State Govt. of Maharashtra will have to approve the implementation of the
project by Mumbai Metropolitan Region Development Authority (MMRDA).

18.5 IMPLEMENTATION STRATEGY

When the project is taken up as a Government initiative there are two ways the
projects can be implemented. One is MMRDA handling the project directly with the
help of General Consultants (G.C.). Further bilateral lending agencies generally insist
of international consultants to engage as G.C. for assisting for the implementation of
the project. International G.C. is required for planning, design, drawing up
specifications, preparation of tender documents, finalization of contract and
supervision of the project during execution. To engage the G.C. globally tenders
would be necessary. For finalizing such a global contract and positioning the
Consultants itself takes about 9 to 12 months. G.C. will generally cost about 3½ to
4% of the project cost. Even if G.C. is engaged, still MMRDA will need a fairly big
organisation to oversee the G.C. work. It will be difficult for MMRDA to mobilize
required technical persons with experience and knowledge and the establishment
cost of MMRDA itself would be about another 3½ to 4%. Thus about 7 to 8% of the
project cost will be spent on total establishment alone.

The 2nd option is MMRDA for this project can be a very small lean and efficient
organization responsible for land acquisition and mobilization of funds. The entire
Metro project can be entrusted on turnkey basis and on deposit terms to an
experienced organization such as DMRC who has the experience and track record
and competency of technical manpower. DMRC is implementing on similar basis
Jaipur Metro for Rajasthan Government and Kochi Metro for Kerala Government and
Greater Noida Metro project for the Greater Noida Authority. Similarly Dahisar (E) to
D.N. Nagar Corridor (Line-2A) and Swami Samarth Nagar to Vikhroli (EEH) Corridor
has been handed over to DMRC on a turnkey basis for implementation. Similarly, the
this Line may be handed over to DMRC for implementation. DMRC generally charges
6% of the project cost for the total turnkey implementation. This will be the cheapest
and quickest way of completing the project in time.

18.6 CONTRACT PACKAGES FOR IMPLEMENTATION OF THE PROJECT

The project may be implemented in ten packages as under.

Package –1: Underground section starting from chainage -530m (Dead End of
CSMT Metro Station) to null point of ramp excluding Underground
Stations.

Package - 2: Elevated section starting from Null point of ramp to chainage

12244.115 m (450m before Center line of Wadala (Bhakti Park)
Station) including Elevated Stations.

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Package – 3&4: Underground Stations in 2 packages of 4 stations each by Cut and

Cover Method.

Package - 5: Detailed design consultant for corridor including augmentation of

Depot.

Package - 6: Augmentation of Depot such as construction of stabling lines etc.

Package – 7: System Contracts: Supply and installation of traction power system

(3rd bay) including sub-station.

Package – 8: Supply and installation of signaling system (CBTC)

Package - 9: Supply and installation of AFC System.

Package - 10: Supply and commissioning of rolling stock.

Any other small package may be decided at the time of implementation of the
Project.

18.7 IMPLEMENTATION SCHEDULE

A suggested project implementation schedule for Project Implementation is given in

Table 18.1

Table 18.1 Project Implementation Schedule

Sl. No. Item of Work Completion Date

1 Submission of Final DPR to State Govt. D

2 Approval of DPR by State Government D+0.5 month
Submission of DPR for Approval of Ministry
3 D+1 month
of Urban Development (MoUD).
4. Sanction of Project by GOI D+2 months
5. Selection of GC D+12 months
6. Tendering D+24 months
7. Implementation of the project D+58 months
8. Testing and Commissioning D+59 months
9. CMRS Sanction D+60 months
10. ROD D+60 months

18.8 HIGH POWER COMMITTEE

During the implementation of the project several problems with regard to acquisition
of land, diversion of utilities, shifting of structures falling on the project alignment,
rehabilitation of project affected persons, etc. are likely to arise. For expeditious
resolution of these problems, an institutional mechanism needs to be set up at the
State Government level. Towards this end, it is recommended that a High Power
Committee under the chairmanship of Chief Secretary, Maharashtra should be set
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 CHAPTER 18: IMPLEMENTATION

up. Other members of this Committee should be Secretaries of the concerned

Departments of the State Government and Heads of civic bodies who will be
connected in one way or the other with the implementation of the project. This
Committee should meet once a month and sort out all problems brought before it by
MMRDA. It is reliably learnt that for the Delhi Metro also such a High Power
Committee was set up and it proved very useful in smooth implementation of the
Delhi Metro Rail Project.

18.9 CONCESSION FROM GOVERNMENT

Metro rail projects need very heavy investment. Loans have invariably to be taken to
fund a part of the capital cost of the projects. These projects yield low financial
internal rate of return. With reasonable fare level, servicing of these loans often pose
problems. To make the project financially viable, therefore, the fares need to be
substantially increased to socially un-acceptable levels. This results in the ridership
coming down significantly, as it is sensitive to increases in the fare level. Thus the
very objective of constructing the metro rail system to provide an affordable mode of
mass travel for public is defeated. It, therefore, becomes necessary to keep the initial
capital cost of a metro project as low as possible so that the fare level of the metro
system can be kept at reasonable level. Following are the taxes and duties, which
have to be borne by a metro project:

 Custom Duty on all imported rolling stock and other equipment needed for the
project.
 GST on all indigenously manufactured rolling stock and other indigenously
finished goods required for the project.
 GST on all purchases made for implementation of the project whether directly
by the project implementation authority or by the contractors executing the
project.
 GST on works contracts to be executed for the implementation of the project.
 Tax on electricity required for operation and maintenance of the metro
system.
 Municipal Taxes.

As in the case of Delhi Metro, the State Government should exempt/reimburse the
State Goods and Services Tax (SGST) to this Metro project. It should also exempt
the following:

MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017 has
proposed for sharing of overall Goods and Service Tax (GST) in the ratio of 1:2.
Maharashtra State Government may pursue the Central government to extend the
same benefit to MMRDA.

In the case of Delhi Metro project, the Union Government has granted exemption
from payment of Custom Duty and Excise Duty while the Delhi Government has
agreed to give exemption from payment of Sales Tax and on works contracts. Delhi

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 CHAPTER 18: IMPLEMENTATION

Metro Rail Corporation is also pursuing with the Government for exemption from tax
on electricity being consumed by Delhi Metro for its operation and maintenance.

It is recommended that similar exemptions from taxes and duties be granted by the
Central Government/Maharashtra Government for Mumbai Metro. In this connection
it may be mentioned that the Central Government has been encouraging
infrastructure projects in the country through fiscal and non-fiscal concessions. Cities
have emerged as the engines of growth and mass transport systems today are one
of the most important pre-requisites for the balanced growth of the city. The
Government can demonstrate the importance it attaches to this sector by granting
the above concessions which would not only help reduce the initial cost of the project
so that Mumbai Metro remains commercially viable during its operation phase but
also send strong signals to the effect that it is committed to a safer and pollution free
city. Moreover, public transport is employment-friendly and favours social balance in
a sustainable way since it allows access to jobs and services to all.

18.10 LEGAL COVER FOR MUMBAI METRO

Implementation of proposed Metro Corridor may be done under “The Metro Railways
(Amendment) Act 2009”. The copies of the Gazette notification and the amendment
are put up enclosure to this chapter.

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 CHAPTER 19: CONCLUSIONS AND RECOMMENDATIONS

CHAPTER – 19

CONCLUSIONS AND RECOMMENDATIONS

19.1 Mumbai is the Commercial Capital of India and it’s fast growth especially in the
suburbs is causing heavy stress on all infrastructure, especially the Transport. Being
a linear city, the existing suburban rail services are very effective and the modal split
in favour of public transport is about 70% as per Comprehensive Mobility Pan (CMP)
2015 prepared by M/s. Lee Associates for MCGM, which is very high. Since the
existing transport infrastructure has been heavily loaded, it has been observed that
the population of private vehicles is increasing and it was also predicted that, the
modal split in favour of public transport may also recede. Hence, it is proposed by
MMRDA to introduce a rail based Mass Transportation System in Greater Mumbai. It
is proposed to extend Mumbai Metro Line-4 from Gaimukh to Wadala (Bhakti Park)
to CSMT Metro at Wadala (Bhakti Park) end for implementation.

Metro Projects are highly capital intensive on account of the high costs involved. Due
to the need to maintain a fare structure within the affordable reach of ordinary
citizens, metro projects are ordinarily not financially viable. However considering the
economic gain to the society and the fact that city with a population of more than ten
million cannot survive without an efficient Metro System, implementation of Metro
System and this particular corridor is strongly recommended.

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

Estimated Cost of the project at March 2018 price level is 7085 Crore with land and
all the taxes and duties and completion cost at 5% p.a. escalation is estimated to be
Rs.8683 Crores including land and all the taxes and duties, but excluding IDC. It is
Rs. 8739 Crore including IDC.

19.2 The project has many positive environmental impacts like reduction in traffic
congestion, saving in travel time, reduction in air and noise pollution, lesser fuel
consumption, lesser road accidents etc., with a few negative impacts (especially
during implementation phase of the project) for which Environmental Management
Plan has been suggested.

19.3 After examining the various options for execution the project, it has been
recommended that the project should be got executed through a SPV on DMRC
funding pattern.

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405
 CHAPTER 19: CONCLUSIONS AND RECOMMENDATIONS

19.4 The fare structure has been prepared based on prevailing fare structure in different
PT/IPT modes as indicated in the Finance Chapter. Subsequently, for the purpose of
assessing returns from the project, the fares have been revised every second year
with an escalation of 14% every two years.

19.5 As in the case of Delhi Metro, the State Government should exempt/reimburse the
State Goods and Services Tax (SGST) to MMRDA. It should also exempt the
following:

 Tax on electricity required for operation and maintenance of the metro system.
 Municipal Taxes.

19.6 MOUD vide letter no. F.No. K-14011/03/2017-UT-V-Part(1) dated 6th July 2017 has
proposed for sharing of overall Goods and Service Tax (GST) in the ratio of 1:2.
Maharashtra State Government may pursue the Central Government to extend the
same benefit to MMRDA.

19.7 Financial Internal Rate of Return (FIRR) and Economic Internal Rate of Return
(EIRR)

The Financial Internal Rate of Return (FIRR) for the project has been assessed as
1.68% (With additional PD income from 10 Ha land). The Economic Internal Rate
of Return (EIRR) works out to 14.93%.

19.8 Meanwhile the State Government should freeze all future developments along the
proposed route to avoid in-fructuous expenditure.

19.9 It is recommended the State Govt. should set up a non-lapsable, non-fungible Transit
Fund to fund the project out of revenues from:

- Increased FAR along the Metro corridors.

- A Metro cess on the sale of petrol and diesel in the State.
- Levy of additional charges on the registration of vehicles.
- Levy of additional cess on the Property Tax.
- A onetime green cess on existing vehicles.
- Property development on Government land.

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 Appendix

Appendix

MMRDA’s Comments/Observations & DMRC’s Responses on Mumbai Metro

Line-11.

Sr. Comments/Observations DMRC’s response

No.
Executive Summary
This ML should be read as ML 11 instead
1 Complied
of ML 4A.
2 Sewri station to be named as Sewri Metro Complied
Pg 23 has stn 4 named as Wadi Tower, to
be corrected as Wadi Bunder. Also the 1. Complied
3 line 4 stn names are not updated in this 2. Names of Line-4 stations are as per the DPR
table. Refer the updated stn names already submitted.
included in salient features.
Chhatrapati Shivaji Terminus name
needs to be corrected as CSMT Metro.
This station will be integrated station with
CST Metro Station of ML 3. However,
4 Complied
CST station has been renamed as
Chhatrapati Shivaji Maharaj Terminus i.e.
CSMT, therefore, ML 11 station to be
named as CSMT Metro
Pg 23, Mention CSMT Metro Station as
5 Complied
Interchange stn.
Ch 2
This chapter should mention the
alignment passing through MbPT area
which will undergo major redevelopment.
Projected population and employment
6 Complied
figures received from MbPT are attached
as annexure A. These projections are
already considered while assessing
ridership.
Also mention CST-Panvel Elevated
7 Corridor. DPR of the same is already with Complied
DMRC
Ch 3, 6 & 8
There are two Train operation loops
proposed i.e. CSTM to Gaimukh in one
loop and Bhakti Park (Wadala) to
Gaimukh in second loop. This is not a
Noted, the train operation plan (TOP) has been
preferred option flow of public travel in
8 prepared accordingly. Reversal facility shall be
Mumbai on Central route. This needs to
provided at Bhakti Park and Kapurwadi
be improved to two loops as follows:
CSTM to Gaimukh as first loop and
Kapurwadi to Bhakti Park (Wadala) as
second loop.
Initially train composition will be 6 cars Noted, initial 6 car configuration has been
and will later be augmented to 8 cars. In considered for the year 2021 and 8-car
9
chapter 6, initial train composition shown configuration has been proposed for the year
as 8 cars need correction to 6 cars. 2031. Rolling Stock Chapter revised accordingly
Powering will be 66 % to begin with 6 cars Noted, the powering has been considered as
10
composition. 66.67% initially with 6 car configuration
Para 4.1.3: Design Speed mentioned as
Design Speed is not mentioned in Para 4.1.3
80 km/h needs correction to 90 kmph.
11 rather Maximum Sectional Speed is mentioned as
Design speed is 90 kmph and Operational
80kmph in para 4.1.4 which is correct
speed is 80 kmph.
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 Appendix

Sr. Comments/Observations DMRC’s response

No.
It is mentioned under Clause 0.12 that
"“Space Standards for Barrier Free Built
Environment for Disabled and Elderly
12 Persons”, 1998 and 2013 edition (under Complied
revision by MoUD) whereas revised
version is already issued by MoHUA now.
Same may be quoted now.
In chapter 8, 2 *25 kv traction system is
suggested for whole alignment whereas,
we have 10 stations as underground. 2 *
25 kv system is neither technically
desirable for level of ridership expected in
13 this line nor commercially viable. Besides, Complied
it has issues at
construction in U/G section due to need
of higher tunnel bore dia. Hence 25 KV
system(AC) is better included as the only
option.
Now a days , 65 sq. mm size of catenary End to End section from CSTM to Gaimukh
wire is not used though included in DPR. Corridor, headway is considered 3.75 min, hence
Traction Power requirement is about 1 MVA per
14 km for this section. Hence 65 sq. mm Catenary
wire is sufficient. Final sizing of Catenary may be
decided at the time of Detailed Design Stage as
per the simulation study.
Inter station spacing wherever more than From CSTM to Wadala, the inter-station distance
1.7 km-will necessitate provision of Mid between two underground stations varies from
term shaft from TVS point of view and 0.85 km to 1.58 km. Hence, Mid-shaft has not
considering CBTC designed for 90-100 been considered in Ventilation and Air-
15
sec headway. Conditioning System Chapter. Provision of Mid-
Shaft needs many other variables such as
frequency of train, SES Analysis, no. of train with
the given speed in tunnel section, etc.
With new technologies available, we can
16 optimise length of Station box May be examined at Detailed Design Stage
(particularly for UG station) .
In the cost estimate Full Height PSDs have
PSD in UG section will be of Full height
17 already been considered for UG section and Half
and on elevated of half height.
Height for Elevated section
Ch 4
Submit the land requirements and
detailed dwg of section where the It is marked on the alignment plan. Same may
18
alignment is going please be referred.
from Elevated to underground
Ch 5
Propose integrated concourse of
CSMT Station has been planned in integration to
19 proposed CSMT Metro Station with ML 3
concourse of ML-3
CST Metro stn.
Ch 7.
Length of entire corridor i.e. between CSMT &
If entire corridor is considered, then how Shivaji Chowk will be more than 45km. Total land
much more area of Depot land will be required for depot will be about 35 Ha.
20
required. Please submit the detailed Layout of depot depends on the shape of the land
Depot dwg plot. Hence depot layout can't be provided unless
location, shape and size of the plot is known
Ch10.
21 Pt 10.6.2 & 10.6.3 have mentioned the Complied

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 408
 Appendix

Sr. Comments/Observations DMRC’s response

No.
project length as 13.5km. Kindly correct it
to 12.774km
Map on Pg 276 is not readable. Kindly
22 Updated
update the readable map.
Pt 10.7 states the entire corridor is
23 Corrected
elevated. Kindly chk.
Ch17
Pt 17.4, the construction cost of Metro to
24 Corrected
be calculated from yr 2019-2024

DPR for Mumbai Metro Rail Corridor from Wadala to CSMT Metro September 2018 409